PTV Visum 2022

Manual
 Copyright and Imprint

Copyright and Imprint

Copyright
© 2022 PTV Planung Transport Verkehr GmbH, Karlsruhe, Germany
All rights reserved.

Imprint
PTV Planung Transport Verkehr GmbH

Adress:
Haid-und-Neu-Str. 15
76131 Karlsruhe, Germany

Management Board:
Christian U. Haas (CEO), Johannes Klutz

Contact:
Phone: +49 (0) 721-9651-0
Fax: +49 (0) 721-9651-699
E-mail: info@ptvgroup.com

Entry in the Commercial Register:

Local court Mannheim HRB 743055

Sales tax ID:

Sales tax identification number according to §27 a Umsatzsteuergesetz: DE 812 666 053

Last amended: 25.04.2022 EN-US

© PTV Planung Transport Verkehr GmbH ii

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Contents
Copyright and Imprint ii
Contents I
1 Introduction 1
1.1 Fields of application for Visum in PrT and PuT 1
1.2 Documents 2
1.2.1 Manual 2
1.2.2 Help 2
1.2.3 Overview of the included tutorials and examples 5
1.2.3.1 Examples of use 5
1.2.3.2 Tutorials 10
1.2.3.3 Short tutorials 11
1.2.3.4 Full demo versions: \Demo_Karlsruhe\ 12
1.2.3.5 User manual examples 14
1.2.3.6 COM examples 15
1.2.4 More documents 18
1.3 Technical information 19
1.3.1 Version sizes 19
1.3.2 Add-ons 19
1.3.3 Hardware and software requirements 21
1.4 How to install and start Visum 21
1.4.1 Download and installation of software updates 22
1.5 PTV Vision License Management 22
1.5.1 Basics of license management 22
1.5.1.1 License binding and license container 23
1.5.1.2 License keys 24
1.5.1.3 Using single-user or network licenses 25
1.5.1.4 License properties 26
1.5.2 Using PTV Vision products without a license 26
1.5.2.1 Using the demo version 26
1.5.2.2 Converting a demo version to a commercial version 27
1.5.3 License handling for PTV Vision users 27
1.5.3.1 Using the License Management window 28
1.5.3.2 Activating a license on your computer 32
1.5.3.3 Updating licenses on your computer 33
1.5.3.4 Deactivating a license on your own computer 34
1.5.3.5 Using licenses on a license server 34
1.5.3.6 Borrowing a license 36
1.5.3.7 Returning a borrowed license 37
1.5.3.8 Setting licenses for use 37
1.5.3.9 Finding new licenses and removing licenses from the list that are not (no
longer) available 38

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1.5.4 License handling for license administrators 38

1.5.4.1 Setting up a license server 39
1.5.4.2 Activating a license on a license server 44
1.5.4.3 Activating a license on a license server without an Internet connection 44
1.5.4.4 Updating a license on a license server 50
1.5.4.5 Updating a license on a license server without an Internet connection 51
1.5.4.6 Deactivating a license on a license server 55
1.5.4.7 Preparing the borrowing of licenses 56
1.5.5 License Management – Questions & Answers 60
1.6 Service & Support 62
1.6.1 Usage of manual and FAQ list 62
1.6.2 Submitting a support request 62
1.6.3 Opening Diagnostics 63
1.6.4 Submitting a sales inquiry 68
2 Fundamentals of the program 73
2.1 Network model – the transport supply 74
2.2 Transport demand model 76
2.3 Impact models – methods to calculate the impact of traffic 79
2.4 Analysis of results 80
2.5 Distributing calculations to several computers 81
2.5.1 Prerequisites for using distributed computing 81
2.5.2 Setting up the compute node 82
2.5.3 Managing compute nodes 82
2.5.4 Execution of distributed scenario calculation 82
2.5.5 Distributed calculation of procedures 83
2.5.6 Calculating a timetable-based assignment distributed to several computers 84
2.5.7 Swapping entire procedure sequences to compute nodes 84
3 Network model 85
3.1 Network objects 85
3.1.1 Transport systems, modes and demand segments 91
3.1.1.1 Transport systems 92
3.1.1.2 Modes 94
3.1.1.3 Demand segments 94
3.1.2 Nodes and turns 95
3.1.2.1 Nodes 96
3.1.2.2 Turns 96
3.1.2.3 Turn types 97
3.1.2.4 Turn standards 97
3.1.2.5 PrT capacity and turn time 98
3.1.3 Links 98
3.1.3.1 Link types 99
3.1.3.2 Permitted transport systems 100
3.1.3.3 PrT capacity, speed and travel time 101

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3.1.3.4 Link toll 102

3.1.3.5 PuT run time 103
3.1.4 Zones 103
3.1.5 OD pairs 104
3.1.6 Connectors 104
3.1.6.1 Distribution of demand of a zone to the connectors 105
3.1.7 Main nodes and main turns 106
3.1.7.1 Main nodes 106
3.1.7.2 Main turns 107
3.1.8 Main zones and main OD pairs 108
3.1.9 Territories 109
3.1.10 Paths 109
3.1.11 Path sequences 110
3.1.12 Stop hierarchy: Stops, stop areas, stop points 111
3.1.12.1 Stop points 112
3.1.12.2 Stop areas 113
3.1.12.3 Stops 113
3.1.13 PuT operators 114
3.1.14 PuT vehicles: Vehicle units and vehicle combinations 114
3.1.15 The line hierarchy 115
3.1.15.1 Network objects of the line hierarchy 115
3.1.15.2 Specifications of lengths and times 120
3.1.15.3 The term timetable in Visum 122
3.1.15.4 Data consistency along the line hierarchy 123
3.1.15.5 Aggregation of line routes 123
3.1.15.6 Coupling of vehicle journeys 125
3.1.16 System routes 128
3.1.17 Sharing stations 129
3.1.18 Points of Interest (POI) 129
3.1.19 User-defined tables 132
3.1.20 Count locations and detectors 132
3.1.21 Restricted traffic areas 134
3.1.22 GIS objects 138
3.1.23 Screenlines 139
3.1.24 Junction modeling 140
3.1.24.1 Link orientations 141
3.1.24.2 Geometries 142
3.1.24.3 Signalization 144
3.1.25 Network check 146
3.2 Spatial and temporal correlations in Visum 146
3.2.1 Calendar and valid days 147
3.2.1.1 Calendar 147
3.2.1.2 Valid days 147

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3.2.2 Time reference of the demand (time series) 149

3.2.3 User-defined time interval sets and time intervals 150
3.2.4 Time reference of the volumes: Analysis periods and projection 151
3.2.5 Temporal and spatial differentiation of calculation results 155
3.2.5.1 Temporal distinction with analysis time intervals 155
3.2.5.2 Spatial distinction with territories 156
3.2.6 Adjustment of the capacities to the demand values 156
3.3 Attributes 157
3.3.1 Direct attributes 157
3.3.2 Indirect attributes 158
3.3.3 User-defined attributes 167
3.3.3.1 Formula attributes 170
3.3.3.2 Relations with conditions 171
3.3.4 Time-varying attributes 172
3.4 Subnetwork generator 175
3.5 The surface data model in Visum 179
3.5.1 Tables in the surface model 179
3.5.2 Multi-part surfaces 182
3.5.3 Sharing points between surfaces 185
3.5.4 Fuzzy surface alignment 186
4 Scenario management and network comparison 188
4.1 Comparing and transferring networks 188
4.1.1 Version comparison 189
4.1.2 Network merge 194
4.1.3 Model transfer files 197
4.2 Managing scenarios 197
4.2.1 Keywords: project, modification, scenario 198
4.2.2 Managing projects efficiently 200
4.2.2.1 Creating or selecting a base version 201
4.2.2.2 Defining modifications 202
4.2.2.3 Defining scenarios based on modifications 202
4.2.2.4 Specifying the procedure sequence 202
4.2.2.5 Calculating scenarios 203
4.2.2.6 Analyzing and comparing calculation results 203
4.2.2.7 Exchange of projects in multi-user mode 204
5 Demand model 207
5.1 Demand objects 207
5.1.1 Matrices 208
5.1.2 Demand segments 209
5.1.3 Time series 210
5.1.4 Demand models 210
5.1.5 Person groups 210
5.1.6 Activities, activity pairs, activity chains 211

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5.1.7 Demand strata 213

5.2 Demand modeling procedures 215
5.2.1 Standard 4-step model in two variants 215
5.2.2 4-step model with sequential calculation 216
5.2.3 Nested demand model 218
5.2.3.1 Absolute and incremental calculation 220
5.2.3.2 Singly or doubly-constrained destination choice 222
5.2.3.3 Trip form in combination with time of day choice 223
5.2.3.4 Alternative-specific constants (ASC) 224
5.2.3.5 Scaling parameters (λ) 224
5.2.3.6 Conversion of WebTAG to Visum 225
5.2.3.7 Nested demand gap calculation 228
5.2.4 Trip generation 229
5.2.5 Trip distribution 230
5.2.6 Mode choice 230
5.2.7 Nested mode choice (Nested demand) 231
5.2.8 Time-of-day choice 232
5.2.9 EVA (passenger demand model) 232
5.2.9.1 EVA data model 232
5.2.9.2 EVA trip generation 237
5.2.9.3 EVA trip distribution and mode choice 257
5.2.10 Activity chain based model (tour-based model) 267
5.2.10.1 Tour-based model 267
5.2.10.2 Tour-based model - Trip generation 269
5.2.10.3 Tour-based model: trip distribution / mode choice combined 270
5.2.10.4 Using the rubber banding function for trip distribution 282
5.2.11 Activity-based model (ABM) 286
5.2.11.1 Demand objects of the activity-based model 288
5.2.11.2 Structure of the activity-based model 289
5.2.11.3 Comparison of macroscopic and activity-based demand models 291
5.2.12 Tour-based freight model 291
5.2.12.1 Tour-based freight data model 292
5.2.12.2 Tour-based freight calculation procedure 293
5.2.13 Modeling Park + Ride trips 298
5.2.13.1 Park + Ride lot choice 300
5.2.13.2 Park + Ride leg split 301
5.2.14 Estimating gravitation parameters (KALIBRI) 301
5.2.15 Gravity model calculation 302
5.2.16 Using matrix references for demand calculation 310
5.2.17 Iterative repetition 311
5.2.17.1 Go to procedure 311
5.2.17.2 Average determination using the Method of Successive Averages (MSA) 312
5.3 Displaying and editing matrices 313
5.3.1 Displaying matrices in tabular form 315

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5.3.2 Displaying matrix values as a histogram 315

5.3.3 Comparing matrices graphically in pairs 316
5.3.4 Calculate the combination of matrices and vectors 316
5.3.5 Transpose, reflect upper or lower triangle, apply mean value 316
5.3.6 Copy, paste and apply diagonal 316
5.3.7 Round 317
5.3.8 Form reciprocal, raise to power, take logarithm, exponential function 317
5.3.9 GEH Statistic 317
5.3.10 Maximum or minimum formation 317
5.3.11 Make symmetrical: mean value upper / lower triangle 318
5.3.12 Using matrix conversion functions 318
5.3.13 Using matrix combination functions 319
5.3.14 Performing calculations for multiple matrices 320
5.3.15 Using the TableLookup function 322
5.3.16 Defining matrices as formulas 322
5.3.17 Using calculated matrices 323
5.3.18 Projection 323
5.3.19 Projection by territory 325
5.3.20 Converting zone and main zone matrix into each other 325
5.3.21 Extending matrices 326
5.3.22 Aggregating matrix objects 327
5.3.23 Splitting (extending) matrix objects 328
5.4 Matrix correction 329
5.4.1 Updating demand matrices – general information 330
5.4.2 Updating demand matrix with TFlowFuzzy 332
5.4.2.1 Methodological basics of TFlowFuzzy 332
5.4.2.2 Numeric example for TFlowFuzzy 336
5.4.2.3 Reasons for a missing solution with TFlowFuzzy 337
5.4.3 Updating demand matrices using the least squares method 337
5.4.4 Projecting PrT path volumes 340
5.4.5 Calibrating PrT matrices 340
5.4.5.1 General principle of the calculation procedure 340
5.4.5.2 Example: Matrix projection 340
6 Impact models 343
6.1 The types of impact models 343
6.1.1 The user model 343
6.1.2 The operator model 344
6.1.3 The environmental impact model 345
6.2 Impedance functions 345
6.3 Paths in PrT and PuT 346
6.4 Skims / indicators 347
6.4.1 Skim matrices 347
6.4.2 Global indicators 348

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7 User model PrT 349

7.1 Overview of the PrT assignment procedures 349
7.2 Example network for PrT assignment procedures 353
7.3 PrT paths 355
7.4 Impedance and VD functions 356
7.4.1 The impedance of a PrT route 356
7.4.2 Predefined VD functions 358
7.4.3 Example of link impedance calculation 365
7.4.4 User-defined VD functions 366
7.5 Impedances at nodes 366
7.5.1 Node impedances of turns VD function 368
7.5.2 Node impedance of nodes VD function 369
7.5.3 Intersection Capacity Analysis according to the Highway Capacity Manual (ICA) 369
7.5.3.1 Uncontrolled nodes 371
7.5.3.2 Signalized nodes 371
7.5.3.3 Two-way stop nodes 394
7.5.3.4 All-way stop 405
7.5.3.5 Roundabouts according to the HCM method 413
7.5.3.6 Roundabouts according to the TRL/Kimber method 418
7.5.4 Signal time optimization 424
7.5.4.1 Data model for signal cycle and split optimization 424
7.5.4.2 Split optimization 425
7.5.4.3 Signal cycle and green time optimization 427
7.5.4.4 Signal coordination (Signal offset optimization) 428
7.6 PrT skims 437
7.7 Distribution of travel demand across PrT connectors 438
7.8 Blocking back model 440
7.8.1 General notes on the blocking back model 441
7.8.2 Procedure of the blocking back model 442
7.9 Convergence criteria of assignment quality 448
7.10 Proportionality in route distribution 450
7.11 Distribution models in the assignment 452
7.11.1 The Kirchhoff model in the assignment 452
7.11.2 The Logit model in the assignment 453
7.11.3 The Box-Cox model in the assignment 454
7.11.4 The Lohse model in the assignment 455
7.11.5 Lohse model with variable beta in the assignment 455
7.11.6 Comparison of the distribution models for the assignment 457
7.12 Incremental assignment 458
7.12.1 Example of incremental assignment 459
7.12.2 The procedure of incremental assignment 460
7.12.3 Input and output attributes of incremental assignment 461
7.12.4 Evaluation of incremental assignment 461

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7.13 Equilibrium assignment 461

7.13.1 Evaluation of the equilibrium assignment 462
7.13.2 Introductory example of equilibrium assignment 463
7.13.3 Input and output attributes of equilibrium assignment 465
7.13.4 The procedure of equilibrium assignment 465
7.14 Linear User Cost Equilibrium (LUCE) 467
7.14.1 Mathematical formulation and theoretical framework 468
7.14.2 Local user equilibrium 471
7.14.3 Descent direction 474
7.14.4 Assignment algorithm 477
7.14.5 Input and output attributes of equilibrium assignment (LUCE) 479
7.14.6 Persistent storage of bushes 479
7.14.7 Start from an initial assignment 480
7.14.8 Proportionality 480
7.15 Equilibrium_Lohse 480
7.15.1 Example of the Equilibrium_Lohse procedure 481
7.15.2 Input and output attributes of the Equilibrium_Lohse procedure 485
7.15.3 The procedure of Equilibrium_Lohse assignment 485
7.15.4 Evaluation of the Equilibrium_Lohse procedure 485
7.16 Assignment with ICA 486
7.16.1 Fundamental principle 486
7.16.2 Evaluation of the Assignment with ICA 487
7.16.3 Input and output attributes of assignment with ICA 488
7.16.4 The procedure of assignment with ICA 490
7.16.5 Convergence criteria 493
7.16.6 VD functions in assignments with ICA 494
7.16.6.1 Used turn VD function 494
7.16.6.2 Adjusting the VD functions used 495
7.17 Bi-conjugate Frank-Wolfe (BFW) 497
7.17.1 The procedure of Bi-conjugate Frank Wolfe 497
7.18 Stochastic assignment 498
7.18.1 Evaluation of stochastic assignment 499
7.18.2 Input and output attributes of stochastic assignment 499
7.18.3 The procedure of stochastic assignment 499
7.18.4 Similarity of routes and commonality factor 502
7.18.5 Example of stochastic assignment 505
7.19 Bicycle assignment 508
7.19.1 Steps of the bicycle assignment 509
7.20 The TRIBUT procedure 509
7.20.1 Input and output attributes of the TRIBUT procedure 510
7.20.2 Basics of TRIBUT assignment with tolls 510
7.20.3 Log-normal distribution of the random variable VT 512
7.20.4 Efficient routes - exclusion criterion in route search 513

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7.20.5 Route split 514

7.20.6 Route balancing in the equilibrium iteration 515
7.20.7 Route distribution in the iteration of the TRIBUT Equilibrium_Lohse 516
7.20.8 List outputs 516
7.21 Dynamic User Equilibrium (DUE) 516
7.21.1 Fields of application of dynamic equilibrium assignment 517
7.21.2 Overview of the dynamic equilibrium assignment model 517
7.21.3 Mathematical framework of the Dynamic User Equilibrium 520
7.21.4 Network performance model 524
7.21.5 Assignment of network demand (network loading) 534
7.21.6 The overall model 536
7.21.7 Example of dynamic user equilibrium 538
7.21.8 Input and output attributes of dynamic user equilibrium 540
7.21.9 Hints for practical modeling for a DUE assignment 544
7.22 Dynamic stochastic assignment 545
7.22.1 Evaluation of dynamic stochastic assignment 547
7.22.2 Input and output attributes of dynamic stochastic assignment 547
7.22.3 The procedure of dynamic stochastic assignment 547
7.23 Simulation-based dynamic assignment (SBA) 549
7.23.1 Steps of simulation-based dynamic assignment 550
7.23.2 Calculating path costs 552
7.23.3 Route search (shortest path search) 553
7.23.4 Distribution of demand across paths (volume balancing) 553
7.23.5 Simulation = network loading 554
7.23.5.1 Car following model 554
7.23.5.2 Lane choice model 556
7.23.5.3 Node-edge graph 557
7.23.5.4 Node impedance calculation 560
7.23.6 Input and output attributes 565
7.23.7 Subsequent evaluations 566
7.24 NCHRP 255 567
7.25 Pseudo-dynamic volumes (PDV) 567
7.25.1 Method 568
7.25.2 Procedure parameters, input and output attributes of the PDV procedure 568
7.25.3 Comparison of the PDV procedure with dynamic assignment 568
7.26 Assignment analysis PrT 569
8 User model PuT 573
8.1 Overview of PuT assignment procedures 573
8.2 Example network for PuT assignment procedures 575
8.3 PuT paths 578
8.4 PuT skims 580
8.4.1 PuT skim categories 581
8.4.1.1 Skims of time 581

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8.4.1.2 Skims of length 583

8.4.1.3 Monetary skims 584
8.4.1.4 Skims of frequency 584
8.4.1.5 Skims of attribute data 585
8.4.1.6 Derived skims 585
8.4.1.7 Examples for skims 588
8.4.1.8 Availability of skims in PuT assignment procedures 589
8.4.1.9 Aggregation to mean skims per OD pair 591
8.4.1.10 Skims of time intervals 592
8.4.1.11 Skims between stop areas 593
8.4.2 Perceived journey time 593
8.4.3 Fares 594
8.4.4 Temporal utility 594
8.5 PuT impedance functions 595
8.6 Distribution of the travel demand to PuT connectors 596
8.7 Allocation of skims with reference to lines / links 597
8.8 Transport system-based assignment 597
8.8.1 Evaluation of the transport system-based assignment 598
8.8.2 Example for the transport system-based assignment 598
8.8.3 Steps of the transport system-based assignment 599
8.8.3.1 Route search 599
8.8.3.2 Route loading 599
8.9 Headway-based assignment 600
8.9.1 Evaluation of the headway-based assignment 600
8.9.2 Headway calculation 601
8.9.3 Generalized costs as impedance 603
8.9.4 Choice models for boarding decisions 607
8.9.4.1 No information and exponentially distributed headways 608
8.9.4.2 No information and constant headways 609
8.9.4.3 Information on the elapsed wait time 610
8.9.4.4 Information on departure times 611
8.9.5 The complete choice model 612
8.9.5.1 Extended applicability of the departure time model 613
8.9.5.2 Modeling the choice on the basis of estimates 613
8.9.5.3 Hierarchical structure of the choice 614
8.9.5.4 Example for the choice models 614
8.9.6 General search procedure 617
8.9.7 Example for the headway-based assignment 618
8.9.8 Coordination 621
8.9.8.1 Function of coordination groups 621
8.9.8.2 Matched transfers 622
8.9.8.3 Example for the coordination 622
8.9.8.4 Assume coordinated time profiles to be undistinguishable 623
8.10 Timetable-based assignment 624

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8.10.1 Evaluation of the timetable-based assignment 625

8.10.2 Time reference of demand 625
8.10.3 Connection search 625
8.10.3.1 Connection search using Branch and Bound 626
8.10.3.2 Connection search using shortest path search 630
8.10.4 Connection preselection 631
8.10.5 Impedance and Perceived journey time (PJT) of a connection 631
8.10.5.1 Perceived journey time 631
8.10.5.2 Temporal utility of a connection 633
8.10.6 Connection choice 634
8.10.6.1 Distribution of trips over connections 634
8.10.6.2 Independence of connections 635
8.10.6.3 Example for the connection choice 639
8.10.7 Considering headway-based supply in the timetable-based assignment 641
8.10.8 Handling of public transport systems of the PuT-Aux type 642
8.10.9 Opening of the timetable-based assignment: Export/Import of connections 643
8.10.9.1 Use case (1): External choice / Connection import 644
8.10.9.2 Use case (2): Connection export 645
8.10.9.3 Use case (3): Using existing connections for the search 646
8.10.9.4 File format for connection import and export 647
8.10.9.5 Consistency check during connection import 651
8.10.10 Risk of delay 651
8.10.10.1 Procedure parameters risk of delay 652
8.10.10.2 Calculations 653
8.10.10.3 Calculation results 657
8.10.10.4 Example of delay analysis 658
8.10.11 Capacity restriction 661
8.10.11.1 Fail to board 661
8.10.11.2 Discomfort in the vehicle 663
8.10.11.3 Calculation of Vol/Cap ratio-dependent impedances 664
8.10.11.4 Distribution of volumes onto alternatives 666
8.10.11.5 Distance of the current solution from the balanced state 667
8.10.11.6 Termination criteria 668
8.10.12 Vehicle sharing 668
8.10.12.1 How the procedure works 670
8.10.12.2 Calculation of the search impedance and the perceived journey time
(PJT) 672
8.10.12.3 Calculating Vol/Cap ratio-dependent impedance 672
8.10.12.4 Relocation procedure 674
8.10.12.5 Smoothing 675
8.10.12.6 Convergence 675
8.10.13 Ride sharing in combination with public transport (first mile / last mile
concept) 676
8.10.13.1 Modeling 676

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8.10.13.2 How the procedure works 677

8.10.13.3 Calculation of the impedance 677
8.10.13.4 Warm start and analysis of results 678
8.11 Assignment analysis PuT 679
8.12 PuT passenger survey 682
8.12.1 Basic data of a passenger trip 683
8.12.2 Passenger onboard survey: Basic approach 684
8.12.3 Reading survey data 686
8.12.4 Plausibilization of survey data 686
8.12.5 Assignment of survey data 691
8.13 Demand responsive transport 692
8.13.1 Ride sharing 692
8.13.1.1 Ride sharing services 692
8.13.1.2 Demand for ride sharing 693
8.13.1.3 Tour planning procedure 693
9 Multimodal user model 695
9.1 Multimodal assignment 695
9.1.1 Steps of multimodal assignment 697
9.2 Skims for path sequences 700
9.3 Calculation of demand from path sequences 700
9.4 P+R procedures and path sequences 701
10 Operator model PuT 703
10.1 Fields of application and scope of functions 703
10.1.1 Calculation of indicators on different aggregation levels 704
10.2 Network objects in the Operator model 705
10.3 Typical work flow in the PuT operator model 706
10.4 Line blocking 707
10.4.1 Introduction to the line blocking procedure 707
10.4.2 Line blocking application example 711
10.4.2.1 Closed blocks according to different criteria 711
10.4.2.2 Open and closed blocks 720
10.4.3 Data model 722
10.4.3.1 Block version 723
10.4.3.2 Block 724
10.4.3.3 Block item and block item type 728
10.4.3.4 Attributes of the line blocking cost function 731
10.4.3.5 Downtimes at depots and stop points 733
10.4.3.6 Empty trips 734
10.4.3.7 Regard running direction 735
10.4.3.8 Forced chainings 737
10.4.3.9 Line block check 738
10.4.3.10 Coverage check 741
10.4.4 Line blocking description without vehicle interchange 741

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10.4.4.1 Partitioning 741

10.4.4.2 Construction of the graph 742
10.4.4.3 Flow problem solution 748
10.4.4.4 Decomposition of the flow into blocks 748
10.4.5 Line blocking description with vehicle interchange 751
10.4.5.1 Selection principles of vehicle combinations 752
10.4.5.2 Solution evaluation via objective function 753
10.4.5.3 Parameters and convergence 755
10.4.5.4 Consideration of different vehicle combination-specific minimum layover
times 756
10.4.6 Description of the line blocking procedure with recurring activities 757
10.4.7 Line block display and editing in the Line block editor 757
10.4.8 Vehicle requirement and line blocking indicators 758
10.4.8.1 Vehicle requirement 758
10.4.8.2 Distribution of empty trips and empty times to vehicle journeys 759
10.4.9 PuT interlining matrix procedure 760
10.5 PuT fare model 761
10.5.1 Ticket types 764
10.5.1.1 Base fare calculation 765
10.5.1.2 Transport system-specific supplements 771
10.5.2 Fare systems 775
10.5.2.1 "Fare reference" of a fare system 776
10.5.2.2 Ticket selection in a fare system 778
10.5.2.3 Initial fare and transfer fare 779
10.5.2.4 Fare weights 779
10.5.3 Fare calculation 780
10.5.3.1 Procedure for ambiguous fare systems 780
10.5.3.2 Algorithm for fare calculation 784
10.5.4 Application of fares 785
10.6 PuT operating indicators 785
10.6.1 Example for PuT operating indicators 786
10.6.2 Indicators for line route and timetable evaluation 790
10.6.3 Measurement of the transport supply 798
10.6.4 Measurement of the network performance 802
10.6.5 Calculation of operating costs and fare gains (revenues) 807
10.6.6 Calculation of the operating costs 808
10.6.6.1 Vehicle type-dependent costs 809
10.6.6.2 Link costs 811
10.6.6.3 Stop point cost 814
10.6.6.4 Operator cost 815
10.6.7 Calculation of the fare revenues (revenue calculation) 818
10.6.7.1 Revenue calculation from fixed revenue per passenger trip 820
10.6.7.2 Revenue calculation from fixed revenue per traversed fare point 821
10.6.7.3 Revenue calculation using the fare model 823

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10.6.7.4 Revenue distribution 824

10.6.7.5 Calculation of cost coverage 828
10.6.8 Basic calculation principles for indicators 829
10.6.8.1 Projection to the analysis horizon 829
10.6.8.2 Example of temporal dependencies of indicators 830
10.6.8.3 Aggregation along the line hierarchy 833
10.6.8.4 Temporal cut (Time cut) 834
10.6.8.5 Spatial cut (Territory cut) 835
10.6.8.6 Partially traversed links 835
10.6.8.7 Impact caused by couplings 836
10.6.8.8 Projection of additional attributes 836
10.7 Spatial PuT analysis 838
10.8 Headway offset optimization 841
11 Environmental impact model and HBEFA 843
11.1 Noise volume 843
11.1.1 Noise-Emis-Rls90 procedure 843
11.1.2 Noise-Emis-Nordic procedure 844
11.1.3 Noise-Link attributes 844
11.2 Air pollution emissions 846
11.2.1 Pollution-Emis procedure 846
11.2.2 Pollution-Emis-Link attributes 848
11.3 HBEFA-based emission calculation 849
11.3.1 Fundamental principle 849
11.3.2 Basics of the HBEFA calculation in Visum 849
11.3.2.1 Basis for calculating warm emissions 850
11.3.2.2 Basis for calculating cold start excess emissions 853
12 GIS functionality 855
12.1 Connection to the Personal Geodatabase and GIS objects 855
12.2 Shape files as a GIS interface 856
12.2.1 Importing shape files 856
12.2.2 Exporting shape files 858
12.3 Intersect 860
12.3.1 Calculation Intersection 860
12.3.1.1 Buffers 860
12.3.1.2 Intersections 860
12.3.2 Examples of intersect operations 863
12.3.3 Use cases 864
12.4 Coordinate systems 868
12.5 Processing the network display with graphic objects 870
12.5.1 Texts 871
12.5.2 Legend 871
12.5.3 Backgrounds 872
12.5.3.1 Dynamic background map 873

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12.5.3.2 Statically embedding background images by map providers 873

12.5.3.3 Backgrounds by Bing Maps 874
12.5.3.4 Background images from graphic and GIS files 874
12.5.3.5 Supported background file formats 876
12.5.3.6 Automatic positioning of the background in the network with World files 877
12.5.4 Polygons 878
13 Interactive analyses 879
13.1 Flow bundles 879
13.1.1 Flow bundle definition through selection of network objects 880
13.1.2 Flow bundle definition through selection of traffic types 883
13.1.2.1 Traffic type flow bundle for active links 885
13.1.2.2 Traffic type flow bundle for active PuT lines 886
13.1.2.3 PuT-traffic type-based flow bundles for current stops 887
13.1.3 PuT supply filter 887
13.1.4 Combining flow bundle criteria 888
13.1.5 Flow bundles with alternative routes 893
13.1.6 Flow bundles with time reference 895
13.1.6.1 Flow bundle with time reference - PrT 895
13.1.6.2 Flow bundle with time reference - PuT 896
13.2 Isochrones 897
13.2.1 PrT isochrones 898
13.2.2 PuT isochrones 899
13.3 Shortest path search 900
14 Tabular and graphical display 903
14.1 Views of a model in the global layout 904
14.2 Lists 905
14.2.1 List display and entry options 905
14.2.2 Specific network object lists 907
14.2.3 Matrix list 910
14.2.4 Evaluation lists 910
14.3 Bars 913
14.4 Classified display with attribute values 916
14.5 Labeling with tables 920
14.6 Labeling with charts 921
14.7 Turn volumes 924
14.8 Desire lines 925
14.9 Stop catchment areas 927
14.10 PuT transfer relations 929
14.11 PuT connections and transfer flows 930
14.12 Lane allocation 931
14.13 2D display 933
14.14 3-D network view 933
14.15 Visualization of vehicles from the simulation-based dynamic assignment 935

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14.16 Displaying route courses 936

14.17 Schematic line diagram 937
14.17.1 Defining and editing a schematic line diagram 938
14.17.2 Display of supply in the schematic line diagram 938
14.17.3 Display of demand and transfer flows in the schematic line diagram 939
14.17.4 Saving layout information and transferring layouts to variants 940
14.18 Signal time-space diagram 940
14.19 Activity profiles 942
14.20 Column charts 947
14.21 Evaluations in the graphical and tabular timetable 948
14.21.1 Tabular timetable 949
14.21.2 Graphical timetable 953
14.21.3 Stop sequence and line selection 957
14.21.3.1 Automatic stop sequence calculation 958
14.21.3.2 Editing the stop sequence manually 960
15 Literature 963
16 Basics of program operation 969
16.1 Program start and start screen 969
16.2 Using the start page 970
16.3 Program interface 971
16.3.1 Changing the display of windows 974
16.3.1.1 Arranging windows via the toolbar 975
16.3.1.2 Moving windows 975
16.3.1.3 Docking windows together 976
16.3.1.4 Removing window docking 976
16.3.1.5 Restoring window settings 977
16.3.1.6 Making settings for windows upon opening version files or program start 978
16.3.2 Network window 979
16.3.3 Marking window 980
16.3.4 Matrices window 981
16.3.5 Quick view window 981
16.3.5.1 Selecting attributes for the Quick view display 982
16.3.5.2 Editing Quick view settings 982
16.3.5.3 Saving Quick view layout 983
16.3.5.4 Opening a layout for the quick view 984
16.3.6 Messages window 984
16.3.7 The Smart map window 986
16.3.7.1 Refreshing the Smart map 987
16.3.7.2 Moving the Network editor view 987
16.3.7.3 Enlarging and reducing the view of the Network editor window 987
16.3.7.4 Specifying a new view of the Network editor window 987
16.3.7.5 Enlarging or reducing the Smart map view (zoom) 988
16.3.7.6 Shifting view in the Smart map 988

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16.3.7.7 Setting the graphic parameters for the Smart map window 989
16.3.8 Network editor window 990
16.3.8.1 Scaled display 990
16.3.8.2 Enlarging the view (zooming in) 991
16.3.8.3 Reducing the view (zooming out) 992
16.3.8.4 Displaying the entire network 992
16.3.8.5 Setting the section to the print area 992
16.3.8.6 Moving the view 993
16.3.8.7 Refreshing the view 993
16.3.8.8 Displaying previous views 993
16.3.8.9 View by analysis time interval 994
16.3.8.10 Synchronization with other windows 994
16.3.8.11 Measuring distances 996
16.3.9 The Graphics tools window 996
16.3.9.1 Showing the Graphics tools window 997
16.3.10 Other windows 997
16.3.11 Tool bars 997
16.3.12 Showing and hiding windows and toolbars 999
16.3.13 Toggling between windows 999
16.4 Shortcuts and functions keys in Visum 1000
16.5 Opening and saving files 1002
16.5.1 Opening and saving files separately 1003
16.5.1.1 Saving a file 1003
16.5.1.2 Opening a file 1004
16.5.2 Settings for opening and saving data files 1006
16.5.3 Editing the storage location of files 1007
16.5.4 Opening and saving a project directories file 1008
16.5.4.1 Saving a project directories file 1008
16.5.4.2 Opening a project directories file 1009
16.5.5 Opening and saving a version file 1009
16.5.5.1 Opening a version file 1010
16.5.5.2 Saving a version file 1011
16.5.5.3 How to handle matrix data when opening or saving a version file 1013
16.5.6 Opening and saving a network file and adding comments 1013
16.5.6.1 Adding comments to the network 1014
16.5.6.2 Opening a network file 1014
16.5.6.3 Saving a network file 1016
16.5.7 Reading network data additively 1021
16.5.7.1 Specifying settings for reading in additional network data 1021
16.5.7.2 Selecting data tables you want to read in 1023
16.5.7.3 Specifying settings for conflict avoidance and conflict handling 1025
16.5.7.4 Saving settings for reading additional network data 1030
16.5.7.5 Opening settings for reading additional network data 1031
16.5.8 Reading a network file with incomplete line routes or system routes 1031

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16.5.9 Opening and saving a global layout 1035

16.5.9.1 Opening the global layout 1036
16.5.9.2 Saving a global layout 1036
16.5.10 Starting with an empty program interface 1036
16.6 Selecting the direction of traffic 1037
16.6.1 Selecting the default setting for the traffic direction in the current network 1037
16.6.2 Selecting the default setting for the traffic direction in the new network 1037
16.7 Specifying standard units for length and speed 1038
16.7.1 Selecting a default setting for the system of units in the current network 1038
16.7.2 Selecting standard units for length and speed in new networks 1038
16.7.3 Defining the default setting for consistent lengths in public transport 1039
16.8 Specifying time periods and points in time 1039
16.9 Editing user preferences 1040
16.9.1 User preferences overview 1040
16.9.2 Saving, opening and restoring user preferences 1043
16.9.3 Setting the language 1043
16.9.4 Undoing and redoing actions 1044
16.9.4.1 Activating the undo command and specifying number of actions 1044
16.9.4.2 Undoing actions 1044
16.9.4.3 Redoing undone actions 1045
16.9.5 Selecting a decimal point 1045
16.9.6 Specifying the number of processor cores to be used 1045
16.9.7 Default settings for Visum updates 1047
16.9.8 Setting a language for saving Visum files 1047
16.9.9 Using protocol files 1048
16.9.9.1 Specifying settings for protocol files 1049
16.9.9.2 Adding a comment to the activity protocol 1050
16.9.9.3 Viewing log files 1050
16.9.9.4 Examples: Protocol files 1051
16.9.10 Specifying settings for warnings 1055
16.9.11 Displaying document names in progress dialogs 1056
16.9.12 Collecting usage data 1056
16.10 Displaying information about Visum 1057
16.10.1 General information on Visum 1057
16.10.2 Displaying details on program and license 1057
16.11 Registering Visum version as COM server 1057
16.12 Enabling or disabling add-ons 1058
16.13 Starting Visum with different settings 1058
16.13.1 Specifying command line parameters for the start of Visum 1058
16.13.2 Changes to settings in the configuration file 1061
16.13.3 Using a different configuration file during program start 1063
16.13.4 Starting Visum without graphical user interface 1064
17 Editing the network 1065

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17.1 Network object types 1066

17.2 Managing attributes 1066
17.2.1 Specifying general settings for attributes 1067
17.2.1.1 Displaying short names or long names of attributes 1067
17.2.1.2 Specifying settings for the attribute selection windows 1068
17.2.1.3 Settings for decimal places, aggregation functions, and connecting jour-
neys 1068
17.2.2 The Attribute.xls file 1071
17.2.3 Accessing attributes 1072
17.2.4 Duplicating attributes 1072
17.2.5 Selection of attributes 1073
17.2.5.1 Indirect attributes: relation types and aggregation functions 1078
17.2.5.2 Specifying an alias for attribute names 1080
17.2.5.3 Preselection filter of the analysis period 1080
17.2.5.4 Editing the display properties of attributes 1081
17.2.6 Managing user-defined attributes 1084
17.2.6.1 Creating a user-defined attribute 1084
17.2.6.2 Duplicating user-defined attributes 1092
17.2.6.3 Copying user-defined attributes via the clipboard 1093
17.2.6.4 Generating user-defined attributes when reading attributes 1093
17.2.6.5 Editing attribute values of user-defined attributes 1094
17.2.6.6 Editing a user-defined attribute 1095
17.2.6.7 Deleting user-defined attributes 1096
17.2.6.8 Editing user-defined network attributes 1096
17.2.7 Managing time-varying attributes 1097
17.2.7.1 Creating time-varying attributes 1097
17.2.7.2 Entering and editing time-varying data for time-varying attributes 1097
17.2.7.3 Editing time-varying user-defined attributes 1099
17.2.7.4 Deleting time-varying attribute data 1099
17.3 Editing attribute values of network objects 1100
17.3.1 The attribute value zero 1101
17.3.2 Assigning a constant value to an attribute or adding attribute values 1102
17.3.3 Editing attribute values of set attributes 1102
17.3.4 Multiplying an attribute value with a factor 1104
17.3.5 Allocating an attribute value to a different attribute 1105
17.3.6 Calculating attribute values from the values of other attributes 1106
17.3.7 Rounding attribute values 1107
17.3.8 Editing attribute values during a procedure sequence 1107
17.3.9 Allocating attribute values by intersecting a source attribute 1110
17.3.10 Exchanging attribute values via the clipboard 1110
17.3.10.1 Copying attribute values to the clipboard 1110
17.3.10.2 Pasting attribute values from the clipboard 1111
17.3.11 Modifying attribute values in the Quick view 1111
17.3.11.1 Editing attribute values in the Quick view 1112

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17.3.11.2 Editing attribute values in the Quick view with arithmetic operations 1112
17.4 The operating modes of the network model 1113
17.4.1 Activating the Insert mode 1113
17.4.2 Activating the Edit mode 1114
17.4.3 Activating the Spatial selection mode 1114
17.5 Finding network objects in the network 1116
17.5.1 Editing search results 1119
17.6 Marking network objects in the network 1121
17.6.1 Marking active and passive network objects 1121
17.6.2 Marking only active network objects 1122
17.6.3 Selecting multiple network objects 1122
17.6.4 Accessing associated objects on the View menu 1122
17.7 Using filters to set network objects active or passive 1125
17.7.1 Opening a filter window 1125
17.7.2 Specifying filter conditions and applying filters 1126
17.7.2.1 Specifying a filter condition 1127
17.7.2.2 Specifying combined filter conditions 1130
17.7.2.3 Setting filter conditions in brackets 1132
17.7.2.4 Duplicating filter conditions block by block 1133
17.7.2.5 Moving filter conditions 1133
17.7.2.6 Working with hierarchical filters 1134
17.7.2.7 Working with relations in filters 1137
17.7.3 Switching filters on or off 1139
17.7.3.1 Switching on filters 1139
17.7.3.2 Switching off individual filters 1140
17.7.3.3 Switching off several filters at the same time 1140
17.7.4 Initializing filter conditions 1140
17.7.4.1 Initializing the filter conditions of a filter 1141
17.7.4.2 Initializing the filter conditions of several filters 1141
17.7.4.3 Initializing all filters during a procedure sequence 1141
17.7.5 Saving, reading and copying filters 1141
17.7.5.1 Saving filters 1142
17.7.5.2 Reading filters 1143
17.7.5.3 Deleting a filter 1144
17.7.5.4 Reading filters during a procedure sequence 1144
17.7.5.5 Copying filters to a different Visum instance 1144
17.7.6 Exception: Filter for OD pairs 1145
17.7.6.1 Opening an OD pair filter 1145
17.7.6.2 Defining filter conditions for OD pairs and PuT paths 1146
17.7.6.3 Applying filters for OD pairs 1149
17.7.6.4 Filtering the traffic between two zones 1150
17.7.7 Applying the volume attributes filter 1151
17.8 Setting network objects active/passive via the spatial selection 1152
17.8.1 Selecting network object types for the spatial selection mode 1153

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17.8.2 Setting all network objects passive 1153

17.8.3 Setting all network objects active 1154
17.8.4 Setting single network objects active or passive 1154
17.8.5 Setting network objects active within a polygon 1155
17.8.6 Setting network objects active within territories 1156
17.8.7 Inverting the active/passive state of network objects 1157
17.8.8 Extending and reducing the spatial selection of network objects 1157
17.8.9 Saving a spatial selection of network objects 1157
17.8.10 Reading a spatial selection of network objects 1158
17.9 Deleting network objects 1159
17.9.1 Deleting marked network objects 1159
17.9.2 Deleting several marked network objects 1159
17.9.3 Deleting active network objects 1160
17.10 Automatic renumbering of network objects 1161
17.10.1 Automatically renumbering network objects in the Network window 1162
17.10.2 Automatically renumbering network objects via the Network menu 1163
17.10.3 Automatically renumbering network objects via the Edit menu 1164
17.11 Checking the state of network objects 1164
17.11.1 Checking the state of a network object type 1164
17.11.2 Checking the state of all network objects 1165
17.12 Managing boundaries of polygonal network objects 1165
17.12.1 Creating a boundary 1165
17.12.2 Editing polygon points 1167
17.12.2.1 Creating polygon points 1167
17.12.2.2 Shifting polygon points 1168
17.12.2.3 Deleting polygon points 1169
17.12.2.4 Merging polygon points of two polygons 1170
17.12.2.5 Separating merged polygon points 1171
17.12.3 Creating new faces 1172
17.12.4 Deleting faces 1173
17.12.5 Shifting faces 1174
17.12.6 Deleting boundaries 1174
17.12.7 Normalizing all surfaces 1174
17.12.8 Merging all polygon points with identical co-ordinates 1175
17.12.9 Fuzzy alignment of surfaces 1175
17.12.9.1 Editing surface set 1176
17.13 Managing transport systems, modes and demand segments 1177
17.13.1 Managing transport systems 1177
17.13.1.1 Creating a transport system 1177
17.13.1.2 Properties and options of transport systems 1178
17.13.1.3 Editing the attribute values of transport systems 1181
17.13.1.4 Deleting transport systems 1181
17.13.2 Managing modes 1182

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17.13.2.1 Creating modes 1182

17.13.2.2 Properties and options of modes 1182
17.13.2.3 Editing the attribute values of modes 1183
17.13.2.4 Deleting modes 1183
17.13.3 Managing demand segments 1183
17.13.3.1 Creating a demand segment 1183
17.13.3.2 Properties and options of demand segments 1184
17.13.3.3 Editing the attribute values of demand segments 1184
17.13.3.4 Selecting a time reference for demand segments 1184
17.13.3.5 Deleting demand segments 1185
17.14 Managing nodes 1185
17.14.1 Creating a node 1185
17.14.2 Properties and options of nodes 1186
17.14.3 Finding a node 1186
17.14.4 Selecting nodes 1186
17.14.4.1 Marking nodes 1186
17.14.4.2 Setting nodes active/passive 1186
17.14.5 Editing the attribute values of nodes 1186
17.14.5.1 Editing the attribute values of a node 1186
17.14.5.2 Editing the attribute values of marked nodes 1186
17.14.5.3 Editing the attribute values of all or all active nodes 1187
17.14.6 Moving nodes 1187
17.14.7 Merging nodes 1188
17.14.8 Automatically connecting nodes via links 1189
17.14.9 Specifying major flows at nodes 1191
17.14.10 Setting the polygon allocation of nodes 1192
17.14.11 Updating impedances at nodes 1193
17.14.12 Updating the impedances at all nodes and main nodes 1195
17.14.13 Setting coordination groups for signal controllers 1195
17.14.14 Resetting the lane data at nodes 1197
17.14.15 Creating missing lane turns for nodes 1197
17.14.16 Inserting stop points, stop areas, and stops at nodes 1198
17.14.17 Simplifying node-link networks for public transport 1199
17.14.18 Aggregating isolated nodes 1200
17.14.19 Deleting nodes 1205
17.14.19.1 Deleting a node 1205
17.14.19.2 Deleting several marked nodes 1207
17.14.19.3 Deleting active nodes 1209
17.15 Managing turns 1210
17.15.1 Managing turn standards 1210
17.15.1.1 Creating turn standards 1210
17.15.1.2 Editing turn standards 1212
17.15.1.3 Deleting turn standards 1212
17.15.2 Creating turns 1213

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17.15.3 Properties and options of turns 1213

17.15.4 Finding a turn 1213
17.15.5 Selecting turns 1213
17.15.5.1 Marking a turn 1213
17.15.5.2 Setting turns active/passive 1214
17.15.6 Editing the attribute values of turns 1214
17.15.6.1 Editing the attribute values of all or all active turns 1214
17.15.6.2 Allocating standard data to turns 1214
17.15.6.3 Recalculating the transport system set of turns 1215
17.15.7 Specifying an automatic allocation of the turn type 1216
17.15.8 Deleting turns 1217
17.16 Managing links 1217
17.16.1 Specifying a rounding factor for the PuT run time on links 1217
17.16.2 Specifying link types 1217
17.16.2.1 Creating link types 1217
17.16.2.2 Properties and options of link types 1218
17.16.2.3 Grouping the view by global type 1219
17.16.2.4 Adjusting link types 1219
17.16.2.5 Allocating link types default values 1220
17.16.2.6 Deleting link types 1220
17.16.3 Allocating default values to link attributes 1221
17.16.4 Specifying the number of link orientations 1222
17.16.5 Recalculating link orientations 1222
17.16.6 Creating a link 1223
17.16.7 Properties and options of links 1226
17.16.7.1 Links: General attributes 1226
17.16.7.2 Links: Basis tab 1226
17.16.7.3 Links: PrT TSys tab 1227
17.16.7.4 Links: PuT TSys tab 1228
17.16.7.5 Links: Environment tab 1228
17.16.7.6 Links: Congestion tab 1229
17.16.7.7 Links: DUE tab 1229
17.16.7.8 Links: ICA tab 1230
17.16.8 Finding a link 1230
17.16.9 Selecting links 1230
17.16.9.1 Marking links 1231
17.16.9.2 Setting links active/passive 1231
17.16.10 Editing the attribute values of links 1231
17.16.10.1 Editing the attribute values of a link 1231
17.16.10.2 Editing the attribute values of marked links 1231
17.16.10.3 Editing the attribute values of all or all active links 1232
17.16.11 Editing the link course 1232
17.16.12 Reshaping the course of a link 1233
17.16.12.1 Editing points of the link course 1233

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17.16.12.2 Redefining the link course 1234

17.16.13 Reallocating links 1234
17.16.14 Deleting intermediate points of links 1235
17.16.15 Generalizing links 1236
17.16.16 Removing collinear points 1237
17.16.17 Interpolating z-coordinates 1238
17.16.18 Splitting a link 1238
17.16.18.1 Splitting a link by inserting an intermediate node 1239
17.16.18.2 Splitting a link by specifying a length 1239
17.16.18.3 Split intersecting links 1240
17.16.19 Copying attribute values to the opposite direction 1241
17.16.20 Labeling link bars 1242
17.16.21 Switching on/off the labels of link bars 1242
17.16.21.1 Switching on/off the bar label of a link 1242
17.16.21.2 Switching on/off labels of marked links 1242
17.16.21.3 Switching on/off bar labels of all or all active links 1243
17.16.22 Moving the labels of link bars 1243
17.16.23 Relocating the link bars to their default positions 1244
17.16.24 Links: opening the graphical or tabular timetable 1245
17.16.25 Determining the link course based on a shortest path search 1245
17.16.26 Checking the symmetry of both directions of a link 1246
17.16.27 Calculating the slope from z-coordinates 1247
17.16.28 Splitting links at surface boundaries 1249
17.16.29 Generating link attribute values from turn attribute values 1249
17.16.30 Generating link run times from line run times 1251
17.16.31 Generating link run times from line run times in a procedure sequence 1252
17.16.32 Simplifying node-link networks for public transport 1253
17.16.33 Resetting DUE attributes to the default values 1254
17.16.34 Deleting links 1255
17.17 Managing zones 1255
17.17.1 Creating a zone 1255
17.17.2 Properties and options of zones 1255
17.17.2.1 Zones: General attributes 1256
17.17.2.2 Zones: Basis tab 1256
17.17.2.3 Zones: Connections tab 1257
17.17.2.4 Zones: Demand tab 1258
17.17.2.5 Zones: DStrata tab 1258
17.17.2.6 Zones: HBEFA tab 1259
17.17.2.7 Zones: Mobility sharing tab 1260
17.17.3 Finding a zone 1260
17.17.4 Selecting zones 1260
17.17.4.1 Marking zones 1260
17.17.4.2 Setting active/passive zones 1261

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17.17.5 Editing the attribute values of zones 1261

17.17.5.1 Editing the attribute values of a zone 1261
17.17.5.2 Editing the attribute values of marked zones 1261
17.17.5.3 Editing the attribute values of all or all active zones 1262
17.17.6 Managing the boundary of a zone 1262
17.17.7 Deleting the boundaries of several zones 1262
17.17.8 Moving the centroid of a zone 1263
17.17.9 Splitting zones 1264
17.17.10 Aggregating marked or active zones to one zone 1265
17.17.10.1 Aggregating marked zones to one zone 1265
17.17.10.2 Aggregating all active zones by an attribute value 1265
17.17.10.3 Aggregating all active zones to one zone 1266
17.17.11 Aggregating zones based on main zones 1267
17.17.12 Generating zones 1269
17.17.13 Setting zone labels to the centroids 1271
17.17.14 Converting zones into other polygonal network objects 1271
17.17.15 Deleting enclaves from zones 1273
17.17.16 Normalizing surfaces of zones 1273
17.17.17 Fuzzy alignment of zone surfaces 1274
17.17.18 Deleting zones 1275
17.18 Managing OD pairs 1275
17.19 Managing main OD pairs 1276
17.20 Managing connectors 1276
17.20.1 Specifying default values for connectors 1276
17.20.2 Creating a connector 1276
17.20.3 Properties and options of connectors 1277
17.20.3.1 Connectors: General attributes 1278
17.20.3.2 Connectors: Basis tab 1279
17.20.3.3 Connectors: Transport systems tab 1279
17.20.4 Finding a connector 1280
17.20.5 Selecting connectors 1280
17.20.5.1 Marking connectors 1280
17.20.5.2 Setting active/passive connectors 1281
17.20.6 Editing the attribute values of connectors 1281
17.20.6.1 Editing the attribute values of a connector 1281
17.20.6.2 Editing the attribute values of marked connectors 1281
17.20.6.3 Editing the attribute values of all or all active connectors 1282
17.20.7 Copying the attribute values of a connector to the opposite direction 1282
17.20.8 Generating connectors 1283
17.20.9 Deleting connectors 1284
17.21 Managing sharing stations 1284
17.21.1 Creating sharing stations 1284
17.21.2 Properties and options of sharing stations 1285

© PTV GROUP XXV
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17.21.2.1 Sharing station: General attributes 1285

17.21.2.2 Sharing stations: Basis tab 1285
17.21.3 Finding sharing stations 1286
17.21.4 Selecting sharing stations 1286
17.21.4.1 Marking sharing stations 1286
17.21.4.2 Setting sharing stations active/passive 1286
17.21.5 Editing the attribute values of sharing stations 1286
17.21.5.1 Editing attribute values of a sharing station 1286
17.21.5.2 Editing attribute values of marked sharing stations 1287
17.21.5.3 Editing the attribute values of all or all active sharing stations 1287
17.21.6 Deleting sharing stations 1288
17.22 Managing main nodes 1288
17.22.1 Creating a main node 1288
17.22.2 Properties and options of main nodes 1289
17.22.3 Finding a main node 1289
17.22.4 Selecting main nodes 1289
17.22.4.1 Marking main nodes 1289
17.22.4.2 Setting main nodes active/passive 1289
17.22.5 Editing the attribute values of main nodes 1289
17.22.5.1 Editing the attribute values of one main node 1290
17.22.5.2 Editing the attribute values of marked main nodes 1290
17.22.5.3 Editing the attribute values of all or all active main nodes 1290
17.22.6 Managing the boundary of a main node 1291
17.22.7 Moving the centroid of a main node 1291
17.22.8 Specifying major flows at main nodes 1291
17.22.9 Setting the polygon allocation of main nodes 1292
17.22.10 Updating the impedances at main nodes 1293
17.22.11 Setting coordination groups for signal controllers 1295
17.22.12 Resetting the lane data of main nodes 1296
17.22.13 Creating missing lane turns for main nodes 1297
17.22.14 Deleting the boundaries of several main nodes 1298
17.22.15 Allocating nodes to one or multiple main nodes 1299
17.22.15.1 Allocating nodes to a main node 1299
17.22.15.2 Reallocating partial nodes by modifying boundaries 1299
17.22.16 Setting main node labels to the centroids 1300
17.22.17 Converting main nodes into other polygonal network objects 1301
17.22.18 Deleting enclaves of main nodes 1302
17.22.19 Normalizing surfaces of main nodes 1303
17.22.20 Fuzzy alignment of main node surfaces 1304
17.22.21 Deleting main nodes 1305
17.22.22 Effects of cordon link changes 1305
17.23 Managing main turns 1306
17.23.1 Creating a main turn 1306

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17.23.2 Properties and options of main turns 1307

17.23.3 Finding a main turn 1307
17.23.4 Selecting main turns 1307
17.23.4.1 Displaying main turns in the Junction editor 1307
17.23.4.2 Setting main turns active/passive 1307
17.23.5 Editing the attribute values of main turns 1307
17.23.5.1 Editing the attribute values of all or all active main turns 1307
17.23.5.2 Allocating standard data or shortest path data to main turns 1308
17.23.5.3 Recalculating the transport system set of main turns 1310
17.23.6 Calculating main turn lengths from shortest paths 1310
17.23.7 Deleting main turns 1311
17.24 Managing main zones 1311
17.24.1 Creating a main zone 1311
17.24.2 Properties and options of main zones 1312
17.24.2.1 Main zones: General attributes 1313
17.24.2.2 Main zones: Basis tab 1313
17.24.2.3 Main zones: Demand tab 1313
17.24.3 Finding a main zone 1313
17.24.4 Selecting main zones 1313
17.24.4.1 Marking main zones 1314
17.24.4.2 Setting main zones active/passive 1314
17.24.5 Editing the attribute values of main zones 1314
17.24.5.1 Editing the attribute values of a main zone 1314
17.24.5.2 Editing the attribute values of marked main zones 1314
17.24.5.3 Editing the attribute values of all or all active main zones 1315
17.24.6 Managing the boundary of a main zone 1315
17.24.7 Moving the centroid of a main zone 1315
17.24.8 Deleting the boundaries of several main zones 1316
17.24.9 Moving main zone labels to the centroids 1317
17.24.10 Merging zone polygons 1318
17.24.10.1 Merging the zone polygons of a main zone 1318
17.24.10.2 Merging the zone polygons per main zone 1318
17.24.11 Deleting enclaves from main zones 1319
17.24.12 Converting main zones into other polygonal network objects 1320
17.24.13 Normalizing surfaces of main zones 1321
17.24.14 Fuzzy alignment of main zone surfaces 1322
17.24.15 Deleting main zones 1323
17.25 Managing territories 1323
17.25.1 Creating a territory 1323
17.25.2 Properties and options of territories 1324
17.25.2.1 Territories: General attributes 1324
17.25.2.2 Territories: Basis tab 1324
17.25.3 Finding a territory 1325

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17.25.4 Selecting territories 1325

17.25.4.1 Marking territories 1325
17.25.4.2 Setting territories active/passive 1325
17.25.5 Editing the attribute values of territories 1325
17.25.5.1 Editing the attribute values of a territory 1325
17.25.5.2 Editing the attribute values of marked territories 1326
17.25.5.3 Editing the attribute values of all or all active territories 1326
17.25.6 Managing the boundary of a territory 1327
17.25.7 Deleting the boundaries of several territories 1327
17.25.8 Moving the centroid of a territory 1327
17.25.9 Aggregating marked or active territories to one territory 1328
17.25.9.1 Aggregating marked territories to one territory 1328
17.25.9.2 Aggregating all active territories by an attribute value 1329
17.25.9.3 Aggregating all active territories to one territory 1330
17.25.10 Setting territory labels to the centroids 1331
17.25.11 Converting territories into other polygonal network objects 1332
17.25.12 Deleting enclaves from territories 1333
17.25.13 Normalizing surfaces of territories 1334
17.25.14 Fuzzy alignment of territory surfaces 1335
17.25.15 Deleting territories 1336
17.26 Managing PrT paths and sets of paths 1336
17.26.1 Creating a path set 1336
17.26.2 Properties and options of path sets 1337
17.26.2.1 PrT path sets: General attributes 1337
17.26.2.2 PrT path sets: User-defined attributes 1337
17.26.3 Selecting path sets 1337
17.26.3.1 Marking path sets 1337
17.26.3.2 Setting active/passive path sets 1338
17.26.4 Editing the attribute values of path sets 1338
17.26.4.1 Editing the attribute values of one path set 1338
17.26.4.2 Editing the attribute values of marked path sets 1339
17.26.4.3 Editing the attribute values of all or all active path sets 1339
17.26.5 Deleting path sets 1340
17.26.6 Creating a PrT path 1340
17.26.7 Properties and options of PrT paths 1342
17.26.7.1 Paths: General attributes (path of a path set) 1342
17.26.7.2 Paths: General attributes (path of a demand segment) 1343
17.26.7.3 Paths: Basis tab (path of a path set) 1343
17.26.7.4 Paths: Basis tab (path of a demand segment) 1343
17.26.8 Opening the Paths window 1343
17.26.9 Selecting paths 1344
17.26.9.1 Marking paths 1344
17.26.9.2 Setting paths active/passive 1345
17.26.10 Editing the attribute values of PrT paths 1345

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17.26.10.1 Editing the attribute values of a path 1345

17.26.10.2 Editing the attribute values of marked paths 1345
17.26.10.3 Editing the attribute values of all or all active paths 1346
17.26.11 Editing the course of a path 1346
17.26.12 Setting travel times for paths 1347
17.26.13 Converting paths 1348
17.26.13.1 Converting a path 1348
17.26.13.2 Converting the paths of a path set or demand segment 1349
17.26.14 Deleting paths 1350
17.26.15 Distributing a matrix on paths 1351
17.26.16 Paths in lists 1352
17.27 Managing path sequences 1352
17.27.1 Importing path sequences 1352
17.27.2 Initializing path sequences 1354
17.27.3 Creating path sequence sets 1354
17.27.4 Deleting path sequence sets 1355
17.27.5 Creating path sequence activities 1355
17.27.6 Deleting path sequence activities 1355
17.28 Managing stops 1356
17.28.1 Creating a stop 1356
17.28.2 Properties and options of stops 1356
17.28.2.1 Stops: General attributes 1357
17.28.2.2 Stops: Basis tab 1357
17.28.2.3 Stops: Stop areas tab 1357
17.28.2.4 Stops: Stop points tab 1358
17.28.2.5 Stops: Walk times / stop areas tab 1358
17.28.2.6 Stops: Spec. walk times tab 1359
17.28.2.7 Stops: Wait times tab 1359
17.28.3 Finding a stop 1360
17.28.4 Selecting stops 1360
17.28.4.1 Marking stops 1360
17.28.4.2 Setting stops active/passive 1360
17.28.5 Editing the attribute values of stops 1360
17.28.5.1 Editing the attribute values of a stop 1360
17.28.5.2 Editing the attribute values of marked stops 1361
17.28.5.3 Editing the attribute values of all or all active stops 1361
17.28.6 Moving stops 1362
17.28.7 Merging stops 1362
17.28.8 Stops: opening the graphical or tabular timetable 1363
17.28.9 Setting the polygon allocation of stops 1364
17.28.10 Setting transfer times for stop areas 1365
17.28.11 Setting specific transition walk times 1366
17.28.12 Deleting specific walk and wait times 1368

© PTV GROUP XXIX
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17.28.13 Deleting stops 1369

17.29 Managing stop areas 1370
17.29.1 Creating a stop area 1370
17.29.2 Properties and options of stop areas 1371
17.29.2.1 Stop areas: General attributes 1371
17.29.2.2 Stop areas: Basis tab 1371
17.29.2.3 Stop areas: Stop points tab 1371
17.29.3 Finding a stop area 1372
17.29.4 Selecting stop areas 1372
17.29.4.1 Marking stop areas 1372
17.29.4.2 Setting stop areas active/passive 1372
17.29.5 Editing the attribute values of stop areas 1372
17.29.5.1 Editing the attribute values of a stop area 1372
17.29.5.2 Editing the attribute values of marked stop areas 1373
17.29.5.3 Editing the attribute values of all or all active stop areas 1373
17.29.6 Moving a stop area 1374
17.29.7 Stop areas: opening the graphical or tabular timetable 1374
17.29.8 Setting the polygon allocation of stop areas 1375
17.29.9 Setting access nodes 1376
17.29.10 Deleting stop areas 1377
17.30 Managing stop points 1378
17.30.1 Creating a stop point 1378
17.30.2 Properties and options of stop points 1378
17.30.2.1 Stop points: General attributes 1379
17.30.2.2 Stop points: Basis tab 1380
17.30.2.3 Stop points: Transport systems tab 1380
17.30.2.4 Stop points: Cost tab 1380
17.30.2.5 Stop points: Time profiles tab 1381
17.30.2.6 Stop points: Depot tab 1381
17.30.2.7 Stop points: Recurring activities tab 1381
17.30.3 Finding a stop point 1381
17.30.4 Selecting stop points 1382
17.30.4.1 Marking stop points 1382
17.30.4.2 Setting stop points active/passive 1382
17.30.5 Editing the attribute values of stop points 1382
17.30.5.1 Editing the attribute values of a stop point 1382
17.30.5.2 Editing the attribute values of marked stop points 1383
17.30.5.3 Editing the attribute values of all or all active stop points 1383
17.30.6 Moving or merging stop points 1384
17.30.6.1 Moving stop points 1384
17.30.6.2 Merging stop points 1385
17.30.7 Stop points: opening the graphical or tabular timetable 1387
17.30.8 Setting the polygon allocation of stop points 1387
17.30.9 Deleting stop points 1388

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17.31 Managing operators of the public transport 1388

17.31.1 Creating an operator 1389
17.31.2 Editing the attribute values of operators 1389
17.31.3 Deleting operators 1389
17.32 Managing PuT vehicles 1390
17.32.1 Creating a vehicle unit 1390
17.32.2 Properties and options of vehicle units 1390
17.32.2.1 Vehicle units: General attributes 1390
17.32.2.2 Vehicle units: Basis tab 1391
17.32.2.3 Vehicle units: Cost rates tab 1391
17.32.3 Editing the attributes of vehicle units 1391
17.32.4 Deleting vehicle units 1391
17.32.5 Creating vehicle combinations 1392
17.32.6 Properties and options of vehicle combinations 1392
17.32.6.1 Vehicle combinations: General attributes 1392
17.32.6.2 Vehicle combinations: Basis tab 1393
17.32.6.3 Vehicle combinations: Cost rates tab 1394
17.32.6.4 Vehicle combinations: Ranges and charging tab 1394
17.32.7 Editing the attribute values of vehicle combinations 1395
17.32.8 Deleting vehicle combinations 1395
17.33 Managing PuT directions 1396
17.34 Managing lines 1396
17.34.1 Specifying default values for lines and line routes 1397
17.34.2 Creating a line 1397
17.34.3 Properties and options of lines 1398
17.34.4 Finding lines 1399
17.34.4.1 Finding a line directly 1399
17.34.4.2 Finding a line by vehicle journey 1399
17.34.5 Selecting lines 1400
17.34.5.1 Marking lines 1400
17.34.5.2 Setting lines active/passive 1401
17.34.6 Editing the attribute values of lines 1403
17.34.6.1 Editing the attribute values of a line 1404
17.34.6.2 Editing the attribute values of marked lines 1404
17.34.6.3 Editing the attribute values of all or all active lines 1404
17.34.7 Copying lines 1405
17.34.8 Lines: opening the graphical or tabular timetable 1406
17.34.9 Lines: Setting the line selection for the timetable 1407
17.34.10 Aggregating lines 1407
17.34.11 Disaggregating lines 1410
17.34.12 Deleting lines 1412
17.34.12.1 Deleting marked lines 1412
17.34.12.2 Deleting active lines 1413

© PTV GROUP XXXI
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17.35 Managing line routes and time profiles 1413

17.35.1 Opening the Line routes window 1413
17.35.2 Creating a line route 1414
17.35.3 The Line route editor window 1417
17.35.3.1 Opening the Line route editor 1417
17.35.3.2 Synchronizing the Line route editor window 1418
17.35.3.3 Finding line routes 1418
17.35.3.4 Editing line route items 1418
17.35.3.5 Setting route points 1419
17.35.3.6 Adjusting time profiles automatically 1420
17.35.3.7 Editing line routes in a new window 1420
17.35.4 Finding line routes 1421
17.35.4.1 Finding a line route directly 1421
17.35.4.2 Searching a line route by vehicle journey 1421
17.35.5 Managing time profiles 1422
17.35.5.1 Setting the reference journey for a time profile 1423
17.35.5.2 Creating a time profile 1425
17.35.5.3 Copying a time profile 1425
17.35.5.4 Editing a time profile 1426
17.35.5.5 Adjusting time profiles 1434
17.35.5.6 Multiple display of time profiles 1436
17.35.5.7 Deleting unused time profile points 1436
17.35.5.8 Deleting a time profile 1436
17.35.6 Selecting line routes 1437
17.35.6.1 Marking line routes 1437
17.35.6.2 Setting active/passive line routes 1438
17.35.7 Editing attribute values of line routes 1440
17.35.7.1 Editing the attribute values of line routes 1440
17.35.7.2 Editing the attribute values of marked line routes 1440
17.35.7.3 Editing the attribute values of all or all active line routes 1440
17.35.8 Editing line route items 1441
17.35.8.1 Editing a line route 1441
17.35.8.2 Editing the course of several line routes at the same time 1442
17.35.8.3 Basic rules: Editing a route course 1443
17.35.8.4 Tabular editing of a line route course 1449
17.35.8.5 Removing zigzags from a route course 1456
17.35.9 Copying a line route 1456
17.35.10 Connecting line routes 1457
17.35.11 Swapping line routes 1459
17.35.12 Creating the opposite direction of a line route 1461
17.35.13 Line routes: opening the graphical or tabular timetable 1461
17.35.14 Aggregating line routes 1463
17.35.15 Specifying the lengths of line routes 1463
17.35.16 Specifying the direction of the line route 1464

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17.35.17 Shortening line routes to the extension of the maximum vehicle journey 1465
17.35.18 Extending line routes with Copy & Paste 1466
17.35.18.1 Copying a line route section to the clipboard 1466
17.35.18.2 Pasting a line route section from the clipboard 1466
17.35.19 Generating profile points for line route items 1467
17.35.20 Deleting line routes 1468
17.36 Managing main lines 1468
17.36.1 Creating a main line 1468
17.36.2 Properties and options of main lines 1468
17.36.3 Setting active/passive main lines 1469
17.36.4 Editing the attribute values of main lines 1470
17.36.4.1 Editing the attribute values of a main line 1470
17.36.4.2 Editing the attribute values of all or all active main lines 1470
17.36.5 Deleting main lines 1471
17.36.5.1 Deleting a main line 1471
17.36.5.2 Deleting all or all active main lines 1471
17.37 Managing system routes 1471
17.37.1 Creating a system route 1472
17.37.2 Properties and options of system routes 1473
17.37.2.1 System routes: General attributes 1473
17.37.2.2 System routes: Basis tab 1473
17.37.2.3 System routes: Vehicle combinations tab 1474
17.37.3 Selecting system routes 1474
17.37.3.1 Marking system routes 1475
17.37.3.2 Setting system routes active or passive 1475
17.37.4 Editing the attribute values of system routes 1476
17.37.4.1 Editing the attribute values of a system route 1476
17.37.4.2 Editing the attribute values of marked system routes 1476
17.37.4.3 Editing the attribute values of all or all active system routes 1476
17.37.5 Editing system route items 1477
17.37.6 Copying a system route 1478
17.37.7 Creating the opposite direction of a system route 1478
17.37.8 Creating system routes 1479
17.37.8.1 Creating system routes from time profiles 1479
17.37.8.2 Creating system routes for pairs of stop points 1481
17.37.9 Deleting system routes 1483
17.38 Managing Points of Interest (POIs) 1483
17.38.1 Creating a POI category 1483
17.38.2 Editing a POI category 1484
17.38.3 Deleting a POI category 1484
17.38.4 Using user-defined attributes for POI categories 1485
17.38.5 Creating a POI 1485
17.38.6 Properties and options of POIs 1486

© PTV GROUP XXXIII
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17.38.6.1 POIs: General attributes 1486

17.38.6.2 POIs: Basis tab 1486
17.38.6.3 POIs: Allocations tab 1487
17.38.7 Displaying POIs 1487
17.38.7.1 Hiding or showing POIs 1487
17.38.7.2 Changing the symbol of an individual POI 1487
17.38.7.3 Changing the image size and rotation angle of a POI 1487
17.38.8 Finding POIs 1488
17.38.9 Selecting POIs 1488
17.38.9.1 Restricting the selection of POIs to one category 1488
17.38.9.2 Marking POIs 1489
17.38.9.3 Setting POIs active/passive 1489
17.38.10 Editing the attribute values of POIs 1489
17.38.10.1 Editing the attribute values of POIs 1489
17.38.10.2 Editing the attribute values of marked POIs 1489
17.38.10.3 Editing the attribute values of all or all active POIs 1490
17.38.11 Managing the boundary of a POI 1491
17.38.12 Deleting the boundaries of several POIs 1491
17.38.13 Moving POIs 1492
17.38.14 Aggregating marked or active POIs to one POI 1492
17.38.14.1 Aggregating marked POIs to one POI 1492
17.38.14.2 Aggregating all active POIs to one POI 1492
17.38.15 Converting POIs into other polygonal network objects 1493
17.38.16 Setting POI labels to the centroids 1494
17.38.17 Deleting enclaves of POIs 1495
17.38.18 Normalizing surfaces of POIs 1496
17.38.19 Fuzzy alignment of POIs surfaces 1497
17.38.20 Allocating a POI to a different category 1498
17.38.20.1 Allocating an individual POI to a different category 1498
17.38.20.2 Allocating multiple POIs to a different category 1498
17.38.21 Allocating network objects to a POI 1499
17.38.21.1 Allocating network objects in a selection window 1499
17.38.21.2 Allocating network objects graphically 1500
17.38.21.3 Specifying settings for POI allocations 1501
17.38.22 Deleting POIs 1502
17.38.22.1 Deleting all POIs of a category 1502
17.39 Managing user-defined tables 1502
17.39.1 Creating a table definition 1502
17.39.2 Creating table entries 1504
17.40 Managing GIS objects 1506
17.41 Managing count locations 1506
17.41.1 Creating a count location 1506
17.41.2 Properties and options of count locations 1507
17.41.2.1 Count locations: General attributes 1507

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17.41.2.2 Count locations: Basis tab 1507

17.41.3 Finding a count location 1507
17.41.4 Selecting count locations 1507
17.41.4.1 Marking count locations 1508
17.41.4.2 Setting count locations active/passive 1508
17.41.5 Editing attribute values of count locations 1508
17.41.5.1 Editing the attribute values of a count location 1508
17.41.5.2 Editing attribute values of marked count locations 1508
17.41.5.3 Editing the attribute values of all or all active count locations 1509
17.41.6 Moving a count location 1509
17.41.7 Setting the polygon allocation of count locations 1510
17.41.8 Deleting count locations 1511
17.42 Managing detectors 1511
17.42.1 Creating a detector 1511
17.42.1.1 Creating a detector for a count location 1511
17.42.1.2 Creating a detector in the node and main node section 1512
17.42.2 Properties and options of detectors 1512
17.42.2.1 Detectors: General attributes 1512
17.42.2.2 Detectors: Basis tab 1512
17.42.2.3 Detectors: Count location tab 1512
17.42.2.4 Detectors: Nodes tab 1513
17.42.2.5 Detectors: Data tab 1514
17.42.3 Finding a detector 1514
17.42.4 Selecting detectors 1514
17.42.4.1 Marking detectors 1514
17.42.4.2 Setting active/passive detectors 1514
17.42.5 Editing attribute values of detectors 1514
17.42.5.1 Editing the attribute values of a detector 1514
17.42.5.2 Editing the attribute values of marked detectors 1515
17.42.5.3 Editing the attribute values of all or all active detectors 1515
17.42.6 Moving a detector 1516
17.42.7 Deleting detectors 1516
17.43 Managing restricted traffic areas 1516
17.43.1 Creating a restricted traffic area 1517
17.43.2 Properties and options of restricted traffic areas 1518
17.43.2.1 Restricted traffic areas: General attributes 1518
17.43.2.2 Restricted traffic areas: Area toll tab 1519
17.43.3 Finding restricted traffic areas 1519
17.43.4 Selecting restricted traffic areas 1519
17.43.4.1 Marking restricted traffic areas 1519
17.43.4.2 Setting restricted traffic areas active / passive 1519
17.43.5 Editing attribute values of restricted traffic areas 1519
17.43.5.1 Editing attribute values of a restricted traffic area 1520

© PTV GROUP XXXV
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17.43.5.2 Editing attribute values of marked restricted traffic areas 1520

17.43.5.3 Editing the attribute values of all or all active restricted traffic areas 1520
17.43.6 Specifying the matrix toll of a restricted traffic area 1521
17.43.7 Managing the boundary of a restricted traffic area 1522
17.43.8 Deleting the boundaries of multiple restricted traffic areas 1522
17.43.9 Moving the centroid of a restricted traffic area 1523
17.43.10 Setting restricted traffic area labels to the centroid 1523
17.43.11 Converting restricted traffic areas into other polygonal network objects 1524
17.43.12 Deleting enclaves of Restricted traffic areas 1525
17.43.13 Normalizing surfaces of restricted traffic areas 1526
17.43.14 Fuzzy alignment of restricted traffic areas 1527
17.43.15 Deleting restricted traffic areas 1528
17.44 Managing screenlines 1528
17.44.1 Creating a screenline 1528
17.44.2 Properties and options of screenlines 1529
17.44.2.1 Screenlines: General attributes 1529
17.44.2.2 Screenlines: Link attributes tab 1529
17.44.3 Finding a screenline 1529
17.44.4 Selecting screenlines 1530
17.44.4.1 Marking screenlines 1530
17.44.4.2 Setting screenlines active/passive 1530
17.44.5 Editing attribute values of screenlines 1530
17.44.5.1 Editing the attribute values of a screenline 1530
17.44.5.2 Editing the attribute values of marked screenlines 1530
17.44.5.3 Editing the attribute values of all or all active screenlines 1531
17.44.6 Editing the course of a screenline 1531
17.44.7 Creating the opposite direction 1532
17.44.8 Deleting screenlines 1532
17.45 Checking the network and fixing errors 1532
17.45.1 Checking the network 1533
17.45.2 Displaying the results of the check and fixing errors 1539
17.46 Specifying a calendar and valid days 1540
17.46.1 Selecting a calendar 1540
17.46.2 Creating a valid day 1541
17.46.3 Properties and options of valid days 1542
17.46.3.1 No calendar 1542
17.46.3.2 Weekly calendar 1542
17.46.3.3 Annual calendar 1543
17.46.4 Editing attribute values of valid days 1548
17.46.5 Deleting valid days 1548
17.46.6 Grouping valid days 1549
17.46.7 Creating a vacation day 1549
17.46.8 Properties and options of vacation days 1550

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17.46.9 Editing attribute values of vacation days 1553

17.46.10 Deleting vacation days 1553
17.46.11 Creating operating periods 1553
17.46.12 Properties and options of operating periods 1554
17.46.13 Editing attribute values of operating periods 1555
17.46.14 Inserting the complement for an operating period 1555
17.46.15 Replacing valid days by a combination of valid day and operating period 1556
17.46.16 Deleting operating periods 1556
17.47 Using the subnetwork generator 1557
17.47.1 Subnetwork generation 1557
17.47.2 Selecting options for line routes 1559
17.47.3 Converting percentage time series to matrix time series 1560
18 Junction editor and signal control 1562
18.1 Displaying a network object in the Junction editor 1566
18.2 Switching to a different network object 1566
18.3 Adjusting the attribute selection in the Junction editor 1566
18.4 Adjusting the display and the input options of the list view 1567
18.5 Synchronizing the junction editor with other windows 1568
18.6 Displaying background maps in the Junction editor 1568
18.7 Editing a node in the junction editor 1568
18.7.1 Editing nodes in the schematic view 1569
18.7.2 Editing node attributes in the list view 1570
18.8 Editing a main node in the junction editor 1573
18.8.1 Editing main nodes in the schematic view 1573
18.8.2 Editing main node attributes in the list view 1573
18.9 Editing turns in the Junction editor 1576
18.9.1 Editing turns in the schematic view 1576
18.9.2 Editing main node attributes in the list view 1578
18.10 Editing main turns in the Junction editor 1580
18.10.1 Displaying main turns in the schematic view 1580
18.10.2 Editing main turn attributes in the list view 1581
18.11 Editing links in the Junction editor 1584
18.11.1 Editing links in the schematic view 1584
18.11.2 Editing link attributes in the list view 1585
18.12 Managing signal controllers 1589
18.12.1 Creating a signal controller 1589
18.12.2 Properties and options of signal controllers 1590
18.12.3 Editing the attribute values of a signal controller 1594
18.12.4 Editing signal controllers of the type RBC 1595
18.12.5 Editing the control of a signal controller 1596
18.12.6 Editing signal controllers in the signal controller editor Vissig 1596
18.12.6.1 The signal controller editor window Vissig 1597
18.12.6.2 Setting the language in the signal controller editor 1598

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18.12.6.3 Specifying general settings for the signal controller 1598

18.12.6.4 Signal states in the signal controller editor Vissig 1598
18.12.6.5 Checking Vissig controllers 1599
18.12.6.6 Managing signal groups 1600
18.12.6.7 Managing intergreen matrices 1602
18.12.6.8 Managing stages 1604
18.12.6.9 Editing stage assignments 1606
18.12.6.10 Specifying a stage sequence and creating a signal program 1608
18.12.6.11 Managing signal programs 1610
18.12.6.12 Managing interstages 1617
18.12.6.13 Managing daily signal program lists 1622
18.12.6.14 Specifying settings for the export of graphic files 1624
18.12.6.15 Export to Excel 1625
18.12.6.16 Detecting inconsistent planning scenarios 1625
18.12.6.17 Closing the signal controller editor Vissig and saving the changes 1626
18.12.6.18 Switching off or manually changing signal programs in Visum 1627
18.12.6.19 Automatically changing or switching off signal programs in Visum 1627
18.12.7 Deleting a signal controller 1628
18.13 Managing signal groups 1628
18.13.1 Creating a signal group 1629
18.13.2 Properties and options of signal groups 1629
18.13.3 Deleting a signal group 1630
18.14 Editing the geometry of a node 1630
18.14.1 Editing the geometry in the schematic view 1631
18.14.1.1 Moving nodes 1631
18.14.1.2 Marking legs 1631
18.14.1.3 Marking lanes 1632
18.14.1.4 Marking links 1632
18.14.1.5 Editing link courses interactively 1633
18.14.1.6 Creating pockets 1634
18.14.1.7 Inserting lane turns 1634
18.14.1.8 Creating crosswalks 1635
18.14.1.9 Creating detectors 1637
18.14.2 Editing the geometry in the list view 1638
18.14.3 Editing the geometry view graphic parameters 1645
18.15 Editing the signal times of a node 1646
18.15.1 Switching off signal programs 1646
18.15.2 Editing signal times 1647
18.16 Managing signal coordination groups 1652
18.16.1 Creating a signal coordination group 1652
18.16.2 Properties and options of signal coordination groups 1652
18.16.3 Editing signal coordination groups 1652
18.16.4 Deleting a signal coordination group 1653
18.17 Calculating and exporting ICA 1653

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18.17.1 Checking the status of ICA calculations 1653

18.17.2 Starting an ICA calculation 1654
18.17.3 Displaying the ICA calculation in the report window 1654
18.17.4 Recalculating ICA automatically 1654
18.17.5 Exporting an ICA report 1655
18.17.6 Optimizing signal cycles and split of a single signal controller 1655
18.18 Using turn volumes in the Junction editor 1656
18.18.1 Displaying turn volumes in the Junction editor 1656
18.18.2 Specifying settings for the print frame of turn volumes 1657
18.18.3 Positioning link labels along links 1657
18.18.4 Exporting turn volumes as graphics 1657
18.19 Opening a list layout for the junction editor 1659
18.20 Saving the junction editor layout with the global layout 1659
19 Managing scenarios and comparing networks 1660
19.1 Comparing and transferring versions and networks 1660
19.1.1 Comparing versions and networks 1660
19.1.1.1 Specifying a network name for version comparison 1660
19.1.1.2 Comparing version files 1661
19.1.1.3 Using comparison values / setting graphic parameters 1665
19.1.1.4 Copying comparison values to user-defined attributes 1666
19.1.1.5 Editing version comparisons 1669
19.1.1.6 Updating version comparisons 1669
19.1.1.7 Deleting version comparisons or attributes 1670
19.1.1.8 Showing differences between the current network and a version file 1670
19.1.2 Merging networks 1671
19.1.2.1 Creating a network merge 1671
19.1.2.2 Setting the graphic parameters for the display of difference values 1672
19.1.2.3 Displaying merged network values in lists 1675
19.1.2.4 Saving merged network values 1675
19.1.3 Creating and applying model transfer files 1675
19.1.3.1 Creating a model transfer file 1676
19.1.3.2 Showing the content of a model transfer file 1681
19.1.3.3 Applying model transfer files 1684
19.2 Scenario management 1689
19.2.1 Creating a project for scenario management 1690
19.2.2 Editing basic settings of the project 1692
19.2.3 Editing the base version 1695
19.2.3.1 Saving interim results of an edit 1695
19.2.4 Managing modifications 1696
19.2.4.1 Creating modifications 1696
19.2.4.2 Information on uniqueness of IDs in modifications 1698
19.2.4.3 Editing modifications 1698
19.2.4.4 Viewing modifications in the Network editor window 1699
19.2.4.5 Editing the properties of a modification 1699

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19.2.4.6 Specifying the load order of modifications 1701

19.2.4.7 Checking modifications 1701
19.2.4.8 Deleting modifications 1702
19.2.5 Managing scenarios 1703
19.2.5.1 Creating scenarios 1703
19.2.5.2 Creating scenarios with different variable allocations 1705
19.2.5.3 Assigning modifications to a scenario 1706
19.2.5.4 Opening the network of a scenario 1707
19.2.5.5 Deleting scenarios 1707
19.2.6 Specifying procedure parameters 1707
19.2.6.1 Specifying procedure parameters for the base version 1708
19.2.6.2 Creating a procedure parameter set 1708
19.2.6.3 Editing procedure parameter sets 1709
19.2.6.4 Loading procedure parameters from a file 1710
19.2.7 Creating user-defined attributes for scenario management objects 1710
19.2.8 Specifying global layouts 1711
19.2.8.1 Creating a global layout 1711
19.2.8.2 Editing the global layout 1712
19.2.8.3 Applying a global layout to background network 1712
19.2.8.4 Loading a global layout from file 1713
19.2.9 Calculating scenarios and showing results 1713
19.2.9.1 Calculating scenarios locally on a computer 1713
19.2.9.2 Distributing scenario calculations across multiple computers 1714
19.2.9.3 Resetting the calculation status of scenarios 1722
19.2.9.4 Opening a scenario containing calculation results 1723
19.2.9.5 Recalculating scenario IDs 1723
19.2.9.6 Showing message and log files of scenarios 1724
19.2.10 Comparing scenarios 1725
19.2.10.1 Creating comparison patterns 1725
19.2.10.2 Editing comparison patterns 1729
19.2.10.3 Deleting comparison patterns 1730
19.2.10.4 Comparing scenarios 1730
19.2.11 Exporting data of a Scenario management project 1731
19.2.11.1 Forwarding a project 1731
19.2.11.2 Exporting a partial project 1732
19.2.11.3 Integrating a project 1733
19.2.11.4 Saving a scenario as a version file 1734
19.2.11.5 Saving modifications as a model transfer file 1735
19.2.11.6 Exporting a scenario management project 1735
19.2.12 Scenario management in multi-user mode 1736
19.2.12.1 Creating a new project for several users 1736
19.2.12.2 Converting a file-based project into an SQL server database 1736
19.2.12.3 Converting an SQL server database project into a file-based project 1736
20 Modeling demand 1737

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20.1 Managing demand objects 1738

20.1.1 Creating demand objects 1738
20.1.2 Editing the attribute values of demand objects 1739
20.1.3 Managing matrices 1739
20.1.3.1 Working with matrices 1739
20.1.3.2 Connecting demand matrices and demand segments 1740
20.1.4 Managing time series 1740
20.1.4.1 Creating standard time series 1741
20.1.4.2 Properties and options of standard time series 1741
20.1.4.3 Editing attribute data of standard time series 1742
20.1.4.4 Creating time intervals for standard time series 1742
20.1.4.5 Creating multiple time intervals of identical length 1744
20.1.4.6 Editing time intervals of standard time series 1744
20.1.4.7 Deleting time intervals of standard time series 1745
20.1.4.8 Editing the start day and start time of standard time series 1745
20.1.4.9 Deleting standard time series 1746
20.1.4.10 Creating demand time series 1747
20.1.4.11 Allocating different standard time series to relations between certain
zone types 1747
20.1.4.12 Combining demand time series and demand segment 1748
20.1.4.13 Deleting demand time series 1748
20.1.5 Managing time interval sets 1749
20.1.5.1 Properties and options of time interval sets 1749
20.1.5.2 Creating time interval sets 1749
20.1.5.3 Deleting time interval sets 1750
20.1.5.4 Editing time intervals of time interval sets 1750
20.1.5.5 Inserting a time interval in a time interval set 1750
20.1.5.6 Inserting several time intervals of the same length into a time interval set 1751
20.1.5.7 Deleting time intervals 1752
20.1.5.8 Sorting time intervals according to start time 1752
20.1.5.9 Dividing time intervals 1753
20.1.5.10 Defining a time interval set as analysis time interval set 1753
20.1.6 Managing demand objects 1753
20.1.6.1 Creating a demand model 1754
20.1.6.2 Properties and options of demand models 1754
20.1.6.3 Editing attribute data of demand models 1755
20.1.6.4 Deleting demand models 1755
20.1.6.5 Importing predefined demand models *.dmd 1756
20.1.7 Managing person groups 1756
20.1.7.1 Creating a person group 1756
20.1.7.2 Properties and options of person groups 1756
20.1.7.3 Editing attribute data of person groups 1756
20.1.7.4 Editing the number of persons in a person group 1756
20.1.7.5 Deleting person groups 1757
20.1.8 Managing structural properties 1758

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20.1.8.1 Creating a structural property 1758

20.1.8.2 Properties and options of structural properties 1758
20.1.8.3 Editing attribute data of structural properties 1758
20.1.8.4 Editing structural property data 1758
20.1.8.5 Deleting structural properties 1758
20.1.9 Managing activities, activity pairs and activity chains 1759
20.1.9.1 Creating an activity 1759
20.1.9.2 Properties and options of activities 1760
20.1.9.3 Editing attribute data of activities 1761
20.1.9.4 Deleting activities 1761
20.1.9.5 Creating an activity pair 1762
20.1.9.6 Properties and options of activity pairs 1763
20.1.9.7 Editing attribute data of activity pairs 1764
20.1.9.8 Connecting activity pairs and standard time series 1765
20.1.9.9 Deleting activity pairs 1765
20.1.9.10 Creating an activity chain 1766
20.1.9.11 Properties and options of activity chains 1767
20.1.9.12 Editing attribute data of activity chains 1767
20.1.9.13 Deleting activity chains 1767
20.1.10 Manage sectors and delivery concepts 1768
20.1.10.1 Create sector 1768
20.1.10.2 Properties and options of sectors 1768
20.1.10.3 Editing the attribute values of sectors 1768
20.1.10.4 Delete sectors 1768
20.1.10.5 Creating delivery concepts 1769
20.1.10.6 Properties and options of delivery concepts 1769
20.1.10.7 Editing the attribute values of delivery concepts 1769
20.1.10.8 Deleting delivery concepts 1769
20.1.11 Managing demand strata 1769
20.1.11.1 Creating a demand stratum 1769
20.1.11.2 Properties and options of demand strata 1772
20.1.11.3 Editing attribute data of demand strata 1774
20.1.11.4 Deleting demand strata 1774
20.2 Managing objects of activity-based models 1774
20.2.1 Managing activities (ABM) 1775
20.2.1.1 Properties and options of activities (ABM) 1775
20.2.2 Managing locations 1775
20.2.2.1 Creating a location 1775
20.2.2.2 Properties and options of locations 1776
20.2.2.3 Displaying locations in the network 1776
20.2.3 Managing activity locations 1777
20.2.3.1 Properties and options of activity locations 1777
20.2.4 Managing households 1777
20.2.4.1 Properties and options of households 1778
20.2.5 Managing persons 1778

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20.2.5.1 Properties and options of persons 1778

20.2.6 Managing schedules 1778
20.2.6.1 Properties and options of schedules 1779
20.2.6.2 Sorting schedules in the list 1779
20.2.7 Managing activity executions 1779
20.2.7.1 Properties and options of activity executions 1779
20.2.8 Managing tours 1780
20.2.8.1 Properties and options of tours 1780
20.2.8.2 Displaying tours in the network 1780
20.2.9 Managing trips 1780
20.2.9.1 Properties and options of trips 1781
20.3 Calculating trip demand 1781
20.3.1 Calculating demand with the Standard 4-step model 1782
20.3.1.1 Calculating trip generation 1782
20.3.1.2 Editing the demand of Standard 4-step demand strata 1785
20.3.1.3 Calculating trip distribution 1785
20.3.1.4 Calculating mode choice 1790
20.3.1.5 Calculating demand with the Nested demand model 1794
20.3.1.6 Calculating Nested demand gap 1801
20.3.1.7 Calculating Time-of-day choice 1802
20.3.2 Calculating demand with the EVA-P model 1805
20.3.2.1 Defining constraints 1806
20.3.2.2 Editing non-constant constraint factors values 1809
20.3.2.3 Calculating EVA trip generation 1810
20.3.2.4 Editing values for non-constant rates and factors 1812
20.3.2.5 Editing the demand of EVA-P demand strata 1813
20.3.2.6 Viewing the demand of EVA-P demand strata in lists 1814
20.3.2.7 Calculating EVA weighting 1814
20.3.2.8 Calculating EVA trip distribution and mode choice 1820
20.3.3 Calculating demand with the tour-based model (VISEM) 1824
20.3.3.1 Calculating Tour-based model - Trip generation 1825
20.3.3.2 Editing values for non-constant mobility rates and study area shares 1826
20.3.3.3 Editing the demand of tour-based demand strata 1827
20.3.3.4 Viewing the demand of Tour-based model demand strata in lists 1827
20.3.3.5 Creating demand matrices for tour-based model - trip distribution and
mode choice 1828
20.3.3.6 Calculating tour-based model - combined trip distribution and mode
choice 1829
20.3.3.7 Nested Logit model: Edit decision tree 1838
20.3.4 Calculating demand with the help of the tour-based freight model 1840
20.3.4.1 Calculating production and distribution using the tour-based freight
model 1841
20.3.4.2 Creating trip matrices for the tour-based freight model 1844
20.3.4.3 Calculating trip generation using the tour-based freight model 1845

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20.3.4.4 Viewing the demand of tour-based freight model demand strata in lists 1847
20.3.5 Starting the iterative repetition 1847
20.3.5.1 Go to a procedure in the procedure sequence (Go to the procedure) 1848
20.3.6 Modeling Park + Ride 1849
20.3.6.1 Calculating Park + Ride lot choice 1849
20.3.6.2 Calculating Park + Ride leg split 1852
20.3.7 Estimating gravitation parameters (KALIBRI) 1853
20.3.7.1 Estimate gravitation parameters 1854
20.3.8 Creating a procedure sequence automatically 1857
20.4 Managing, showing and analyzing matrices 1866
20.4.1 Matrices overview 1867
20.4.1.1 Showing matrices in the Matrices window 1867
20.4.1.2 Selecting matrices 1869
20.4.1.3 Automatic renumbering of matrices 1871
20.4.1.4 The Matrix editor window 1872
20.4.2 Opening matrices 1875
20.4.2.1 Opening a Visum matrix 1875
20.4.2.2 Opening an external matrix 1875
20.4.2.3 Opening matrices in the List view 1876
20.4.2.4 Opening several matrices in separate windows 1876
20.4.2.5 Opening several matrices in one window 1877
20.4.2.6 Opening the same matrix several times 1877
20.4.3 Managing matrices in the Matrix window or Histogram window 1878
20.4.4 Generating a new matrix 1878
20.4.4.1 Generating a matrix with zero values 1879
20.4.4.2 Creating external matrices 1881
20.4.4.3 Creating a matrix calculated from a formula 1882
20.4.5 Editing formula matrices 1890
20.4.6 Importing an external matrix into a network model 1890
20.4.7 Showing and editing matrix attribute values 1891
20.4.8 Editing window titles of matrices 1892
20.4.9 Saving matrices 1893
20.4.9.1 Saving a Visum matrix to a file 1893
20.4.9.2 Saving external matrices 1894
20.4.9.3 Saving partial matrices 1895
20.4.9.4 Saving matrices during procedure sequence execution 1895
20.4.10 Filtering and aggregating matrix data, changing the view 1896
20.4.10.1 Filtering matrix data 1896
20.4.10.2 Editing filtered entries 1898
20.4.10.3 Showing matrix values in an aggregated form 1898
20.4.10.4 Changing the matrix data view 1900
20.4.11 Saving and opening the layout of a Matrix editor, histogram, or matrix com-
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20.4.11.1 Saving the layout of a Matrix editor or Histogram window or Matrix com-
parison 1902
20.4.11.2 Saving and opening the layout of a Matrix editor or Histogram window
or Matrix comparison 1902
20.4.12 Setting graphic parameters for the Matrix editor window 1903
20.4.12.1 Setting the graphic parameters for active OD pairs 1903
20.4.12.2 Setting the graphic parameters for passive OD pairs 1904
20.4.12.3 Setting the graphic parameters for the matrix diagonal 1905
20.4.12.4 Resetting the graphic parameters of the Matrix editor window 1905
20.4.13 Saving and opening graphic parameters of the Matrix editor window 1905
20.4.13.1 Saving graphic parameters for the Matrix editor window 1905
20.4.13.2 Opening the graphic parameters of the Matrix editor window 1906
20.4.14 Showing matrices in a histogram 1906
20.4.14.1 Creating a histogram 1906
20.4.14.2 Classifying a histogram according to another matrix 1908
20.4.14.3 Changing the number of decimal places in intervals 1909
20.4.14.4 Saving intervals to an attribute file 1910
20.4.15 Comparing two matrices in a scatter plot 1910
20.4.16 Printing a matrix comparison 1911
20.4.17 Deleting Visum matrices 1912
20.4.18 Basic settings for matrices 1912
20.4.18.1 Setting options for display in the Matrix editor window 1912
20.4.18.2 Specifying treatment of division by zero 1913
20.4.18.3 Specifying a default value for new relations 1914
20.4.18.4 Settings for reading matrices from file in $O format 1914
20.5 Editing matrix values 1915
20.5.1 Marking matrix data 1915
20.5.1.1 Finding cells 1915
20.5.1.2 Finding cells in an external matrix 1915
20.5.1.3 Selecting cells using the mouse 1916
20.5.1.4 Selecting cells using the keyboard 1917
20.5.2 Editing matrix values interactively 1917
20.5.3 Replacing matrix values 1917
20.5.3.1 Replacing all matrix values 1918
20.5.3.2 Replacing selected matrix values 1919
20.5.3.3 Replacing the matrix diagonal 1919
20.5.3.4 Replacing selected values in the matrix diagonal 1920
20.5.3.5 Setting new matrix values based on a condition 1921
20.5.3.6 Setting matrix values of several matrices to zero 1922
20.5.3.7 Importing matrix values into Visum matrices 1922
20.5.4 Copying and pasting matrix values 1922
20.5.4.1 Copying and pasting a matrix 1923
20.5.4.2 Exchanging matrix values between opened matrices 1923
20.5.5 Copying and pasting matrix diagonal values 1924

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20.5.6 Importing matrix values during execution of the procedure sequence 1924
20.5.7 Exporting matrix values to a database 1925
20.5.7.1 Exporting matrix to an access database 1925
20.5.7.2 Exporting matrix values to an SQL database 1926
20.5.8 Reflecting the upper triangle of a matrix 1926
20.5.8.1 Reflecting the upper triangle in the Matrix editor window 1926
20.5.9 Reflecting the lower triangle of a matrix 1927
20.5.9.1 Reflecting the lower triangle in the Matrix editor window 1927
20.5.10 Transposing the matrix values 1927
20.5.10.1 Transposing matrix values in a Matrix editor window 1927
20.6 Using matrix values for calculations 1927
20.6.1 Rounding matrix values 1928
20.6.2 Adding up matrix values 1929
20.6.2.1 Adding values to whole matrix 1929
20.6.2.2 Adding values to selected matrix data 1931
20.6.2.3 Adding matrix values of a file during procedure sequence 1931
20.6.3 Subtracting matrix values 1932
20.6.3.1 Subtracting values from all matrix data 1932
20.6.3.2 Subtracting values from selected matrix data 1934
20.6.4 Multiplying matrix values 1934
20.6.4.1 Multiplying values by all matrix data 1935
20.6.4.2 Multiplying the matrix data by selected values 1936
20.6.5 Dividing matrix values 1936
20.6.5.1 Dividing all matrix data 1937
20.6.5.2 Dividing selected matrix data 1938
20.6.6 Forming the reciprocal of matrix values 1938
20.6.6.1 Forming the reciprocal for all matrix data 1939
20.6.6.2 Forming the reciprocal for selected matrix data 1939
20.6.7 Raise to power 1939
20.6.7.1 Applying raise to power function to all matrix data 1939
20.6.7.2 Using raise to power function for selected matrices 1941
20.6.8 Take logarithm 1941
20.6.8.1 Taking the logarithm of all matrix data 1942
20.6.8.2 Taking the logarithm of selected matrix values 1942
20.6.9 Exponential function 1942
20.6.9.1 Applying the exponential function to all matrix data 1942
20.6.9.2 Applying the exponential function to selected matrix data 1943
20.6.10 Replacing matrix data by a maximum value 1943
20.6.10.1 Replacing all matrix data with a maximum value 1943
20.6.10.2 Replacing selected matrix data with a maximum value 1945
20.6.11 Replacing matrix data by a minimum value 1945
20.6.11.1 Replacing all matrix data by a minimum value 1945
20.6.11.2 Replacing selected matrix data with a minimum value 1947
20.6.12 Symmetrizing a matrix 1947

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20.6.12.1 Symmetrizing a matrix in the Matrix window 1947

20.6.13 Combining matrices and attribute vectors 1947
20.6.13.1 Combining matrices and attribute vectors in the Matrix editor window 1948
20.6.13.2 Combining matrices and attribute vectors during the procedure
sequence run 1948
20.6.14 Projecting matrix values 1954
20.6.14.1 Projecting all matrix values evenly 1954
20.6.14.2 Singly-constrained projection of matrices 1955
20.6.14.3 Doubly-constrained projection of matrices 1957
20.6.14.4 Projecting matrix values in the procedure sequence 1959
20.6.15 Projecting matrix values by territory 1961
20.6.15.1 Projection by territory – singly-constrained 1961
20.6.15.2 Projection by territory - by element 1962
20.6.15.3 Dividing rows or cells into groups 1963
20.6.16 Calculating a main zone matrix from a zone matrix 1964
20.6.17 Calculating a zone matrix from a main zone matrix 1965
20.7 Changing the structure of matrices 1966
20.7.1 Extending external matrices during an arithmetic operation 1966
20.7.2 Aggregating or deleting matrix columns and rows 1967
20.7.2.1 Basic settings for aggregation 1967
20.7.2.2 Selecting rows and columns for aggregation 1969
20.7.3 Splitting columns and rows 1970
20.7.4 Saving settings for special matrix operations 1971
20.8 Correcting matrices 1972
20.8.1 Updating matrices with TFlowFuzzy or 'Least squares' 1972
20.8.1.1 Preparing data for the matrix update 1972
20.8.1.2 Matrix correction using TFlowFuzzy 1973
20.8.1.3 TFlowFuzzy parameters 1975
20.8.1.4 Performing analyses of TFlowFuzzy solution procedures 1985
20.8.1.5 Creating a filter matrix 1988
20.8.1.6 Reading old TFlowFuzzy settings from file 1988
20.8.1.7 Matrix correction using Least squares 1988
20.8.1.8 'Least squares’ parameters 1990
20.8.2 Projecting PrT path volumes 2001
20.8.3 Calibrating a PrT matrix 2002
20.9 Reading and saving demand data 2004
20.9.1 Reading demand data from file 2004
20.9.1.1 Reading the entire OD demand data file 2004
20.9.1.2 Reading OD demand data additively 2005
20.9.2 Saving demand data 2010
21 Setting the procedure sequence 2015
21.1 Setting up and starting the procedure sequence 2015
21.1.1 Opening the procedure sequence 2016
21.1.2 Selecting attributes for the Procedure sequence window 2017

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21.1.3 Adding procedures to the procedure sequence 2017

21.1.4 Forming and naming groups 2023
21.1.5 Showing or hiding the procedures of a group 2023
21.1.6 Duplicating procedures or groups 2024
21.1.7 Rearranging the order of procedures and groups in the list 2024
21.1.8 Setting procedures or groups to the active or inactive state 2024
21.1.9 Editing procedures 2025
21.1.10 Deleting a listed procedure or column 2026
21.1.11 Unlocking a group of procedures 2026
21.1.12 Defining procedure variables and setting values 2026
21.1.12.1 Creating procedure variables 2026
21.1.12.2 Editing procedure variables 2029
21.1.12.3 Editing values of procedure variables 2029
21.1.13 Saving the layout for the procedure sequence window 2030
21.1.14 Opening the layout for the procedure sequence window 2030
21.1.15 Executing procedures in the procedure sequence 2030
21.1.15.1 Executing a single procedure 2031
21.1.15.2 Executing all active procedures 2031
21.1.15.3 Executing marked procedures 2031
21.1.15.4 Executing all procedures starting from a specific procedure 2032
21.1.15.5 Executing all procedures until a certain procedure 2032
21.1.15.6 Interrupting the procedure sequence 2032
21.1.15.7 Resetting status information of the procedures run 2033
21.1.16 Distributed computing of procedure sequence 2033
21.1.16.1 Specifying compute nodes for procedure calculation 2034
21.1.16.2 Merging procedure results of distributed computing 2034
21.1.16.3 Managing compute nodes in the procedure sequence 2035
21.1.16.4 Defining a storage location for temporary files 2036
21.1.16.5 Defining settings for data exchange with the calculation server 2036
21.1.17 Executing procedures in version comparisons 2037
21.2 Adjusting the general procedure settings 2037
21.2.1 Setting the analysis period and analysis time intervals 2038
21.2.2 Setting metadata for skim matrices 2038
21.2.3 Specifying skims for path sequences 2041
21.2.4 Saving flow bundle matrices and assignment matrices automatically as for-
mula matrices 2042
21.3 Saving procedure parameters to a file and loading them from a file 2042
21.3.1 Saving procedure parameter settings to file 2043
21.3.2 Reading procedure parameter settings from file 2043
21.3.2.1 Reading procedure parameter settings from *.par file 2043
21.3.2.2 Reading procedure parameter settings from *.xml file 2044
21.3.2.3 Data format of the procedure parameter file *.xml 2046
21.4 Calculating general procedures (PrT and PuT) 2054
21.4.1 Deleting PrT/PuT assignment results 2054

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21.4.2 Analyzing the assignment quality 2055

21.4.2.1 Calculating assignment analysis 2055
21.4.2.2 Viewing assignment analysis results in a list 2058
21.4.2.3 Viewing assignment analysis results in a scatter diagram 2058
21.4.2.4 Exporting the assignment analysis chart 2059
21.4.3 Calculating basic territory indicators 2060
21.4.4 Distribution of demand matrix to paths 2060
21.5 Displaying the calculation status 2061
22 Settings for the PrT user model 2063
22.1 Setting parameters for PrT assignments 2063
22.1.1 Distributing the demand to PrT connectors 2063
22.1.1.1 Absolute (free) distribution of demand 2063
22.1.1.2 Proportional distribution of demand 2063
22.1.2 Settings for saving PrT assignment results 2065
22.1.3 Taking base volume into account 2066
22.1.4 Limiting the number of non-converged network objects logged to the log file 2066
22.2 Definition and application of volume-delay functions 2067
22.2.1 Allocating VDFs to network object types 2067
22.2.1.1 Selecting VDFs for link types 2067
22.2.1.2 Allocating a VDF to proportional connectors without MPA 2067
22.2.1.3 Selecting VDFs for node types 2068
22.2.1.4 Selecting VDFs for turn types 2068
22.2.1.5 Selecting a VDF and setting the parameters 2069
22.2.1.6 Applying user-defined volume-delay functions 2071
22.2.2 Defining impedance functions for transport systems 2083
22.3 Calculating node impedances 2086
22.3.1 Selecting the method for node impedance calculation 2086
22.3.2 Setting the design hourly volume for node impedance calculations 2088
22.3.3 Calculating node impedances via Turns VDF 2088
22.3.4 Calculating node impedances using Nodes VDF 2089
22.3.5 Calculating node impedances using Node impedance calculation (ICA) 2089
22.3.5.1 Signalized nodes 2090
22.3.5.2 Two-way stop nodes 2092
22.3.5.3 Roundabout 2092
22.3.5.4 All-way stop 2093
22.3.5.5 Uncontrolled nodes 2093
22.3.6 Methods for node impedance calculation 2094
22.4 Signal timing optimization and coordination 2095
22.4.1 Optimizing signal cycle and split times for active nodes 2095
22.4.2 Signal offset optimization 2096
22.4.3 SC offset analysis 2098
22.5 Blocking back model settings and calculation 2098
22.5.1 Executing the blocking back model after assignment 2099

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22.6 Setting and calculating the parameters for PrT assignment 2101
22.6.1 Incremental assignment (static) 2102
22.6.1.1 Selecting and executing incremental assignment 2102
22.6.1.2 Parameters of incremental assignment 2104
22.6.2 Equilibrium assignment (static) 2104
22.6.2.1 Selecting and executing the Equilibrium assignment 2104
22.6.2.2 Parameters of Equilibrium assignment 2106
22.6.3 Equilibrium assignment LUCE 2107
22.6.3.1 Selecting and executing the Equilibrium assignment LUCE 2108
22.6.3.2 Parameters of Equilibrium assignment LUCE 2109
22.6.4 Equilibrium assignment Bi-conjugate Frank-Wolfe 2113
22.6.4.1 Selecting and executing the Equilibrium assignment BFW 2113
22.6.4.2 Parameters of the Equilibrium assignment Bi-conjugate Frank-Wolfe 2114
22.6.5 Equilibrium_Lohse assignment (static) 2116
22.6.5.1 Selecting and executing Equilibrium_Lohse 2116
22.6.5.2 Parameters of the Equilibrium_Lohse assignment 2117
22.6.6 Assignment with ICA 2121
22.6.6.1 Selecting and executing Assignment with ICA 2121
22.6.6.2 Parameters for Assignment with ICA 2122
22.6.7 Stochastic assignment (static) 2127
22.6.7.1 Selecting and executing the Stochastic assignment 2127
22.6.7.2 Parameters of Stochastic assignment 2129
22.6.8 Bicycle assignment 2135
22.6.8.1 Selecting and executing bicycle assignment 2135
22.6.8.2 Parameters of the bicycle assignment 2136
22.6.9 TRIBUT - Equilibrium assignment 2140
22.6.9.1 Selecting and executing the TRIBUT - Equilibrium assignment 2140
22.6.9.2 Parameters of TRIBUT - Equilibrium assignment 2143
22.6.10 TRIBUT - Equilibrium_Lohse (static) 2145
22.6.10.1 Selecting and executing TRIBUT - Equilibrium_Lohse 2145
22.6.10.2 Parameters of the TRIBUT - Equilibrium_Lohse assignment 2147
22.6.11 Dynamic User Equilibrium (DUE) 2148
22.6.11.1 Selecting and executing the Dynamic User Equilibrium 2148
22.6.11.2 Parameters of Dynamic User Equilibrium (DUE) 2150
22.6.12 Dynamic stochastic assignment 2154
22.6.12.1 Selecting and executing the Dynamic stochastic assignment 2154
22.6.12.2 Parameters of Dynamic stochastic assignment 2156
22.6.13 Simulation-based dynamic assignment (SBA) 2158
22.6.13.1 Selecting and executing the simulation-based dynamic assignment 2159
22.6.13.2 Parameters of the simulation-based dynamic assignment 2161
22.7 Evaluating the quality of the PrT assignment 2165
22.7.1 Viewing convergence criteria and convergence speed 2165
22.7.2 NCHRP 255 (Post-processor for PrT assignments) 2166
22.8 Calculating PrT skims 2167

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22.8.1 Setting parameters for PrT skim matrices 2168

22.8.1.1 Defining units for PrT skims 2168
22.8.1.2 User-defined PrT skims 2168
22.8.2 Calculating PrT skim matrices 2170
22.8.3 Calculating dynamic PrT skim matrices 2171
22.8.4 Setting parameters for the calculation of PrT skim matrices 2172
23 Settings for the PuT user model 2179
23.1 Setting parameters for PuT assignments 2179
23.1.1 Settings for calculating and saving results 2179
23.1.1.1 Rounding demand and volume data 2179
23.1.1.2 Settings for saving PuT assignment results 2180
23.1.1.3 Limiting the path leg time 2183
23.1.1.4 Restricting the walk link search 2184
23.1.2 Saving volumes by demand segment or additively 2189
23.1.3 Distributing volumes across vehicle journey sections 2190
23.1.4 Coordination groups for headway-based assignment 2191
23.1.4.1 Creating a coordination group 2191
23.1.4.2 Editing a coordination group 2192
23.1.4.3 Deleting a coordination group 2192
23.2 Setting and calculating PuT assignment parameters 2193
23.2.1 Selecting and executing a PuT assignment procedure 2193
23.2.2 Parameters of the TSys-based assignment 2195
23.2.2.1 Transport system-based assignment: Basis tab 2195
23.2.2.2 Transport system-based assignment: Search tab 2196
23.2.2.3 Transport system-based assignment: Skim matrices tab 2197
23.2.3 Parameters of headway-based assignment 2197
23.2.3.1 Headway-based assignment: Basis tab 2197
23.2.3.2 Headway-based assignment: Search tab 2200
23.2.3.3 Headway-based assignment: Demand segments tab 2204
23.2.3.4 Headway-based assignment: Impedance tab 2205
23.2.3.5 Headway-based assignment: Skim matrices tab 2206
23.2.4 Parameters of timetable-based assignment 2206
23.2.4.1 Timetable-based assignment: Basis page 2207
23.2.4.2 Timetable-based assignment: Search page 2210
23.2.4.3 Timetable-based assignment: Preselection page 2217
23.2.4.4 Timetable-based assignment: Demand segments page 2220
23.2.4.5 Timetable-based assignment: Impedance page 2221
23.2.4.6 Timetable-based assignment: Choice page 2226
23.2.4.7 Timetable-based assignment: Skim matrices page 2227
23.2.4.8 Timetable-based assignment: Extended consideration transport supply
page 2227
23.2.4.9 Timetable-based assignment: Headway-based supply page 2236
23.2.4.10 Timetable-based assignment: Connection export page 2236
23.2.4.11 Timetable-based assignment: Risk of delay page 2239

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23.2.4.12 Timetable-based assignment: Fail to board page 2240

23.2.4.13 Adjusting the Visum registry to speed up timetable-based assignment
calculation 2241
23.3 Importing, checking and assigning passenger onboard surveys 2243
23.3.1 Preparing survey sample data 2243
23.3.1.1 Format of a single-row survey file 2244
23.3.1.2 Format of a multi-row survey file 2246
23.3.2 Reading survey data 2249
23.3.2.1 Settings for reading survey data from file 2250
23.3.3 Plausibilization of survey data 2252
23.3.3.1 Settings for plausibilization of survey data records 2254
23.3.3.2 Viewing results of plausibilization 2261
23.3.4 Assignment of survey data 2262
23.3.4.1 Parameters of direct assignment 2263
23.4 Calculating PuT skims 2264
23.4.1 Setting parameters for PuT skim matrices 2265
23.4.2 Calculating PuT skim matrices 2267
23.4.3 Calculating stop area skim matrices 2268
23.4.4 Calculating skim matrices during an assignment 2269
23.4.5 Settings for PuT skim matrix calculation 2270
23.4.5.1 PuT skim matrices: Aggregation section 2271
23.4.5.2 PuT skim matrices: Analyzed OD pairs section 2273
23.4.5.3 PuT skim matrices: List of PuT skims 2275
23.4.5.4 PuT skim matrices: Settings for journey time equivalent 2276
23.4.5.5 PuT skim matrices: Output files section 2276
23.5 Calculating service trip patterns 2278
23.6 Creating trip requests during the procedure sequence 2282
23.6.1 Parameters of the Generate trip requests procedure 2283
23.7 Managing trip requests 2285
23.7.1 Creating trip requests 2286
23.7.2 Editing trip requests 2286
23.7.3 Deleting trip requests 2286
23.7.4 Assigning zones to trip requests 2286
23.8 Executing tour planning in the procedure sequence 2287
23.8.1 Parameters of the tour planning procedure 2288
23.8.2 Licensing for MaaS Modeller 2292
24 Settings for the Multimodal user model 2294
24.1 Selecting and executing the Multimodal assignment 2294
24.1.1 Parameters of Multimodal assignment 2295
24.2 Calculating skim matrices from path sequences 2297
24.2.1 Setting parameters for the calculation of skim matrices from path sequence
sets 2298
24.3 Calculating demand from path sequences 2298

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25 Settings for the PuT operator model 2299

25.1 Calculating PuT line blocks 2299
25.1.1 Managing line block versions 2299
25.1.1.1 Creating a line block version 2300
25.1.1.2 Attributes of line block versions 2300
25.1.1.3 Editing a block version 2304
25.1.1.4 Checking the coverage 2304
25.1.1.5 Performing the line block check 2305
25.1.1.6 Joining line block versions 2307
25.1.1.7 Deleting a line block version 2307
25.1.2 Managing line block item types 2308
25.1.2.1 Creating a block item type 2308
25.1.2.2 Attributes of block item types 2308
25.1.2.3 Editing a block item type 2309
25.1.2.4 Deleting a block item type 2309
25.1.3 Executing the PuT line blocking procedure 2309
25.1.3.1 Executing the line blocking procedure 2310
25.1.3.2 Parameters of the line blocking procedure 2311
25.1.3.3 Initializing PuT line blocking 2320
25.1.4 Tabular output of line block results 2321
25.1.5 Displaying line blocks in the block view 2321
25.1.5.1 Opening the Line block editor 2322
25.1.5.2 Synchronizing the line block editor with other windows 2324
25.1.5.3 Synchronizing the line block selection window with other windows 2324
25.1.5.4 Filtering displayed block items by a valid day 2325
25.1.5.5 Editing the time of the day change 2325
25.1.5.6 Displaying free actions in the block view 2325
25.1.5.7 Printing free actions 2326
25.1.5.8 Saving free actions as a graphics file 2327
25.1.5.9 Finding a block item in the block view 2327
25.1.5.10 Influencing program behavior when inserting block items 2327
25.1.5.11 Saving the Line block editor layout 2327
25.1.5.12 Setting the graphic parameters of the Line block editor 2328
25.1.5.13 Printing the block view 2334
25.1.5.14 Saving the block view as a graphics file 2334
25.1.6 Editing block versions and line blocks 2334
25.1.6.1 Marking items in the block view 2334
25.1.6.2 Copying line blocks or block versions 2336
25.1.6.3 Creating a line block 2337
25.1.6.4 Properties and options of line blocks 2338
25.1.6.5 Fixing a line block 2340
25.1.6.6 Editing a line block 2340
25.1.6.7 Resolving line blocks 2340
25.1.6.8 Deleting line blocks 2341
25.1.6.9 Creating a block day 2341

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25.1.6.10 Deleting a block day 2342

25.1.6.11 Creating a user-defined block item 2342
25.1.6.12 Editing a block item 2342
25.1.6.13 Shifting block items to different line block or block day 2343
25.1.6.14 Moving line block items to a new line block 2344
25.1.6.15 Inserting free actions into a line block 2344
25.1.6.16 Inserting an empty trip into a line block 2345
25.1.6.17 Shifting empty trips and user-defined block items to another time 2345
25.1.6.18 Deleting block items 2346
25.1.6.19 Editing vehicle journeys and vehicle journey sections 2346
25.1.6.20 Converting empty trips 2346
25.1.6.21 Moving a layover out of/to a depot 2348
25.1.7 Managing chained up vehicle journey sections 2349
25.1.7.1 Creating chained up vehicle journey sections 2349
25.1.7.2 Editing chained up vehicle journey sections 2352
25.1.7.3 Deleting chained up vehicle journey sections 2353
25.1.8 Calculating skim matrices for interlining trips 2354
25.1.8.1 Performing the PuT interlining matrix procedure 2354
25.1.8.2 Setting parameters for PuT interlining matrices 2355
25.1.8.3 Examples for PuT interlining matrices 2357
25.2 Creating a cost model 2358
25.2.1 Infrastructure costs 2358
25.2.2 Vehicle-bound costs 2358
25.2.2.1 Defining cost rates by vehicle unit 2358
25.2.2.2 Defining cost rates by vehicle combination 2359
25.2.2.3 Calculating vehicle-bound costs 2359
25.3 Calculating PuT operating indicators 2360
25.3.1 Carrying out the procedure PuT operating indicators 2360
25.3.2 Parameters for PuT operating indicators calculation 2360
25.3.2.1 PuT operating indicators: General tab 2361
25.3.2.2 PuT operating indicators: Transport supply tab 2362
25.3.2.3 PuT operating indicators: Transport performance tab 2364
25.3.2.4 PuT operating indicators: Revenue tab 2365
25.3.2.5 PuT operating indicators: Infrastructure cost tab 2366
25.3.2.6 PuT operating indicators: User-defined attributes tab 2369
25.3.3 Discarding calculated PuT operating indicators 2369
25.4 Revenue calculation using a fixed revenue per PTripUnlinked 2370
25.5 Revenue calculation using revenue per fare point 2370
25.5.1 Inserting fare points at network objects 2371
25.5.1.1 Defining fare points of links by transport system 2371
25.5.1.2 Defining fare points at time profile items 2371
25.6 Revenue calculation using the fare model 2371
25.6.1 Using fare points 2372
25.6.2 Using fare zones 2372

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25.6.2.1 Creating fare zones 2372

25.6.2.2 Properties and options of fare zones 2372
25.6.2.3 Editing attribute values of fare zones 2373
25.6.2.4 Deleting a fare zone 2373
25.6.3 Defining PuT fares 2374
25.6.3.1 Defining fare systems 2374
25.6.3.2 Creating ticket types 2375
25.6.3.3 Allocating transfer fares to fare systems 2381
25.6.3.4 Allocating ticket types to demand segments and fare systems 2381
25.6.3.5 Setting general options for PuT fares 2382
25.7 Calculating spatial PuT analyses 2382
25.8 Running a PuT relation-based analysis 2383
25.8.1 Specify parameters for PuT relation-based analyses 2384
25.9 Executing a headway offset optimization 2386
25.9.1 Optimizing the headway offset in the procedure sequence 2386
25.9.2 Optimizing the headway offset in the tabular timetable 2386
25.9.3 Defining parameters for headway offset optimization 2387
26 Settings for the environmental impact model and emission calculation according
to HBEFA 2389
26.1 Setting environmental impact parameters 2389
26.2 Editing environmental link attributes 2391
26.3 Resetting the calculation 2391
26.4 Calculating noise volumes 2391
26.5 Displaying noise volumes 2393
26.5.1 Graphic display of noise volumes 2393
26.5.2 List output of noise volumes 2394
26.6 Saving noise volumes 2394
26.7 Calculating air pollution emissions 2394
26.8 Displaying air pollution emissions 2396
26.8.1 Graphic display of air pollution emissions 2396
26.8.2 List output of air pollution emissions 2397
26.9 Saving air pollution emissions 2397
26.10 Settings for emission calculation according to HBEFA 2397
26.10.1 Defining fleet compositions for the calculation 2397
26.10.1.1 Creating fleet compositions 2397
26.10.1.2 Attributes and options of fleet compositions 2399
26.10.1.3 Editing fleet compositions 2399
26.10.1.4 Duplicating fleet compositions 2400
26.10.1.5 Renumbering fleet compositions 2400
26.10.1.6 Combining existing fleet compositions 2401
26.10.1.7 Converting HBEFA-based fleet compositions into custom fleet com-
positions 2401
26.10.1.8 Editing weights of subsegments 2402
26.10.1.9 Renumbering fleet compositions 2403

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26.10.1.10 Deleting a fleet composition 2403

26.10.2 Calculating emissions according to HBEFA 2403
26.10.2.1 Input attributes for calculation 2404
26.10.2.2 Emission calculation according to HBEFA 2404
26.10.2.3 Parameters of the HBEFA procedure 2405
26.10.3 Resetting emission calculation 2408
26.10.4 Displaying the emission calculation results 2408
26.10.4.1 Displaying the results in lists 2409
26.10.4.2 Graphic display of HBEFA results 2409
26.10.5 Saving HBEFA results 2410
27 Using GIS functionalities 2413
27.1 Editing the coordinate system and scale 2413
27.1.1 Selecting a coordinate system 2413
27.1.2 Editing the network scale 2415
27.1.3 Recalculating lengths 2415
27.1.4 Rotate, shift, scale network 2416
27.2 GIS objects 2417
27.2.1 Showing objects from a personal geodatabase in Visum 2418
27.2.2 Finding a GIS object 2419
27.2.3 Selecting GIS objects 2419
27.2.3.1 Marking a GIS object 2419
27.2.3.2 Marking several GIS objects 2420
27.2.3.3 Setting GIS objects active/passive 2420
27.2.4 Editing attribute values of GIS objects 2420
27.2.4.1 Editing the attribute values of a GIS object 2420
27.2.4.2 Editing the attribute values of marked GIS objects 2420
27.2.4.3 Editing the attribute values of all or all active GIS objects 2421
27.2.5 Setting graphic parameters for GIS objects 2421
27.2.6 Output of GIS objects in lists 2423
27.2.7 Ending the display of objects from a personal geodatabase 2423
27.3 Intersecting objects 2423
27.4 The Shapefiles interface 2427
27.4.1 Importing Shapefiles 2427
27.4.2 Exporting Shapefiles 2437
27.5 Inserting additional information in the network display 2438
27.6 Using texts in the network display 2438
27.6.1 Inserting background/legend text 2439
27.6.2 Editing background/legend text 2439
27.6.3 Shifting a text 2439
27.6.4 Rotating a text 2439
27.6.5 Copying and pasting a text 2440
27.6.6 Background/legend text parameters 2440
27.6.7 Deleting a text 2441

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27.6.8 Editing the font size of background / legend texts 2441

27.6.9 Editing the font of background / legend texts 2442
27.6.10 Deleting all existing background / legend texts 2442
27.6.11 Saving texts 2443
27.6.12 Opening texts 2443
27.7 Using backgrounds in the network display 2444
27.7.1 Inserting background images of map services provided on the Internet 2444
27.7.1.1 Specifying default settings for inserting background maps 2444
27.7.1.2 Dynamically embedding background maps provided on the Internet 2447
27.7.1.3 Statically embedding background maps provided on the Internet 2449
27.7.1.4 Searching locations in background maps 2450
27.7.2 Creating a background from a file 2451
27.7.3 Editing the drawing order of backgrounds 2452
27.7.4 Showing and hiding backgrounds 2452
27.7.5 Editing a background manually 2453
27.7.6 Measuring links with the scale 2454
27.7.7 Editing a background 2455
27.7.7.1 Setting a tie point 2456
27.7.8 Editing backgrounds of the type shape 2456
27.7.9 Deleting backgrounds 2457
27.7.10 Saving a background 2458
27.7.11 Generating world file 2458
27.8 Using polygons in the network display 2458
27.8.1 Creating a rectangle 2458
27.8.2 Creating lines/polygons 2459
27.8.3 Editing the properties of a closed polygon 2459
27.8.4 Editing the properties of an open polygon 2460
27.8.5 Shifting a polygon 2461
27.8.6 Copying and pasting a polygon 2461
27.8.7 Deleting a polygon 2461
27.8.8 Deleting all polygons 2462
27.8.9 Saving polygons 2462
27.9 Creating a legend 2462
27.9.1 Inserting a legend 2462
27.9.2 Editing the legend 2467
27.9.3 Hiding the legend 2468
27.9.4 Opening and saving legend parameters 2468
27.9.4.1 Saving legend parameters 2469
27.9.4.2 Opening legend parameters 2469
28 Settings for interactive analyses 2471
28.1 Displaying flow bundles 2471
28.1.1 Inserting a flow bundle 2471
28.1.1.1 Setting a network object as flow bundle condition 2473

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28.1.1.2 Using PuT network objects to make settings for flow bundle conditions 2475
28.1.1.3 Calculating flow bundles on the basis of stops of selected fare zones 2478
28.1.1.4 Filtering paths via active and passive network objects and traffic types 2479
28.1.1.5 Linking flow bundle conditions with AND THEN and OR 2482
28.1.1.6 PrT flow bundles with temporal restrictions 2483
28.1.1.7 PuT flow bundles with temporal restrictions 2484
28.1.2 Setting graphic parameters for the display of flow bundles 2485
28.1.3 Displaying flow bundles in lists 2488
28.1.4 Saving flow bundle volumes 2490
28.2 Displaying isochrones and the accessibility of network objects 2490
28.2.1 Displaying isochrones and accessibility in PrT 2491
28.2.2 Displaying isochrones and accessibility in PuT 2493
28.2.3 Setting graphic parameters for the display of isochrones 2495
28.2.3.1 Setting the display for PrT isochrones at links 2495
28.2.3.2 Displaying the accessibility of network object types according to classes 2496
28.2.4 Displaying isochrones in lists 2497
28.2.5 Saving isochrones 2497
28.3 Searching for and displaying shortest paths 2498
28.3.1 Shortest path search PrT 2498
28.3.2 Shortest path search PuT 2500
28.3.3 Setting the graphic parameters for shortest paths 2504
28.3.4 Displaying shortest path searches in lists 2505
28.3.5 Saving a shortest path search 2505
29 Displaying data graphically and in lists 2507
29.1 Working with lists 2507
29.1.1 Opening a list 2508
29.1.2 The list window 2508
29.1.3 Setting list options 2512
29.1.3.1 Using thousands separators 2514
29.1.4 Adjusting the list layout 2514
29.1.4.1 Editing window headers of lists 2514
29.1.4.2 Viewing/Hiding attributes 2514
29.1.4.3 Adding statistical evaluation data rows to a list 2515
29.1.4.4 Filtering the data of a column 2515
29.1.4.5 Fixing the columns of a list 2519
29.1.4.6 Adjusting the column width to the contents 2519
29.1.4.7 Aggregating rows of a list 2520
29.1.4.8 Setting color schemes for attribute values 2522
29.1.4.9 Sorting lists in advance 2523
29.1.4.10 Saving a list layout 2524
29.1.4.11 Reading a list layout 2525
29.1.4.12 Copying list layout to a different Visum instance 2525
29.1.5 Sorting a list 2526
29.1.5.1 Sorting a list by one column 2526

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29.1.5.2 Sorting a list by several columns 2526

29.1.6 Applying filters to lists 2526
29.1.6.1 Showing only active network objects 2526
29.1.6.2 Limiting list display to a selection 2527
29.1.7 Finding objects in lists 2532
29.1.7.1 Finding an object in a list 2532
29.1.7.2 Finding object in either direction 2532
29.1.7.3 Searching for data records in PuT path lists 2532
29.1.7.4 Finding objects in PrT paths lists 2533
29.1.8 Selecting list sections 2533
29.1.8.1 Marking list sections with the mouse 2533
29.1.8.2 Selecting list sections via the keyboard 2534
29.1.9 Synchronizing network object lists with other windows 2535
29.1.10 Editing the properties of objects in lists 2535
29.1.10.1 Editing attribute values in a list 2535
29.1.10.2 Using attribute values for calculations in a network object list 2537
29.1.11 Deleting object in list 2538
29.1.12 Saving values of a column as user-defined attribute 2539
29.1.13 Importing and exporting list contents 2539
29.1.13.1 Saving a list as an attribute file 2539
29.1.13.2 Reading attribute data into lists 2542
29.1.13.3 Exchanging list contents via the Clipboard 2542
29.1.13.4 Exporting attributes to a database 2543
29.1.14 Printing a list and print settings 2546
29.1.14.1 Specifying the layout for list printout 2546
29.1.14.2 Printing a list 2550
29.1.14.3 Saving the list as a PDF 2551
29.2 Specifying basic settings for the Network editor window 2551
29.2.1 Specifying basic settings 2551
29.2.2 Editing the display and order of drawing settings for graphic layers 2553
29.2.3 Showing background maps 2554
29.3 Showing/hiding extended markings 2554
29.3.1 Highlighting related network objects permanently 2554
29.3.2 Disabling the highlighting of the related network objects permanently 2555
29.3.3 Highlighting related network objects temporarily 2555
29.4 Displaying point objects in the Network editor window 2556
29.4.1 Displaying active point objects 2556
29.4.2 Displaying passive point objects 2561
29.4.3 Displaying marked point objects 2561
29.4.4 Displaying traversed stop points 2562
29.4.5 Displaying Points of Interest 2562
29.4.5.1 Displaying Points of Interest 2562
29.4.5.2 Editing the display settings of a POI category 2564

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29.4.5.3 Applying display settings to sub-categories 2565

29.4.5.4 Defining the standard display for the display of POIs 2565
29.4.5.5 Showing POI connections 2566
29.4.6 Displaying GIS objects 2567
29.5 Displaying line objects in the Network editor window 2567
29.5.1 Displaying active line objects 2567
29.5.2 Displaying passive line objects 2571
29.5.3 Displaying marked line objects 2571
29.5.4 Displaying one-way roads 2571
29.5.5 Labeling line objects 2572
29.5.5.1 Labeling active line objects 2572
29.5.5.2 Labeling passive line objects 2575
29.5.5.3 Labeling marked line objects 2575
29.5.6 Setting the line style properties 2576
29.5.7 Setting parameters for the line style 2577
29.6 Displaying properties via bars 2579
29.6.1 Displaying bars and adjusting basic settings 2580
29.6.2 Defining one or multiple bars 2585
29.6.3 Setting the display properties of a bar 2586
29.6.3.1 Setting the display properties of a standard bar 2587
29.6.3.2 Configuring a difference bar display 2592
29.6.3.3 Configuring the display of a line bar 2593
29.6.3.4 Configuring the display of a PrT path bar 2599
29.6.4 Changing the display or label of a bar 2600
29.7 Displaying classified objects based on attribute values 2600
29.7.1 Setting up classes and class limits for classification 2601
29.7.2 Editing the classification classes 2603
29.7.2.1 Changing the classification settings of a point object 2603
29.7.2.2 Changing the classification settings of a line object 2604
29.7.2.3 Editing the colors of all classes 2605
29.7.2.4 Editing the sizes for all classes 2611
29.7.3 Creating and deleting an individual class 2612
29.7.4 Editing the display settings and class limits of a class 2613
29.7.4.1 Editing the display settings and class limits of a point object class 2613
29.7.4.2 Editing the display settings and class limits of a line object class 2616
29.8 Adding tables or charts to network objects 2618
29.8.1 Adding tables to network objects 2619
29.8.2 Adding charts to network objects 2622
29.9 Displaying transfer relations between stop areas 2625
29.9.1 Displaying transfer relations 2625
29.10 Displaying stop catchment areas in the Network editor window 2626
29.10.1 Activating the display of stop catchment areas 2626
29.10.2 Editing the graphic parameters of stop catchment areas 2626
29.11 Displaying lane allocations in the Network editor window 2628

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29.11.1 Activating the display of lane allocations 2628

29.11.2 Setting graphic parameters for lane allocation 2628
29.12 Displaying turns, main turns, and turn volumes 2629
29.12.1 Displaying turns and main turns 2629
29.12.2 Adjusting the basic settings for the display of turn volumes 2631
29.12.3 Displaying turn volumes 2636
29.12.3.1 Displaying turn volumes at single nodes 2637
29.12.3.2 Displaying the turn volumes of the visible nodes 2638
29.12.3.3 Displaying the turn volumes of main nodes 2639
29.12.4 Hiding turn volumes 2639
29.12.5 Editing the display of turn volumes in the Network editor window 2640
29.12.5.1 Editing the radius of turn volumes 2640
29.12.5.2 Hiding/Showing turn volume labels 2641
29.12.6 Exporting turn volumes 2641
29.13 Displaying path sequence items 2643
29.13.1 Labeling path sequence items 2644
29.13.1.1 Switching on labels of path sequence items 2644
29.13.1.2 Setting labels for path sequence items 2645
29.14 Displaying tours 2646
29.14.1 Displaying activity executions 2646
29.14.2 Displaying trips 2647
29.14.3 Displaying labels for trips and activity executions 2647
29.15 Reading and saving graphic parameters of the Network editor window 2647
29.15.1 Saving graphic parameters for the Network editor window 2647
29.15.2 Reading graphic parameters of the Network editor window 2649
29.15.3 Copying graphic parameters into another Visum instance 2651
29.16 Printing the network display 2651
29.16.1 Setting a printed page 2651
29.16.2 Specifying the print area 2654
29.16.3 Settings for print frame, header and footer 2655
29.16.4 Editing graphic parameters and the legend in the print preview 2658
29.16.4.1 Editing graphic parameters in the print window 2659
29.16.4.2 Editing the legend in the print window 2659
29.16.5 Starting print output 2659
29.17 Displaying connections and transfer flows at stops 2660
29.17.1 The Transfers display of regular services window 2660
29.17.2 Activating the transfers display of regular services 2663
29.17.3 Setting the bar display for transfer flows 2665
29.17.4 Synchronizing the transfers display of regular services with other windows 2667
29.17.5 Adjusting the transfers display of regular services 2668
29.17.6 Setting the graphic parameters for the Transfers display of regular services 2668
29.17.6.1 Setting graphic parameters for arrival and departure groups in the trans-
fers display of regular services 2668

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29.17.6.2 Setting the graphic parameters for transfer flows 2670

29.17.6.3 Setting the display for through passenger edges 2671
29.17.6.4 Setting graphic parameters for transfer times and minimum walk times 2671
29.17.6.5 Setting the graphic parameters for the scale 2672
29.17.7 Reading and saving graphic parameters for the Transfers display of regular
services 2672
29.17.7.1 Saving the graphic parameters of the transfers display of regular ser-
vices 2672
29.17.7.2 Opening graphic parameters of the transfers display of regular services 2673
29.17.8 Creating a legend for the Transfers display of regular services 2673
29.17.9 Printing or exporting the transfers display of regular services 2673
29.17.9.1 Printing the transfers display of regular services 2673
29.17.9.2 Exporting the transfers display of regular services as graphics file 2674
29.18 Displaying desire lines 2674
29.18.1 Displaying desire line bars and adjusting basic settings 2674
29.18.2 Displaying bars for desire lines 2677
29.18.3 Hiding the display of single desire lines 2678
29.19 Two-dimensional display of attribute values around point objects 2679
29.20 Using the 3-D network view 2680
29.20.1 Opening the 3-D network view 2681
29.20.2 The 3-D network view window 2681
29.20.3 Navigating in the 3-D network view 2682
29.20.3.1 Flight over the network 2682
29.20.3.2 Opening and saving camera positions 2683
29.20.4 Synchronizing 3-D network view with other windows 2683
29.20.5 Specifying settings for 3D graphics 2683
29.20.6 Setting graphics parameters for 3-D network view 2684
29.20.6.1 Basic settings for the 3-D network view 2684
29.20.6.2 Selecting a display type 2685
29.20.6.3 Displaying prisms 2686
29.20.6.4 Displaying 3D bars 2687
29.20.6.5 Copying graphic parameters of the Network editor window 2690
29.20.7 Using storyboards 2690
29.20.7.1 Creating a storyboard 2690
29.20.7.2 Editing a storyboard 2690
29.20.7.3 Loading an existing storyboard 2694
29.20.7.4 Playing a storyboard 2694
29.20.7.5 Recording a storyboard as video 2695
29.20.7.6 Closing a storyboard 2695
29.20.7.7 Deleting a storyboard 2695
29.20.8 Using information signs 2695
29.20.8.1 Creating information signs 2696
29.20.8.2 Editing information signs 2698
29.20.8.3 Showing and hiding information signs 2698

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29.20.8.4 Deleting information signs 2699

29.20.9 Saving the 3-D network view 2699
29.21 Visualizing vehicles of the SBA assignment 2700
29.21.1 Opening the 3-D network view - SBA 2701
29.21.2 The window 3-D network view - SBA 2701
29.21.3 Adjusting the display of SBA trajectories 2702
29.21.4 Recording trajectories afterwards 2703
29.21.5 Playing an SBA recording 2703
29.21.6 Synchronizing the SBA visualization with other windows 2704
29.22 Displaying route courses in the network editor window 2704
29.23 Creating schematic line diagrams 2707
29.23.1 Opening schematic line diagrams 2708
29.23.2 Selecting display level for displayed edges 2708
29.23.3 Displaying stops in the schematic line diagram 2709
29.23.3.1 Displaying individual stops as transfer nodes 2709
29.23.3.2 Displaying active stops as transfer nodes 2709
29.23.4 Displaying vehicle journeys in the schematic line diagram 2709
29.23.5 Selecting vehicle journeys for the schematic line diagram 2712
29.23.6 Removing vehicle journeys from the schematic line diagram 2712
29.23.7 Choosing vehicle journeys of selected lines for the schematic line diagram 2713
29.23.8 Deleting vehicle journeys of marked lines from the schematic line diagram 2714
29.23.9 Setting graphic parameters for the schematic line diagram 2715
29.23.9.1 Showing help grids 2715
29.23.9.2 Setting the display of transfer nodes 2716
29.23.9.3 Setting transfer node labels 2717
29.23.9.4 Setting the display of edge courses 2718
29.23.9.5 Setting graphics parameters for the label of the edge courses 2724
29.23.9.6 Setting the display properties of edge course bars 2726
29.23.9.7 Setting the display properties of transfer bars 2726
29.23.9.8 Setting the display for chained up vehicle journey sections 2727
29.23.9.9 Setting the display for through passenger edges 2728
29.23.9.10 Setting the display properties for branches 2728
29.23.9.11 Setting the display properties of the print frame 2729
29.23.9.12 Showing texts 2729
29.23.10 Creating a legend for the schematic line diagram 2729
29.23.11 Post-processing schematic line diagrams 2730
29.23.11.1 Manually editing schematic line diagrams 2730
29.23.11.2 Separating all edges 2735
29.23.11.3 Bundling edges 2735
29.23.11.4 Deleting unused edge courses 2738
29.23.11.5 Setting the position of centered labels at edges 2738
29.23.11.6 Adjusting the centered label of multiple edges 2738
29.23.12 Synchronizing the schematic line diagram with other windows 2739
29.23.13 Setting the layout for schematic line diagrams 2739

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29.23.14 Reading and saving the layout of schematic line diagrams 2744
29.23.14.1 Saving the layout of a schematic line diagram 2745
29.23.14.2 Reading the layout of a schematic line diagram 2745
29.23.15 Inserting text into the schematic line diagram 2745
29.23.15.1 Editing a text 2746
29.23.15.2 Moving a text 2746
29.23.15.3 Rotating a text 2747
29.23.15.4 Changing the arrow at text position 2747
29.23.15.5 Deleting a text 2747
29.23.16 Refreshing the view of the schematic line diagram 2747
29.23.17 Displaying statistics 2747
29.23.18 Printing schematic line diagrams 2748
29.24 Displaying signal time-space diagrams 2748
29.24.1 Opening a signal time-space diagram 2748
29.24.2 The signal time-space diagram window 2750
29.24.3 Adjusting the signal time-space diagram 2751
29.24.4 Synchronizing the signal time-space diagram with other windows 2753
29.24.5 Changing offsets in the signal time-space diagram 2754
29.24.6 Setting graphic parameters for the signal time-space diagram 2755
29.24.7 Saving and reading the graphic parameters of the signal time-space dia-
gram 2758
29.24.7.1 Saving the graphic parameters of the signal time-space diagram 2758
29.24.7.2 Opening graphic parameters of the signal time-space diagram 2759
29.24.8 Printing or exporting the signal time-space diagram 2759
29.25 Displaying profiles 2760
29.25.1 Opening the profile view 2760
29.25.2 The profile window 2761
29.25.3 Specifying settings for profiles 2762
29.25.4 Setting graphic parameters for profiles 2763
29.25.4.1 Copying a classification between time course and detail view 2764
29.25.5 Saving and opening the layout of profiles 2765
29.25.5.1 Saving the layout of profiles 2765
29.25.5.2 Opening the layout of profiles 2765
29.25.6 Exporting profiles 2765
29.26 Creating column charts 2766
29.26.1 Displaying column charts 2766
29.26.2 Exporting a column chart 2770
29.27 Using the graphical and tabular timetable 2770
29.27.1 Opening the graphical and the tabular timetable 2771
29.27.2 Selecting lines to be displayed in the timetable 2772
29.27.2.1 Selecting basic lines for display in the timetable 2772
29.27.2.2 Calculating line selection based on stop sequence 2774
29.27.2.3 Editing your line selection 2776

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29.27.2.4 Synchronizing the Timetable lines window with other windows 2777
29.27.3 Selecting the stop sequence for the timetable 2778
29.27.4 Basic stop sequence settings 2779
29.27.5 Removing zigzags from the stop sequence 2780
29.27.6 Inverting the order of marked stops 2780
29.27.7 Adopting the line selection for the timetable from objects of the stop hier-
archy 2781
29.27.8 Lines: Setting the line selection for the timetable 2781
29.27.9 Editing the stop sequence manually 2782
29.27.9.1 Assigning line route items to stop events of the stop sequence 2783
29.27.9.2 Editing the stop sequence 2784
29.27.10 Windows for editing the timetable 2787
29.27.10.1 The tabular timetable window 2788
29.27.10.2 The graphical timetable window 2789
29.27.10.3 Setting options for the display of timetables 2790
29.27.11 Synchronizing the graphical and tabular timetables with other windows 2790
29.27.12 Removing zigzag from the stop sequence in the tabular or graphic
timetable 2791
29.27.13 Managing vehicle journeys and vehicle journey sections 2792
29.27.13.1 Showing only active vehicle journeys 2794
29.27.13.2 Showing only vehicle journeys relevant to the current stop sequence 2795
29.27.13.3 Creating a vehicle journey 2795
29.27.13.4 Duplicating vehicle journey 2798
29.27.13.5 Copying and pasting vehicle journeys 2798
29.27.13.6 Finding vehicle journeys 2800
29.27.13.7 Create regular services 2800
29.27.13.8 Editing the values of vehicle journey attributes 2803
29.27.13.9 Marking vehicle journeys 2803
29.27.13.10 Editing vehicle journeys 2806
29.27.13.11 Editing vehicle journey items 2806
29.27.13.12 Editing the attribute values of all or all active vehicle journeys 2807
29.27.13.13 Aggregating vehicle journeys 2808
29.27.13.14 Shifting vehicle journeys temporally 2808
29.27.13.15 Shifting vehicle journeys to a different line 2809
29.27.13.16 Coupling vehicle journeys 2810
29.27.13.17 Setting couplings to the maximum extension 2811
29.27.13.18 Separating vehicle journeys or shortening the coupled section 2812
29.27.13.19 Displaying vehicle journeys of the schematic line diagram 2813
29.27.13.20 Editing regular services 2813
29.27.13.21 Deleting vehicle journeys 2817
29.27.13.22 Creating vehicle journey sections 2818
29.27.13.23 Duplicating vehicle journey sections 2819
29.27.13.24 Editing a vehicle journey section 2819
29.27.13.25 Editing the attribute values of all or all active vehicle journey sections 2821

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29.27.13.26 Replacing a vehicle journey combination on vehicle journey sections 2822

29.27.13.27 Normalizing vehicle journey sections 2823
29.27.13.28 Deleting vehicle journey sections 2824
29.27.14 Sorting or grouping vehicle journeys in the tabular timetable 2825
29.27.14.1 No sorting (standard sorting) 2825
29.27.14.2 Sorting by vehicle journey attribute 2826
29.27.14.3 Sorting vehicle journeys chronologically 2826
29.27.14.4 Grouping by vehicle journey attribute 2827
29.27.15 Special functions in the graphical timetable 2827
29.27.15.1 Setting the orientation of the graphical timetable 2827
29.27.15.2 Adjusting the graphical timetable display 2828
29.27.15.3 Marking and editing vehicle journeys in the graphical timetable 2829
29.27.15.4 Saving the graphical timetable to a graphics file 2830
29.27.16 Displaying reached and missed connecting journeys 2830
29.27.17 Managing planned connecting journeys 2832
29.27.17.1 Inserting planned connecting journeys 2832
29.27.17.2 Deleting planned connecting journeys 2833
29.27.18 Specifying the tabular timetable layout 2834
29.27.18.1 Selecting the attributes to be displayed 2834
29.27.18.2 Setting the optimum height for tables in the tabular timetable 2835
29.27.18.3 Saving the tabular timetable layout 2835
29.27.18.4 Reading the tabular timetable layout 2835
29.27.19 Setting graphic parameters for the tabular timetable 2836
29.27.19.1 Specifying the background of the table 2836
29.27.19.2 Specifying the display of the symbols of vehicle journey items 2838
29.27.20 Saving and reading the layout of the graphical timetable 2839
29.27.20.1 Saving the graphical timetable layout 2839
29.27.20.2 Reading the graphical timetable layout 2840
29.27.21 Setting graphic parameters for the graphical timetable 2840
29.27.21.1 Specifying the axes labeling 2840
29.27.21.2 Setting the display of stop sequence sections 2843
29.27.21.3 Setting the vehicle journeys display 2845
29.27.21.4 Setting the display for chained up vehicle journey sections 2859
29.27.21.5 Setting the display of conflicts 2860
29.27.21.6 Setting the print frame 2861
29.27.21.7 Resetting the graphic parameters of the timetable 2861
29.27.21.8 Reading graphic parameters for the timetable 2861
29.27.22 Saving graphic parameters for the graphical and tabular timetable 2861
29.27.23 Creating a legend for the graphical timetable 2862
29.27.24 Printing the graphical timetable 2862
29.27.25 Exporting and printing the tabular timetable 2862
30 Using interfaces for data exchange 2865
30.1 ANM interface 2866
30.1.1 Transferring data from Visum to Vissim 2866

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30.1.1.1 Defining roundabouts for Vissim 2867

30.1.2 Saving an abstract network model 2869
30.1.3 Saving settings for a Vissim export 2873
30.1.4 Reading settings for a Vissim export 2874
30.1.5 Reading an abstract network model 2874
30.1.6 Exporting subnetworks via ANM interface 2874
30.1.7 Description of the data generated by an ANM import 2876
30.1.8 Vissim route export 2886
30.2 Reading connections and routes 2887
30.2.1 Importing connections 2887
30.2.2 Importing routes 2888
30.2.3 Extended route import 2889
30.3 Public transport data import 2892
30.3.1 HAFAS import 2893
30.3.1.1 Importing HAFAS data 2894
30.3.1.2 Notes on the imported HAFAS data 2898
30.3.1.3 Saving settings for HAFAS import 2902
30.3.1.4 Reading settings for the HAFAS import 2903
30.3.1.5 Resetting the HAFAS import settings 2903
30.3.2 VDV 452 interface 2903
30.3.2.1 Importing VDV 452 data 2904
30.3.2.2 Comparison of VDV 452 and Visum data model 2905
30.3.2.3 Exporting Visum data to VDV 452 2922
30.3.3 RailML® interface 2926
30.3.3.1 Importing RailML® data 2926
30.3.3.2 Notes on imported railML® data 2939
30.3.3.3 Saving settings for railML® import 2945
30.3.3.4 Reading in settings for railML® import 2945
30.3.3.5 Resetting the railML® import settings 2945
30.3.3.6 Exporting Visum data to railML® 2946
30.3.3.7 Saving settings for railML® export 2949
30.3.3.8 Loading settings for railML® export 2950
30.3.3.9 Resetting railML® export settings 2950
30.3.4 General Transit Feed interface 2950
30.3.4.1 Exporting Visum data to General Transit Feed 2950
30.3.4.2 Comparison of General Transit Feed and Visum data model 2952
30.3.4.3 General Transit Feed (GTFS) import 2958
30.3.4.4 Saving settings for a GTFS import 2960
30.3.4.5 Reading settings for the GTFS import 2960
30.3.4.6 Resetting the GTFS import settings 2961
30.3.5 PuT supply import 2961
30.3.5.1 Importing PuT supply data 2963
30.3.5.2 Saving settings for PuT supply import 2970
30.3.5.3 Reading settings for PuT supply import 2970

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30.3.5.4 Resetting the PuT supply import settings 2971

30.4 Emme import 2971
30.4.1 Importing Emme data 2971
30.4.2 Saving the settings for the Emme import 2975
30.4.3 Reading the settings for an Emme import 2976
30.4.4 Resetting the Emme import settings 2976
30.5 Synchro import 2976
30.6 Vistro import 2976
30.6.1 Modifications to Vistro networks 2977
30.6.2 Modifications to Visum networks 2977
30.6.3 Notes on data adjustment for assignment 2977
30.6.4 Changes to the procedure settings during the import 2978
30.7 Importing path sequences 2979
30.8 SATURN import 2980
30.8.1 Importing SATURN data 2981
30.8.2 Description of the network file generated through SATURN import 2981
30.8.3 SATURN import: Notes on changes to the network topology 2995
30.8.3.1 Basic rules for reading connectors in the simulation network 2995
30.8.3.2 Different cases for importing connectors 2995
30.8.4 Notes on data adjustment for assignment with ICA 2997
30.8.4.1 SATURN import: Node and turn attribute values 2998
30.8.4.2 SATURN import: Nodes with control type "unknown" 2998
30.8.4.3 SATURN import: New signal group for unsignalized left turns 2999
30.9 OpenStreetMap import 2999
30.9.1 Notes on the data generated from OpenStreetMap data 3000
30.9.2 Importing OpenStreetMap data 3002
30.9.2.1 Downloading and preparing OpenStreetMap data 3002
30.9.2.2 Running the import process with a predefined configuration 3002
30.9.2.3 Checking the import results 3003
30.9.3 Adapting the import process 3004
30.9.3.1 Running the import process with a user-defined configuration 3004
30.9.3.2 Creating a network section for data import 3005
30.9.4 Structure of the configuration sets 3006
30.9.4.1 Network file with default settings 3006
30.9.4.2 Configuration file for import parameters 3006
30.9.4.3 Defining the import process 3009
30.9.4.4 Expressions 3009
30.10 Intersection data import 3011
30.10.1 Importing intersection data 3011
30.10.2 Notes on the imported intersection data 3014
30.10.3 Saving settings for an intersection data import 3017
30.10.4 Reading settings for the intersection data import 3018
30.10.5 Resetting the intersection data import settings 3018
30.11 Importing GPX 3018

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30.11.1 Importing GPX data 3019

30.11.2 Notes on the imported GPX data 3022
30.11.2.1 Import of tracks and track segments as paths 3023
30.11.2.2 Importing tracks and track segments as linear POIs 3027
30.12 MapFan DB import 3029
30.12.1 Importing MapFan DB data 3029
30.12.2 Notes on MapFan DB data 3030
30.13 DBF import 3032
30.14 Mobility as a Service (MaaS) interface 3033
30.14.1 Mobility as a Service (MaaS) export 3033
30.14.2 Mobility as a Service (MaaS) import 3036
30.14.2.1 MaaS import - Notes on imported files 3037
30.15 Visum Publisher export 3040
30.15.1 Changing the selection of network objects for export to Visum Publisher 3046
30.15.2 Saving settings for a Visum Publisher export 3047
30.15.3 Loading settings for a Visum Publisher export 3047
30.15.4 Using the Data Transfer Tool 3047
30.16 Database interface 3049
30.16.1 Exporting Visum data to an Access database 3050
30.16.2 Exporting Visum data to an SQL database 3050
30.16.3 Exporting Visum data to an SQLite database 3051
30.16.4 Importing an Access database 3051
30.16.4.1 Import network from Access database 3051
30.16.4.2 Import list from Access database 3052
30.16.5 Importing an SQL database 3052
30.16.6 Connecting Visum to a Personal Geodatabase 3053
30.17 Attribute interface 3054
30.17.1 Saving an attribute file 3054
30.17.2 Reading an attribute file 3054
30.17.3 Exchanging attribute data via the clipboard 3057
30.18 Shapefile interface 3057
30.19 Graphics interfaces 3057
30.19.1 PDF export 3058
30.19.1.1 Saving the network display as a PDF file 3059
30.19.2 DXF export 3059
30.19.3 SVG export 3060
30.19.3.1 Exporting a network display as a *.svg graphics file 3060
30.19.3.2 Notes on Visum SVG files in Adobe Illustrator 3066
30.19.3.3 Changing the coding of Visum SVG files 3067
30.19.4 Exporting a screenshot or raster graphic from screen 3068
31 Combined add-on programs 3070
31.1 Visum Safety 3070
31.1.1 Important prerequisites 3071

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31.1.2 Opening Visum Safety 3071

31.1.3 Objects and attributes 3071
31.1.4 Editing accidents 3072
31.1.4.1 Importing accidents 3073
31.1.4.2 Placing and allocating accidents 3081
31.1.4.3 Multi-allocating accidents automatically 3082
31.1.4.4 Showing or hiding accidents 3083
31.1.4.5 Finding an accident 3084
31.1.4.6 Editing the display settings for accidents 3084
31.1.4.7 Viewing the list of accidents 3086
31.1.4.8 Filtering accidents 3086
31.1.4.9 Viewing accident data 3091
31.1.4.10 Deleting accidents 3093
31.1.5 Editing black spots 3093
31.1.5.1 Creating a black spot from accidents in the network 3093
31.1.5.2 Generating black spots from accident hotspots 3094
31.1.5.3 Updating black spots 3095
31.1.5.4 Showing or hiding black spots 3096
31.1.5.5 Finding a black spot 3096
31.1.5.6 Editing the display settings for black spots 3096
31.1.5.7 Viewing the list of black spots 3097
31.1.5.8 Filtering black spots 3097
31.1.5.9 Viewing black spot data 3099
31.1.6 Editing sections 3099
31.1.6.1 Generating sections 3100
31.1.6.2 Showing and hiding sections 3101
31.1.6.3 Finding a section 3101
31.1.6.4 Editing graphic parameters of sections 3101
31.1.6.5 Displaying the list of sections 3102
31.1.6.6 Activating or deactivating the sections filter 3102
31.1.6.7 Filtering sections 3102
31.1.6.8 Marking the links of a section 3103
31.1.6.9 Merging sections 3103
31.1.6.10 Splitting sections 3103
31.1.6.11 Deleting sections 3103
31.1.7 Editing links 3104
31.1.7.1 Showing or hiding links 3104
31.1.7.2 Finding a link 3104
31.1.7.3 Editing the display settings for links 3105
31.1.7.4 Viewing the list of links 3106
31.1.7.5 Switching on or off the link filter 3106
31.1.7.6 Filtering links 3106
31.1.7.7 Determining the link sequence 3106
31.1.8 Editing nodes 3107
31.1.8.1 Showing or hiding nodes 3107

LXX © PTV GROUP
 Contents

31.1.8.2 Finding a node 3107

31.1.8.3 Editing the display settings for nodes 3107
31.1.8.4 Viewing the list of nodes 3108
31.1.8.5 Activating and deactivating the filter for nodes and main nodes 3109
31.1.8.6 Filtering nodes and main nodes 3109
31.1.9 Carrying out accident predictions 3109
31.1.9.1 Defining main nodes and checking the control type 3110
31.1.9.2 Defining the APM link type 3110
31.1.9.3 Selecting the APM attribute and showing an accident prediction 3111
31.1.9.4 Displaying results of an accident prediction 3112
31.1.10 Viewing program information 3112
32 Working with scripts 3113
32.1 Running script files 3113
32.2 Editing the script menu 3113
32.2.1 Creating a new item on the script menu 3114
32.2.2 Creating a new submenu item on the script menu 3114
32.2.3 Editing a submenu entry or an entry on the script menu 3115
32.3 Embedding add-ins automatically via a project directory 3116
32.3.1 Adjusting Add-in parameters 3116
32.4 Integrating script files or script code into the procedure sequence 3116
32.5 Python as additional script language 3117
32.5.1 Opening a Python Console in Visum 3118
32.5.2 Example 1 for applying script language 3118
32.5.3 Example 2 for applying script language 3118
33 Appendix 3123
33.1 File types 3123
33.2 Matrix formats 3127
33.2.1 Visum-specific matrix file formats 3127
33.2.2 Data structures of matrices in Visum-specific text formats 3128
33.2.2.1 Format $V 3129
33.2.2.2 Format $O 3131
33.2.2.3 Format $E 3131
33.2.2.4 Format $S 3132
33.2.2.5 Format $T 3132
33.2.3 Format CSV for skim matrices 3133
Index 3136

© PTV GROUP LXXI
 1 Introduction

1 Introduction
Welcome to PTV Visum (Visum), which is the leading software program for traffic and transport
analyses and forecasts worldwide and allows for GIS-based data management in the field of
private and public transport.
Visum is a program for computer-aided transport planning, which serves to analyze and plan a
transportation system. A transportation system includes private and public transport supplies (PrT
and PuT) and travel demand. Visum supports planners to develop measures and determines the
impact of these measures. This manual is intended to support you in your work with the program.
However, it is not considered to be a substitute for a training course.

Topics
Fields of application for Visum in PrT and PuT
Documents
Technical information
How to install and start Visum
Service & Support

1.1 Fields of application for Visum in PrT and PuT

Visum determines the impacts of existing or planned transport supply which can encompass both
the PrT road network and the PuT line network (including timetables). In addition to these classic
use cases, newer forms are added as well as supplies that represent combinations. Support is
provided both in the development of the supply, the analysis of the supply, and the evaluation of
variants.

Fields of application for planning tasks in classic Public Transport (PuT)

Planning and analysis of line networks

Design and analysis of timetables
Estimation of driver and vehicle requirements
Cost-benefit analyses
Display (graphic/tabular) of PuT-specific indicators (sold tickets, number of passengers
boarding/alighting, number of students per zone or stop)
Evaluation and display of passenger numbers and other indicators per transport system, link,
stop, line, and operator
Creation of presentation graphics to illustrate different planning variants
Calculation and forecast of territory and operator-specific expenditure and revenue indicators
Operational indicators for line costing calculation
Generation of subnetworks with corresponding partial demand matrices

Fields of application for planning tasks in Private Traffic (PrT)

Simulation of transport planning measures or construction measures to forecast resulting

traffic volumes and their impacts

© PTV Planung Transport Verkehr GmbH 1

 1.2 Documents

Prognosis of the impacts of road tolls

Intersection capacity analyses
A separate analysis of different PrT transport systems (car, HGV, bicycle)
Comparison of a demand matrix with current counted data
Determination of noise and/or pollution emissions
Generation of subnetworks with corresponding partial demand matrices

Possible applications for planning tasks with new forms of mobility or combinations

Assessing the sustainability and efficiency of mobility services

Determination of the fleet size
Estimation of the expenses for relocating vehicles
Cost-benefit analyses
Studies on the extended accessibility of conventional public transport
Estimation of the modal shift due to the introduction of new forms of mobility

1.2 Documents
We supply extensive documentation to enable you to navigate quickly and easily in Visum. The
program also contains an integrated help that provides appropriate information about the current
view.

1.2.1 Manual
The Visum documentation consists of the Fundamentals volume and the User Manual volume,
which complement each other.
The Fundamentals volume (chapters 2 - 15) provides information on the theoretical background
of transport modeling, the basic approach applied by the software, network model design, and the
procedures used to calculate the impact of transport supply. For a better comprehension of the
procedures, their effectiveness is demonstrated with a short and simple example of transport sup-
ply. The network data used to illustrate the example is supplied with Visum, which allows you to
reproduce the calculations and results in Visum.
The User Manual volume (chapters 16 - 32) provides you with all the information you need to per-
form traffic and transport planning with Visum. For each chapter in the Fundamentals volume, you
will find a corresponding chapter here that illustrates its practical implementation using Visum. In
addition, there is a chapter in the User Manual that provides an overview of the interfaces to other
programs, a chapter on the add-on program Safety, and a chapter on interactive script reading.

Note: You can find the manual in PDF format in the Doc/Eng directory of your Visum installation
folder, once the installation has been completed. You may also access the manual during a pro-
gram session via the Help menu > PTV Visum manual.

1.2.2 Help
The Visum help consists of a browser-based online help and a locally installed help for the COM
interface.

2 © PTV Planung Transport Verkehr GmbH

 1.2.2 Help

The PTV Visum Help online help consists of two parts:

The headers of the "Fundamentals" part have a blue background.
The "Using Visum" part corresponds to the user manual. Its headers are highlighted in
red.
The COM Help file contains a description of the COM interface and of the Python library of
Visum, which allows you to create your own Python applications.
The online help can be accessed in two ways:
With the context-sensitive call you will find the appropriate information for the currently active
window or for the current view of Visum. Press the F1 key to access the context-sensitive
online help.
Regardless of the window you are currently working in or the current view mode, you can
access the online help via Help > PTV Visum Help.
You can also access the COM/Python Help via the Help menu > COM Help.

© PTV Planung Transport Verkehr GmbH 3

1.2.2 Help

4 © PTV GROUP
 1.2.3 Overview of the included tutorials and examples

1.2.3 Overview of the included tutorials and examples

The following overview shows the examples and tutorials that can be installed with Visum. They are divided into the following categories:
Examples of use
Tutorials
Short tutorials
Full demo versions: \Demo_Karlsruhe\
User manual examples
COM examples
The Example folders are located under C:\Users\Public\Documents\PTV Vision\PTV Visum 2022. Some of the examples can be opened directly from within Visum (menu Help).
For each example, there is a prepared project directory file. You can find the *.pfd file in Visum in the File menu under Project directories > Open project directories, in the linked Examples
folder.

1.2.3.1 Examples of use

Besides comprehensive tutorials, illustrative brief examples of many functional areas are provided. The clearly structured network and step-by-step instructions help you gain an overview of the
general program handling and options available. The examples are supplied by default during installation and are located in the following directory: ...\User\Public\Public documents\PTV
Vision\PTV Visum 2022\Examples. If you have not installed the examples with, you can also download and install them at a later time in the download area PTV Download.

Opening the examples directory

You can open the files from within the program or on the VisumStart page in the Support services section.
From the Help > Examples menu, choose Open Examples directory.

Examples of use show various aspects of the functional scope of Visum in a compact, easy-to-understand form.

Note: Some examples are linked to matching webinars that provide you with useful additional information. Please note that the webinars were not always recorded with the current program
version and individual webinars are only offered in the language of the title displayed in the hyperlink.

Example Path Functionality

3D Visualization
Demand 4-step
Demand Freight
Demand Nested Logit
Demand Park+Ride
\Examples\ The following example shows the options available for displaying model data in the 3-D network view and how to use
3D Visualization images to record videos.
Webinar: Introducing 3D Visualisation for PTV Visum
\Examples\ The example describes the structure and application of the 4-step model for demand calculation.
Demand 4-step\
\Examples\ The example shows the structure of a tour-based freight demand model and the impact of selected parameters on the cal-
Demand Freight\ culation of demand.
\Examples\ The example shows the demand calculation with the nested demand model. The description also contains advice on
Demand Nested Logit\ modeling and developing the model.
\Examples\ The example describes how to model P+R and how to calculate P+R demand in a demand model.

© PTV Planung Transport Verkehr GmbH 5

1.2.3.1 Examples of use

Example Path Functionality

Demand Park+Ride\ Webinar: Modellierung von P+R in PTV Visum.
Demand PuT Capacity \Examples\ The example describes ways to account for public transport capacity restrictions in demand models. The approach is illus-
Demand PuT Capacity\ trated using a tour-based model, but it can easily be applied to any other type of model.
Demand Ride Sharing \Examples\ The example describes the integration of a ride sharing mode into an existing demand model.
Demand Ride Sharing
Demand Visem \Examples\ The example describes the structure and use of the tour-based model for demand calculation.
Demand Visem\
Dynamic Matrix Estimation \Examples\Matrix Correction\ This example describes the use of the dynamic matrix estimation combined with the simulation-based dynamic assi-
Dynamic Matrix Estimation\ gnment.
Dynamic Matrix Estimation- \Examples\Matrix Correction\ This example describes the use of the dynamic matrix estimation combined with the timetable-based PuT assignment.
Public Transport Dynamic Matrix Estimation\Public Webinar: Dynamic matrix estimation for timetable-based publich transport assignment
Transport
Filter \Examples\Filter\ The example shows the use of complex filters.
Formulas \Examples\ The example shows the use of formula attributes, formula matrices, and aggregation functions in lists.
Formula & List Aggregation\
Formulas\
Import GPX data \Examples\ The example shows how to import GPS data in GPS exchange format (GPX) and the use of location and time information
Import GPX data\ in the traffic model. It focuses on model validation using survey data and shows the evaluation of trajectories.
Import OSM \Examples\Import OSM\ The example shows how data from OpenStreetMap can be imported as a transport network.
Webinar: From OSM via PTV Visum to PTV Vissim
Importer PuT \Examples\Importer PuT\ The example shows different use cases for the (partial) import of public transport supply from another Visum version file.
Matrix Editor \Examples\Matrix Editor\ The example shows the various possibilities of editing and analyzing matrices with the integrated matrix editor.
Matrix TflowF Counts \Examples\Matrix Correction\ The example shows a matrix estimation based on link count data and the possibility to diagnose errors.
TFlowFuzzy\
TFF_Counts\
Matrix TflowF Distribution \Examples\ Matrix Correction\ The example shows the use of an empirical trip length distribution for the matrix estimation. The creation of matrix histo-
TFlowFuzzy\ grams is also described.
TFF_Distribution\
Model Transfer \Examples\ The example shows how scenarios can be developed and managed using model transfer files.
Model Transfer\
Multimodal Assignment \Examples\ The example describes a use case of multimodal assignment.
Multimodal Assignment\
List Aggregation \Examples\ The example shows the use of formula attributes, formula matrices, and aggregation functions in lists.
Formula & List Aggregation\
List aggregation\

6 © PTV Planung Transport Verkehr GmbH


Example Path
PrT Assignment DUE \Examples\
PrT Assignment DUE\
PrT Assignment ICA \Examples\
PrT Assignment ICA\
PrT Assignment SBA \Examples\
PrT Assignment SBA\
PrT Assignment Tribute \Examples\
PrT Assignment Tribut\
PrT HBEFA Emissions \Examples\
PrT HBEFA Emissions\
PrT Modeling AV \Examples\
PrT Modeling AV
PrT Modeling Bicycle \Examples\
PrT Modeling Bicycle
PrT Paths \Examples\PrT Path\
PrT Signal Optimization \Examples\
PrT Signal Optimization\
PrT Vissig \Examples\PrT VISSIG\
PTV Balance PTV Epics \Examples\
Vision Suite Workflow PTV Balance PTV Epics Vision Suite sim. The example is separated into two parts that require either PTV Visum or PTV Vissim.
Workflow\
PuT Cap-Restr. Headway \Examples\
PuT Capacity Restrained\
Headway-based\
PuT Cap-Restr. Timetable \Examples\
PuT Capacity Restrained\
Timetable-based\
PuT eLine Blocking \Examples\
PuT eLine Blocking\
© PTV Planung Transport Verkehr GmbH
1.2.3.1 Examples of use
Functionality
The example describes two variants (with and without spillback) of the dynamic user equilibrium assignment.
The example demonstrates the use of the method Assignment with ICA including some additional options.
The example illustrates the use of the SBA method including the description of the steps to set up a model for SBA.
Webinar: Simulation based assignment & time dynamic evaluation
In the specified folder, you will also find the document SBA_BestPraticeGuide:
The document summarizes the steps to set up a model for SBA in PTV Visum. It gives recommendations on the structure
of the network, settings of the procedure parameters, and analysis of the results. It is based on current "best practices"
and addresses several questions.
The example shows the use of different types of road tolls in combination with the Tribut assignment procedure in a trans-
port model.
The example shows the calculation of emissions according to the Handbook for Emission Factors (HBEFA 4.1).
Webinar: Emission calculation with HBEFA in PTV Visum
The example demonstrates how autonomous vehicles can be accounted for in macroscopic models, more precisely in
PrT assignments.
The example illustrates how bicycle traffic can be modeled in PTV Visum and shows a suitable methodology for assigning
bicycle demand to the network.
Webinar: Modeling Bikes in PTV Visum
The example shows the use of the network object PrT paths to compare travel times from assignments with observed
data.
The example shows the possibilities of optimization of signal programs.
This example shows how signal times for different times of day can be saved and applied with the external program
VISSIG.
This example shows the steps to set up PTV Balance and/or PTV Epics from PTV Visum and simulate them in PTV Vis-
The example shows the application and effects of capacity restrictions in the headway-based public transport assignment.
The example shows the application and effects of capacity restrictions in the timetable-based public transport assignment.
The example shows the use of line blocking for a given public transport supply under consideration of battery electric
vehicles.
7
1.2.3.1 Examples of use

Example Path Functionality

Webinar: Strategic planning for e-buses: E-line blocking in PTV Visum
PuT Intermodal \Examples\ This example describes the model adjustments that require the use of intermodal assignment. The procedure parameters
PuT Intermodal\ are defined and some results of the assignment are presented graphically.
PuT Line Blocking \Examples\ The example shows the use of line blocking for a given public transport supply.
PuT Line Blocking\ Webinar: Line Blocking in PTV Visum
PuT Schematic Line Dia- \Examples\ The example shows different aspects of editing and creating a schematic line diagram.
gram PuT Schematic Line Diagram\
PuT Survey Module \Examples\PuT Survey Module\ The example shows the use of the module "Passenger onboard survey". This module can be used to determine demand
based on survey data and e-ticketing systems.
Webinar: Enhancements of the PuT Survey module for PTV Visum
PuT Ticket Fares Timetable \Examples\ The example demonstrates the application of the fare model and various ticket types in interaction with the timetable-
PuT Ticket Fares\ based public transport assignment.
Detailed_TT\ Webinar: Fare modelling in PTV Visum
PuT Ticket Fares Headway \Examples\ The example shows the use of the fare model in the headway-based assignment.
PuT Ticket Fares\ Webinar: Fare modelling in PTV Visum
Farepoints_HB\
Ride-Sharing \Examples\ The example shows the modeling of supply and demand of a unimodal ride sharing system. It shows the settings and exe-
Ride-Sharing cution of the procedure. It describes the results and shows exemplary evaluations. Also, there is background information
for a better understanding of the work steps required.
You can find an example in English here: Modelling Ride-Sharing Systems in PTV Visum.
SBA MultiRun \Examples\ The example describes an application in scenario management for multiple executions of SBA with different random num-
SBA MultiRun\ bers.
Scenario Management I \Examples\ Part I: The example shows how scenarios can be efficiently created, edited, and analyzed network-wide with the Visum
Scenario Management\ project management feature.
You can find an example in English here: Scenario Management in PTV Visum and distributed computing.
Scenario Management II \Examples\ Part II: The example shows how scenarios can be efficiently created, edited, and analyzed in detail with the Visum project
Scenario Management\ management feature.
You can find an example in English here: Scenario Management in PTV Visum and distributed computing.
Vehicle sharing \Examples\ The example describes how to model a bike sharing system (one-way system) and its consideration within a timetable-
(Bike Sharing) Vehicle Sharing\ based public transport assignment. In addition to the steps for model construction, the essential procedure parameters
BikeSharing are presented and guidance is provided on the correct modeling and evaluation of results.
Vehicle sharing \Examples\ The example describes the modeling of a car sharing system (round-trip system) and its consideration within a timetable-
(Car Sharing) Vehicle Sharing\ based public transport assignment. In addition to the steps for model construction, the essential procedure parameters
CarSharing are presented and guidance is provided on the correct modeling and evaluation of results.

8 © PTV Planung Transport Verkehr GmbH

 1.2.3.1 Examples of use

Example Path Functionality

Vehicle sharing \Examples\ The example describes how to model an electric scooter sharing system (free-floating system) and its consideration within
(e-Scooter Sharing) Vehicle Sharing\ a timetable-based public transport assignment. It lists the individual modeling steps required and describes the most
eScooterSharing important procedure parameters. It also provides guidance on the correct modeling and evaluation of results.
Version Comparison \Examples\ The example shows how version comparisons can be used to analyze the model results of different scenarios.
Version Comparison\

© PTV Planung Transport Verkehr GmbH 9

 1.2.3.2 Tutorials

1.2.3.2 Tutorials
Tutorials explain how to work through basic modeling sequences using detailed step-by-step instructions and extensive data material.
Example Path Functionality
First Steps \Examples\ The tutorial describes the first steps for working with PTV Visum as an example. It is intended for inexperienced users and should provide an
Tutorial_FirstSteps\ impression of the program operation. Topics covered are:
Network coding (private and public transport)
Procedure sequence
Graphic parameters
Quickstart \Examples\ The tutorial provides an insight into basic functionalities and workflows. All intermediate steps necessary for the described modeling and ana-
Tutorial_Quickstart\ lyses are described in detail so that you can quickly understand the modeling and the analyses. Topics covered are:
Creating and attributing network objects
Inserting travel demand
Allocation of demand to the transport network
Evaluation of the project example
Analysis of the existing line network
Assignment and skim calculation
Analysis of the quality of public transport supply
Measures to improve the public transport supply

10 © PTV Planung Transport Verkehr GmbH

 1.2.3.3 Short tutorials

1.2.3.3 Short tutorials

Short tutorials explain how to work through advanced modeling sequences using detailed step-by-step instructions and extensive data material.

Note: Some short tutorials are linked to matching webinars that provide you with useful additional information. Please note that the webinars were not always recorded with the current pro-
gram version and individual webinars are only offered in the language of the title displayed in the hyperlink.

Tutorial Path Functionality

ANM Best Practice \Tutorials\ The tutorial offers a best practice guide for using the ANM interface from Visum to Vissim. The guide is intended for users
Guide ANM_BestPracticeGuide\ who have basic knowledge of PTV Visum and PTV Vissim.
The steps required can be categorized as follows
Steps before cutting the subnetwork in Visum
Steps using the subnetwork in Visum
Coding issues and network check
Procedure sequence (assignment)
Demand definition for static and dynamic model
ANM export
Steps using the exported subnetwork in Vissim
ANM import
Setting up simulations in Vissim using either static routing or dynamic assignment
Line blocking \Tutorials\Lineblocking\ The tutorial describes methods and tools for working with line blocks in Visum. Starting with a simple example, more com-
plex issues are derived and solved throughout this tutorial. Furthermore, you will learn about:
the parts of the data model relevant used for modeling line blocks,
the graphical options for displaying results of the line block calculation,
the procedure for calculating line blocks and its settings.
Safety - Accident Ana- \Tutorials\Tutorial Safety\ Example 1 The module Visum Safety allows investigating accident data in Visum. The example shows the import of accident data as
lysis – accident analysis well as first analysis options, which are also possible without a Visum network.
You can find an example in English here: Achieving Road safety with PTV Visum
Safety - Network Acci- \Tutorials\Tutorial Safety\ Example 2 In this example, accident data is assigned to the network to conduct further analyses. These not only look at the pure acci-
dent Analysis – network accident analysis dent figures but also consider the traffic volume.
Safety - Accident Pre- \Tutorials\Tutorial Safety\ Example 3 Visum Safety enables the prognosis of the occurrence of an accident. This forecast can be included in planning processes
diction – network accident prediction to influence the accident figures and to plan in terms of traffic safety.

© PTV Planung Transport Verkehr GmbH 11

 1.2.3.4 Full demo versions: \Demo_Karlsruhe\

1.2.3.4 Full demo versions: \Demo_Karlsruhe\

Files Functionality
KA.ver Extract from a comprehensively modeled network for Karlsruhe and the surrounding area. The following topics are illustrated:
KA.par Private transport (PrT): Incremental assignment
Public transportation (PT): Timetable-based assignment and PuT operating indicators
The network contains points of interest (POI).
Detailed modeling of the transfer stop at the main station.
Schematic line diagram (see separate description, module required).
Transfers display of regular services for the stop Karlsruhe main station.
Timetable editor (tabular and graphical)
Take a look at the main nodes and test the preview for the Vissim export:
1. Mark the main node and double-click with the left mouse button.
2. Switch to Geometry to view lanes, lane turns, or signal data.
3. Click the Vissim node preview button.
The Vissim preview opens in a new window.
Note: The parameter file KA.PAR contains all procedure parameters for this example. If you have made changes to it, you can use it to restore the original
settings.
KA_DYN.ver This version uses the same PrT supply as KA.VER but the demand is segmented by purpose and illustrated by daily time series:
KA_DYN.par Look at dynamic link bars using the analysis time intervals toolbar.
Also, look at the results of the timetable-based assignment in a column chart for individual links:
Mark a link that is traversed by a PT line.
Right-click the link and choose Column charts from the shortcut menu.
A chart showing the volume progression over time (analysis time intervals) is displayed.
Note: The parameter file KA_DYN.PAR contains all procedure parameters for this example. If you have made changes to it, you can use it to restore the ori-
ginal settings.
KA_DUE.ver This version uses the same PrT supply as KA.VER but modeled for a Dynamic User Equilibrium (DUE) assignment. With the set parameters, the dynamic
KA_DUE.par assignment covers a period of 2½h in 19 intervals. Depending on the hardware, the computation time can take up to 30min. To take a look at the assi-
gnment results, you can either open column charts for different links or look at dynamic link bars using the Analysis time interval toolbar.
Note: The parameter file KA_DYN.PAR contains all procedure parameters for this example. If you have made changes to it, you can use it to restore the ori-
ginal settings.
\TIMETABLEEDITOR\ This version file illustrates the graphical display options of the timetable editor:
*.TLY (Timetable editor layouts) 1. Open KA.VER.
*.GPT (Timetable editor graphic
parameters) 2. From the File menu, choose Project directories > Edit project directories and make sure that the directory for GPT files is set to
\TIMETABLEEDITOR\.

12 © PTV Planung Transport Verkehr GmbH


Files
\GRAPHICPARAMETERS\
*.GPA (Graphic parameter files)
\PASSENGERVEY
KA_PASSENGERSURVEY.xml
KA_PASSENGERSURVEY.GPA
KA_PASSENGERSURVEY.TXT
\PUTOPERATINGINDICATORS\
© PTV Planung Transport Verkehr GmbH
1.2.3.4 Full demo versions: \Demo_Karlsruhe\
Functionality
3. From the Scripts menu, choose Run script file and open the GPT_DEMO.PY file.
In the floating dialog that opens, select one of the entries from the list box.
This file illustrates graphic parameter settings in the network editor and the functionality of graphic parameters’ selection:
1. Open KA.VER.
2. From the File menu, choose Project directories > Edit project directories and make sure that the directory for GPA files is set to
\GRAPHICPARAMETERS\.
3. Select a file from the graphic parameters’ selection list box.
The network is displayed with the graphic parameters from the GPA file.
Sample passenger survey to demonstrate the passenger survey add-on: reading of survey data, plausibility check of survey data, and direct assignment.
1. Open KA.ver.
2. Open the procedure parameters KA_PASSENGERSURVEY.XML (do not read additively) and confirm the query after initialization of the assignment
results with OK.
3. Take a look at the settings in the procedures dialog and click the Execute button to calculate the procedures.
4. Open the graphic parameters file KA_PASSENGERSURVEY.GPA to display the results of the direct assignment as link bars in the network editor.
For a detailed description of the passenger survey procedures, please refer to the Visum Manual.
The example describes the calculation and analysis of public transport operational indicators. Open the file README_
PUTOPERATINGINDICATORS.PDF and follow the instructions step by step to learn more about:
Analysis of indicators based on time intervals or territories.
Analysis of indicators on different aggregation levels of the line hierarchy.
A rough estimation of revenues in public transport.
A detailed calculation of revenues using a fare model.
Modeling and calculating the costs of providing public transport service.
Calculation of user-defined indicators for public transport.
13
 1.2.3.5 User manual examples

1.2.3.5 User manual examples

The example \Example_net\ is used in some places in the manual.
Files Functionality
Example.ver Introductory example to understand the algorithms of simple assignments:
Advantage: Due to the small network size, assignment results can be recalculated manually in most cases.
This example network is used as a reference in several chapters of the Visum user manual.
Exampledyn.ver This version contains the same network as Example.ver but settings are made for a dynamic PrT assignment.
Example_LLE.ver This version contains the same network as Example.ver but settings are made for the calculation of public transport operating indicators. The exam-
ple is used in the user manual chapter PuT Operator Model for demonstration purposes.
Example_lineblocking_closed.ver These two examples are used in the user manual to demonstrate the differences between closed and open blocks in the line blocking procedure.
Example_lineblocking_Openclosed.ver

14 © PTV Planung Transport Verkehr GmbH


1.2.3.6 COM examples
The folder ..\PTV Visum 2022\COM contains various examples for scripting via the Visum COM interface. The INTRODUCTION TO THE PTV VISUM COM-API.PDF file located there contains
an introduction to the use of the COM interface.
You can find an example in English here: Introduction to Scripting and COM automation in PTV Visum
\Examples_ComDocu\
Overview of the basic functionalities of the Visum
COM interface.
Examples referenced in the COM documentation.
\VBScript
Add a stop, stop point, and stop area ("burger") at
the same time for the currently selected node.
Specify attributes whose values are to be copied
from the node to the stop/stop point/stop area.
\Python\
Introduces the powerful Python scripting features.
To help you get started in Python, you will find
various scripts in the subdirectories.
© PTV Planung Transport Verkehr GmbH
1.2.3.6 COM examples
You will learn... How to use the example
Basic scripting possibilities for operating Visum via 1. Open the desired Excel file.
VBA.
2. Change the path in cell B2 to your location.
3. Press Ctrl + F11.
The Microsoft Visual Basic Editor opens.
4. Look at the programming code and its comments.
5. Switch back to the Excel spreadsheet.
6. Click the Start button.
The VBA script is executed.
7. Compare the newly created version file with your original state.
You will learn... How to use the example
Running VBS scripts from within Visum using a VBS 1. Open the file addburger.vbs in a text editor (e.g. TextPad).
script.
2. In line 12, specify the attributes whose values you want to copy from
Customizing Visum by adding your own entries to the the node to the stop, stop area, and stop point.
menu bar.
Setting attribute values via AttValue. 3. Open the version file for which you want to use the script.
4. Select the node for which you want to add the "burger".
5. From the Scripts > menu, choose Run script file.
6. Open the addburger.vbs file.
Stop, stop area, and stop point are inserted and the values are trans-
ferred to the node.
You will learn... How to use the example
Using intuitive Python functions for working with matri- The following applies to all Python examples:
ces. Make sure that Python is installed.
Adding custom charts and graphical analyses to Visum. From the Scripts menu, choose Run script file.
Open the script you want to run.
15
1.2.3.6 COM examples

\Python\addburger.py\ You will learn... How to use the example

Provides the same functionality as addburger.vbs.
\Python\
calculateIntrazonal.py
Calculating intrazonal values for a matrix.
Setting the values of the matrix diagonals to factor *
next zone.
If you want to use the script regularly, you can add a menu item to the
menu bar:
1. From the Scripts menu, choose Edit script menu.
2. Enter Add burger as the menu entry.
3. Under Script name, select the ADDBURGER.VBS file.
4. Optionally, you can specify a key combination for script execution.
5. Confirm your entries twice with OK.
Now you can select the script from the script menu whenever you need it.
You will learn... How to use the example
Using matrices in Python. Prerequisite: The version file contains skim matrices.
Access to Visum objects (here: skim matrices) with 1. Open the script file calculateintrazonal.py in a text editor (e.g. Tex-
ItemByKey tPad).
2. Specify the number of the matrix you want to edit with the script by
changing the indices after ItemByKey in lines 21 and 27.
3. Run the script from the Scripts > Run script file menu.

\Python\ You will learn... How to use the example

lineloadings.py
Producing a 2D plot with line volumes in an Excel
spreadsheet for a selected line route.
Extending Visum's graphical and analytical func-
tionalities through exports to Microsoft Excel.
Prerequisite: Make sure that Microsoft Excel is installed on your com-
puter and that the version file in which you want to run the script contains
an assignment result for the private transport and analysis time intervals.
For these, the volumes must also have been saved.
1. Run the lineloadings.py script from the Scripts > Run script file
menu.
2. Select one of the displayed lines in the floating window.
Excel is started and a chart is displayed.

16 © PTV Planung Transport Verkehr GmbH

 1.2.3.6 COM examples

\Python\ You will learn... How to use the example

PrTAssignmentQualityListing.py
Creates an Excel chart of the convergence of a PrT
assignment.
Extending Visum's graphical and analytical func-
tionalities through exports to Microsoft Excel.
Prerequisite: Make sure that Microsoft Excel is installed on your com-
puter and that the version file in which you want to run the script contains
an assignment result for private transport and analysis time intervals. For
these, the volumes must also have been saved.
1. Run the PrTAssignmentQualityListing.py script from the Scripts >
Run script file menu.
Excel is started and a chart is displayed.

Other You will learn... How to use the example

\MapMatcher folder Transfer of external data (e.g. FCD trajectories) to a All steps are explained in the following file:
road network Readme_MapMatcher-COM_ENG.pdf

© PTV Planung Transport Verkehr GmbH 17

 1.2.4 More documents

1.2.4 More documents

In addition to the manual, the further documents are provided. You can access them via menu
Help > Open project directories.
Installation guide
This document provides important information on the installation of Visum.
Visum Release Notes
This document contains brief notes on changes, fixed bugs and new functionality included in
the Visum service packs provided for download. Via the PTV webpage, new service packs
are continuously provided for download.
Tip: Alternatively, you can open the Release Notes on the Visum Start page in the Sup-
port services section.

Visum overview
Here you can gain an overview of the program changes and new functions compared to the
previous version.
Description of the Visum COM interface
With the help of script files you have access to Visum data and functionality via the Compo-
nent Object Model (COM) interface.
The COM reference contains the reference documentation for the COM application in Eng-
lish. Open the file from within the program via menu Help > COM Help.
The document Introduction to the Visum-COM API in English contains, among other things,
an introduction to COM programming, the possibilities of extending Visum using the COM
interface and Visum examples. Open the file from within the program via menu Help > Intro-
duction to the Visum COM-API.
Reference to the Visum data model
This file stores the descriptions of all tables, attributes and relations which are used in Visum.
Overview of the origin of indicators
Overview of the availability of indicators
Information on how to use the Visum dongles
Here you find information on the purpose of the dongles enclosed in the installation package
and details on dongle installation and usage.
Manual for RBC controllers
Reference of the Python objects
Here, you find the reference of all Python objects for scripting. Open the file from within the
program via menu Help > COM Help.

18 © PTV Planung Transport Verkehr GmbH

 1.3 Technical information

1.3 Technical information

Topics

Version sizes
Add-ons
Hardware and software requirements
Dongle

1.3.1 Version sizes

Visum can be purchased in various version sizes. The versions differ in the number of network
objects that can be managed.
For more information visit our webpage at
https://www.ptvgroup.com/de/ or contact info@vision.ptvgroup.com.

1.3.2 Add-ons
The following add-ons are available for Visum. You can use the codes to activate or deactivate
the add-ons.

Add-on Description Code

Activity-based Module for the calculation of activity-based demand models ABM
demand model
User interface Module for PrT assignments and skim data calculations PRT
PrT
User interface Module for PuT assignments and skim data calculations PUT
PuT
Bing Maps Including Microsoft Bing Maps BING
Detailed line Module for line blocking with vehicle interchange and for LBVI
blocking the definition of forced chaining of vehicle journey sections
EVA (passenger Module providing an aggregated passenger demand model EVA
demand model) developed at the Technical University of Dresden
GIS interface Export of graphic data to ArcGIS (ESRI) SHA
shape
Graphical time- Generation and editing of timetables and graphical display IP
table editor of line blocks
HAFAS import Import of HAFAS data HAF
HBEFA Module for HBEFA 3.3-based emission calculation HBEFA
Intersection Node impedance calculation based on assignment with ICA
capacity ana- ICA
lysis

© PTV Planung Transport Verkehr GmbH 19

1.3.2 Add-ons

Add-on Description Code

Calendar / valid Definition of valid days for different evaluations CAL
days
Junction editor Module for modeling junctions and signal controllers JEDI
and control (Vissig)
Noise emis- Module for the calculation of noise emissions from moto- ENVI
sions RLS ‘90 rized private transport
Line costing cal- Module for line blocking without vehicle exchange and for OP
culation line costing calculation
Signal offset The procedures Optimization of the SC offset and Analysis SCCO
optimization of the SC offset are available
Matrix cor- Module for demand matrix update and correction based on VSF
rection count data (private and public transport)
Mobility Sharing Module for modeling shared mobility systems SHARING
MS SQL server Network export to a database on the SQL server SDB
interface
Multimodal Module for the calculation of multimodal assignments and MULTIMODAL
skims
NCHRP 255 Module for the correction of link and turn volumes in fore- N255
cast scenarios by means of a correction factor which is cal-
culated according to the NCHRP 255 guideline
Without user Program start with no user interface (see " Starting Visum NOUI
interface without graphical user interface" on page 1064)
Passenger Module for the evaluation of PuT passenger surveys PASS
onboard survey
PTV Display of attributes, which are exclusively required by PTV EBDP
Epics/Balance Epics and PTV Balance
data supply
PTV Vistro attri- Display of attributes, which are exclusively required by VISTRO
butes Vistro
RailML export Export of network and timetable data to railML® RAILMLE
RailML import Import of railML®data RAILML
RBC controllers Editing signal controls in the Ring Barrier Controller RBC
Safety Module for the analysis of black spots and accidents SAF
Schematic line Visualization of line routes and connections in headway- TTNG
diagram based PuT networks
Simulation- Dynamic assignment procedure which takes into account SBA
based dynamic impedances based on detailed junction coding
assignment
(SBA)

20 © PTV Planung Transport Verkehr GmbH

 1.3.3 Hardware and software requirements

Add-on Description Code

SVG export Data exchange with browsers or graphics programs using SVG
an SVG data format, e.g. Adobe Illustrator.
Subnetwork Module for generating a subnetwork with the corresponding PGEN
generator partial demand matrices as a version file from the original
network
TRIBUT toll Specific PuT assignment method to take road toll into TRIB
model account
VDV452 import/ Module for importing public transport data in VDV 452 file VDVI
VDV452 export format and for an export of Visum PuT data to VDV 452 file VDVE
format.
Distributed com- Module for distributed computing across multiple com- DC
puting puters
Note
This module is required in order to use the license variant
Visum Engine as additional compute node.
Tour-based Demand calculation with the tour-based model VISEM
demand model
Vissim export Data exchange for microscopic simulation VSIM
Tour-based Demand model to model the local tour-based freight TBFREIGHT
freight demand
model

1.3.3 Hardware and software requirements

You will find the system requirements for PTV Visum on our website:
https://cgi.ptvgroup.com/vision-help/SystemRequirements/en-us/index.htm

1.4 How to install and start Visum

Visum is supplied with demo files, sample files, and documentation. You can find a detailed instal-
lation guide under ...\Program files\PTV Vision\PTV Visum 2022\Doc\Eng\Installation_PTV Visum
2022.pdf.
After you have installed Visum, several icons are available in the Visum program group (Start >
Programs > PTV Visum 2022 > PTV Visum 2022):

© PTV Planung Transport Verkehr GmbH 21

 1.4.1 Download and installation of software updates

Icon Description
Starts Visum with an empty network.
PTV Visum
2022
Starts the server for distributed computations on multiple computers.
PTV Vision Cal-
culation server 2021
Starts the server for distributed computations on multiple computers for
PTV Vision cal- the Visum Engine license variant
culation server for
Notes
Visum with Visum
Engine The Visum Engine can be installed in addition to Visum. It serves as com-
pute node without the Visum user interface. You can select it as compute
node during distributed calculations and manage it via the calculation ser-
ver.
Opens the License Management - PTV Visum window (see "Using the
PTV Visum License Management window" on page 28)
License Manager
2021
Opens the window Diagnostics for PTV Visum 2022 (see "Opening Dia-
 Diagnostics for gnostics" on page 63)
PTV Visum 2022

Note: With one Visum license, you can start five Visum instances in parallel on your computer.

1.4.1 Download and installation of software updates

Note: For a Visum update, access to the Internet is required.

1. From the Help menu, select Service pack download.

In your browser, the Visum download area appears.
2. Follow the instructions.

Note: You can update academic and commercial versions of Visum with the downloaded ser-
vice pack.

1.5 PTV Vision License Management

License management is identical for the products PTV Visum, PTV Vissim, and PTV Vistro and is
described on the following pages for all products.
You can also find the complete content in the standalone online help on our PTV Vision license
management web pages.

1.5.1 Basics of license management

The license contains data that regulates your use of the product. If you have a maintenance con-
tract, you benefit from current versions, service packs, and updates. The license is managed in a

22 © PTV Planung Transport Verkehr GmbH

 1.5.1.1 License binding and license container

license container. Depending on the scope of the license and the location of the license container,
the license can be used as a single-user license or network license.

1.5.1.1 License binding and license container

The licenses for PTV Vision products are stored in so-called license containers. The following
types are supported:
USB dongles
Soft containers (from Visum 18, Vissim 11, Vistro 7)
Cloud-based license containers (from PTV Vision 2020) (available from summer 2021)
Each license container can contain multiple licenses. Any number of license containers can exist
on one computer at the same time.
Note: However, two licenses that are completely identical in terms of product, "dongle num-
ber", and firm code may not be activated in one license container. Attention should be paid
to this case especially when licenses are used that can be activated multiple times. When
trying to activate it twice in the same license container, an error message appears.

Each license is defined for one of the license container types and can be activated only on con-
tainers of this type. For example, a license issued for USB dongles cannot be used in a soft con-
tainer. Licenses can be subsequently moved between different containers of the same type as
often as desired (see Deactivating a license on your own computer on page 34), (see Activating a
license on your computer on page 32).
In all three cases, you need the CodeMeter Runtime Kit software to access license containers
and use the licenses. This software is installed by default as part of the product installation.

Properties of the license container types

A USB dongle is a USB stick with a special license memory. It is connected to the computer via a
common USB 2.0 interface. If it is used for storing licenses, they can be used immediately once
plugged into another computer.
A soft container is not a physical piece of hardware, but a protected file that is permanently loca-
ted on a computer. Soft containers can be created very easily. They cannot be moved to another
computer, but the licenses stored in them can.
Fundamental changes to a computer's operating system or hardware configuration can cause the
soft container to stop working. This is a consequence of the safety precautions against misuse of
the products. If you want to reconfigure a computer with soft containers, we recommend that you
first return the licenses they contain and then reactivate them at the end of the process (see Deac-
tivating a license on your own computer on page 34) and (see Activating a license on your com-
puter on page 32).
Note: For license protection reasons, you cannot install soft containers on virtual machi-
nes or borrow on them. This applies to both local systems, such as VMware ESX or Micro-
soft Hyper-V, and cloud environments, such as MS Azure or Amazon AWS. This also
affects Mac OS environments that use Windows via virtualization, e.g. Parallel Desktop.

© PTV Planung Transport Verkehr GmbH 23

 1.5.1.2 License keys

A cloud-based license container is a license storage on a cloud server. Access requires a cer-
tificate. Cloud-based license containers are set up and managed by PTV.
All license container types can be used for single-user licenses and network licenses. The fol-
lowing table illustrates the properties of the types:

Property USB don- Soft container Cloud-

gle based
Compatible with release all ver- from: as of PTV
sions PTV Visum 18 Vision
PTV Vissim 11 2020
PTV Vistro 7
Can be used for single-user licenses Yes Yes Yes
Can be used for network licenses Yes Yes Yes
Multiple licenses possible in one container Yes Yes Yes
Licenses can be re-hosted (= deactivated and Yes Yes n/a (done
reinstalled on another computer) by PTV)
License container can be moved as a whole Yes No No
Usable on virtual machines Yes No Yes
Requires a permanent Internet connection No No Yes
Can be locked (and replaced) in case of loss Yes Yes n/a

1.5.1.2 License keys

Each license has an individual license key. Example: ABCDE-FGHIJ-KLMNO-PQRST-UVWXY.
Unless the license is a cloud license, you will receive this license key by email when a new license
is issued.
The key uniquely identifies the license and is required from version 2021-xxx exclusively when
activating the license, not for updates or deactivation.
If you accidentally activated a license in the wrong license container, you can deactivate this
license and activate it again with the same key in another license container of the same type (see
Deactivating a license on your own computer on page 34), (see Deactivating a license on a
license server on page 55) . This is also how you move licenses. For soft containers, this is
necessary, for example, when a computer is replaced.

Note: When moving to another license container, see the note about matching licenses in
the topic License binding and license container(see License binding and license con-
tainer on page 23).

In the Web Depot (until version 2020), the license key is also required for license updates and
license returns. In this process, a new key is created for each update and sent to you via email.
Some licenses can be activated multiple times. In this case, you can install the license with the
same license key in different license containers.

24 © PTV Planung Transport Verkehr GmbH

 1.5.1.3 Using single-user or network licenses

1.5.1.3 Using single-user or network licenses

Using single-user licenses

Single-user licenses are intended for use by one user on one computer. Product and license are
installed on the same computer.
You do not need a permanent connection to a license server in this use case. Operation without
an Internet connection is also unlimited.
When single-user licenses are used on server operating systems, simultaneous access by mul-
tiple users is not possible, not even via a remote desktop connection. Select a network license for
parallel access.

Using network licenses

Network licenses support the flexible use of the product by multiple users on a local network. The
license is installed on a computer that acts as a license server on the network.
The only limitation is the number of concurrent users. Each network license specifies a maximum
number of concurrent users.
To use a network license, the computer on which the product is installed must be permanently
connected to the license server. Typically, the computer with the product installation and the
license server are on the same local network. When the product is started, the license is auto-
matically checked out from the license server. After closing, the license is automatically returned.
Network licenses support the use of server operating systems, including via remote desktop
connections.

Using network licenses with a borrowing function

A variant of network licenses additionally offers the possibility to borrow individual licenses from
the license server for a limited time. The term for this is Standard & borrowing. With this variant,
a license can be used locally (and also offline) for a certain time. Each time a license is checked
out from the license server, the number of concurrent users is reduced by one. When the license
is no longer borrowed, it is available again on the license server.
If you want to borrow a license, you need to make two settings:
You specify a Borrowing period. This is limited to a maximum by the network license (for
example, a maximum of 30 days), but can also be chosen to be shorter. After the borrowing
period has expired, the license is automatically returned to the license server. Early return is
also possible.
You specify the License container where the borrowed license is to be stored with the bor-
rowing destination. You have two options:
A soft container on your computer (which will be created automatically)
A USB dongle (which is useful if you want to flexibly share the borrowed license between
different computers)
Before borrowing from a network license Standard & borrowing, the license administrator must
prepare the license for borrowing once (see Preparing the borrowing of licenses on page 56).

© PTV Planung Transport Verkehr GmbH 25

 1.5.1.4 License properties

1.5.1.4 License properties

Each license is valid for a specific product variant, e.g. "PTV Visum Expert". It has the following
other properties:
Usage type: single-user or network license
For network licenses: number of concurrent users
Time limit, where applicable
Included add-on modules
Maximum network size
The license also contains the responsible sales region, the customer name, and, where app-
licable, the maintenance period.

Versions
With a license, you acquire the right to use a specific main version (e.g. "PTV Vissim 2021") and
all future service packs for this version. Likewise, you can use older releases as long as they are
still technologically compatible.
With a maintenance contract, you also have the right to use all main versions released during the
maintenance period. This right includes all subsequent service packs for these main versions.

1.5.2 Using PTV Vision products without a license

If you use a PTV Vision product without a license, the product operates in demo mode and is sub-
ject to limitations. You do not have to reinstall the product to upgrade the demo version to a com-
mercial version.
Using the demo version
Limitations compared to the commercial version
Converting a demo version to a commercial version

1.5.2.1 Using the demo version

If you use a PTV Vision product without a license, the product operates in demo mode and is sub-
ject to limitations.
With a license key, you can upgrade the demo version to a commercial version. A new installation
is not necessary (see Converting a demo version to a commercial version on page 27).

Limitations compared to the commercial version

The first start must take place no later than 180 days after the creation date of the installation
file.
The Save and Print functions are not available.
The COM interface is not available.

Product-specific limitations compared to the commercial version

PTV Visum:
A demo version is always offered for the current program version only.
The network size is limited to 3000 zones.
The subnetwork generator is not available.

26 © PTV Planung Transport Verkehr GmbH

 1.5.2.2 Converting a demo version to a commercial version

PTV Vissim:
Values in lists cannot be copied.
Evaluations cannot be generated.
The functions Save, Save as default network, and Print are not available.
*.avi files cannot be saved.
The simulation duration is limited to 1800 seconds.
The test mode for checking signal control logics with manually set detector requests is not
available.
The driving simulator interface is not available.
The emission calculation DLL interface is not available.
BIM import and 3dsMAX export are not available.

1.5.2.2 Converting a demo version to a commercial version

You can upgrade a demo version to a commercial version. To do this, you need access to an exis-
ting license or a new license key. It is not necessary to reinstall the product.
1. Start the demo version of the product you want to upgrade to a commercial version.
The PTV <product name> window opens.
2. Click Select existing license.
The License Management window opens.
3. Either activate a new license or select an existing license that you have access to:
new license on your own computer (see Activating a license on your computer on page
32)
new license on license server (see Activating a license on a license server on page 44)
select existing license (see Setting licenses for use on page 37)
4. Follow the instructions on the linked help pages.

1.5.3 License handling for PTV Vision users

Notes:
If you do not have access to a license, the program will start in Demo mode (see
Using the demo version on page 26).

You can perform the following actions in the License Management window to control the use of
available product licenses and thus the use of product versions and add-on modules:
Show available licenses in a list
Set the license you want to use at product startup (see Setting licenses for use on page 37),
(see Finding new licenses and removing licenses from the list that are not (no longer) availa-
ble on page 38)

© PTV Planung Transport Verkehr GmbH 27

 1.5.3.1 Using the License Management window

Activate, update, deactivate, search, and remove licenses from the list (see Activating a
license on your computer on page 32), (see Updating licenses on your computer on page
33), (see Deactivating a license on your own computer on page 34)
Use licenses from a license server (see Using licenses on a license server on page 34)
Prepare licenses for borrowing (see Preparing the borrowing of licenses on page 56)
Borrow licenses (see Borrowing a license on page 36), (see Returning a borrowed license on
page 37)

Manage licenses in installed product or on license server

You have the following options to open the license management:
from within the installed product (see Opening the license management in the product on
page 31)
in the standalone tool PTV License Manager (see Managing licenses with the PTV License
Manager on page 31). This helps you as an administrator to centrally configure the license
selection. You can download, install, and use PTV License Manager without installing a
PTV Vision product (from our web page: PTV Vision Setups). You can call up the PTV
License Manager from the Windows Start menu.
You have to manage licenses of a version older than 2021 in the Web Depot or the PTV
License Manager (see Managing licenses for product versions before 2021 on page 32).
Do you have questions about specific use cases when dealing with licenses? (see License Mana-
gement – Questions & Answers on page 60)

1.5.3.1 Using the License Management window

You can open the License Management window:
From within the product (see Opening the license management in the product on page 31)
With the standalone tool PTV License Manager (see Managing licenses with the PTV
License Manager on page 31)
1. Make the desired changes:

28 © PTV Planung Transport Verkehr GmbH

 1.5.3.1 Using the License Management window

Element Description
Settings You can hide and show this section.
Check out automatically, if possible:
 If the option is selected, the product will start automatically if it finds
at least one valid license.
 If the option is not selected, the License Management window
always opens when starting the program and you have to select a
license. The product will start automatically regardless of the option if
exactly one license is found.
Note
This option is available only when you open the License Management win-
dow from within the product.
CodeMeter Used license servers on which a CodeMeter server is installed. The list is
server envi- based on the CodeMeter server search list (see Adding a license server to
ronment the search list on page 35).

Update: Search for computers on your network that have a

CodeMeter server installed. The list is updated.
Licenses Product licenses that are stored locally on your computer or CodeMeter ser-
vers in your network.
Use license: Select the licenses with which you want to start the pro-
duct. Multiple licenses can be selected. The order in the list determines
the order in which the licenses are used. If a license is used by another
user, this license can be selected but may not be used.
Note
The column is displayed only when you open the License Management
window from within the product.
Product: PTV Vision products for which this license is valid. Click the +
sign to display the add-ons.
Note: If your Vissim license includes the Viswalk add-on module, a
value greater than 30 is displayed as "Maximum number of pede-
strians".

Number: License number

Name: License name that is automatically assigned when the license is
created. You can change the name.
Type:
Standard: Single user license or network license, without an option
for borrowing
Standard & borrowing: Network license with the option to borrow,
the license can be used directly or borrowed on a local computer.

© PTV Planung Transport Verkehr GmbH 29

1.5.3.1 Using the License Management window

Borrowing only: Network license with the option to borrow, the

license can only be borrowed on a local computer
Borrowed: License currently borrowed on the local computer.
Status:
Available: The license can be used.
Unavailable: The license cannot be used because, for example:
the license server is temporarily unavailable or
the license has been deactivated but not yet deleted from the
list.
Locked: The license cannot be used for security reasons.
Checking: The status of the license is temporarily unknown (will be
updated automatically).
Number of users: Maximum number of simultaneous users of the
license.
For single user licenses "1" or "only local".
For network licenses: Display of users still available and total num-
ber of users, e.g. "255/300 (floating)".
The tooltip displays how often the license is directly in use and how
often it is borrowed, if at all.
Expiration date: Display of the expiration date of the license, where
applicable, otherwise unlimited
Available in version: Lists usable product versions for the license
Server: Name of the server on which the license is activated. "Local-
host" stands for the local computer.
Serial number: Serial number of the license container,
USB dongles start with the number 1,2, or 3.
Soft containers with 130
Cloud containers with 140
Activate license (see Activating a license on your computer on page 32),
(see Activating a license on a license server on page 44)

Deactivate selected license. You can activate this license later again with
the license key (see Deactivating a license on your own computer on page
34), (see Deactivating a license on a license server on page 55).
Update marked license (see Updating licenses on your computer on page
33), (see Updating a license on a license server on page 50)

Start search for new licenses on the license servers (see Finding licenses on
page 38)

Delete marked licenses from the list (see Removing licenses from the list
that are not (no longer) available on page 38)

30 © PTV Planung Transport Verkehr GmbH

 1.5.3.1 Using the License Management window

Note: The arrow symbols are displayed only when you open the License Mana-
gement window from within the product.
Arrange marked licenses at the beginning of the list

Move marked licenses up one row

Move marked licenses down one row

Start Open product with the selected license

Opening the license management in the product

1. From the Help menu, choose License.
The License window opens.
2. Click the Manage licenses button.
The License Management window opens. The product automatically searches for licenses
(see Using the License Management window on page 28).

Managing licenses with the PTV License Manager

You can manage licenses independently of PTV Vision products. Different variants of the stan-
dalone tool PTV License Manager are offered:
Variant 1: PTV License Manager (Standard): Management of licenses installed on a nor-
mal computer.
Variant 2: PTV License Manager (Server): Management of network licenses on license ser-
vers (see Setting up a license server on page 39).
You can download all three variants of PTV License Manager from our web pages (PTV Vision
Setups).
1. From the Windows Start menu, select the desired variant of the PTV License Manager tool.
The PTV License Manager window opens with the variant as a bracket addition.

2. Select the desired product for which you want to manage licenses.
3. Select the desired language for the user interface of the License Management window.
4. Click the Start button.

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 1.5.3.2 Activating a license on your computer

The License Management window opens and you can execute all license management func-
tions on the computer (see Using the License Management window on page 28).

Managing licenses for product versions before 2021

The management of licenses in product versions before 2021 is described in the documents you
received with the installation of the respective version. By default, the documents are stored in the
following directory: \Programs\PTV Vision\PTV <product name> <version num-
ber>\Doc\<language abbreviation>.
You cannot activate, deactivate, or update licenses in the License Management window in pro-
duct versions prior to 2021. For these actions, you can either use the Web Depot or the new stan-
dalone tool PTV License Manager (see Managing licenses with the PTV License Manager on
page 31). You can use this tool to manage the licenses of all PTV Vision products. It has been
available since the 2021 product versions, but can also be used to manage licenses of versions
starting from Visum 15, Vissim 8, and Vistro 4. You can download all three variants of PTV
License Manager from our web pages (PTV Vision Setups).
The following icons indicate the different variants of PTV License Manager in the Windows Start
menu outside the PTV Vision program group (see Managing licenses with the PTV License Mana-
ger on page 31):

1.5.3.2 Activating a license on your computer

Notes:
You need a connection to the Internet.
At least version 7.10 of the "CodeMeter Runtime Kit" program must be installed. By
default, the latest CodeMeter Runtime Kit is installed together with the product.

You can activate a license on your own computer or a different computer (see Activating a license
on a license server on page 44).
If you want to use the license management in the product for this purpose, execute the following
steps. You can also activate licenses with the standalone tool PTV License Manager (see Mana-
ging licenses with the PTV License Manager on page 31). You call up PTV License Manager in
the Windows start menu for programs.
Note: If your computer is not connected to the Internet, please proceed as described below
(see Activating a license on a license server without an Internet connection on page 44).

Activating a license in the license management of the product

1. From the Help menu, choose License.
The License window opens.
2. Click the Manage licenses button.

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 1.5.3.3 Updating licenses on your computer

The License Management window opens.

3. Copy the license key received by e-mail to the clipboard.

4. Click the Activate new license symbol.

The License activation window for the product opens and the license key from the clipboard
is displayed.
5. Click the Next button.
6. Select the option On this computer.
7. If necessary, select the license container in which you want to save the license key in the Con-
tainer drop-down list.
8. Click the Next button.
The license is activated in the selected license container. After that, the license will be available in
the list of licenses in the License Management window.

1.5.3.3 Updating licenses on your computer

You can upgrade licenses installed on your computer in two ways. The prerequisite for this is that
you have a connection to the Internet.
Updating the currently used license
Updating any license
You will be automatically notified by the PTV Vision product if there is an update for the license
with which you started the program.
No notice is given for licenses that are not currently in use, even if an update is available.
Note: If your computer is not connected to the Internet, please proceed as described
below: (see Updating a license on a license server without an Internet connection on page
51).

Updating the currently used license

1. Start the desired PTV Vision product.
The program window opens. In the lower right corner, a notification temporarily indicates that
there is an update for the license in use. In addition, the symbol An update is available
for your license is displayed. The symbol will be displayed until you have performed the
update for the license.

2. Click the notification or the  symbol An update is available for your license.
A selection window opens with the options Update license and Skip.
3. Click Update license.
A window opens showing the license update process.

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 1.5.3.4 Deactivating a license on your own computer

4. Click the Close button.

5. Restart the PTV Vision product.
Note: Changes to the license are only available after restarting the PTV Vision product.

Updating any license

You can update all displayed licenses in the License Management window. This includes licen-
ses that are not used by the running product.
1. Open the License Management window (see Managing licenses with the PTV License Mana-
ger on page 31) or (see Opening the license management in the product on page 31).
2. Select the license you want to update or of which you would like to know whether there is an
update.

3. Click the Update license symbol.

If an update is available, a window will open showing the progress of the license update.
4. Click the Close button.

1.5.3.4 Deactivating a license on your own computer

You can deactivate licenses on your own computer, for example, to transfer them to another com-
puter.
1. Open the License Management window (see Managing licenses with the PTV License Mana-
ger on page 31) or (see Opening the license management in the product on page 31).
2. In the Licenses window, mark the license that you want to deactivate. The serial number of the
license container is displayed in the Box column.

3. Click the Deactivate selected license symbol and confirm the security prompt with
Yes.
4. In the Deactivate licenses window, click the Close button.
The license is deactivated and removed from the list of available licenses in the License Mana-
gement window. It can then be activated again with the same license key in another license con-
tainer (see Activating a license on your computer on page 32) or (see Activating a license on a
license server on page 44).

1.5.3.5 Using licenses on a license server

You can use licenses that are located on license servers. Both a workstation computer and a net-
work server can be used as a license server. The easiest way to manage licenses on a license ser-
ver independently of PTV Vision products is with the standalone tool PTV License Manager
(Server) (see Managing licenses with the PTV License Manager on page 31).

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 1.5.3.5 Using licenses on a license server

Adding a license server to the search list

In the License Management window, the CodeMeter server environment section displays a
list of all license servers that are searched for licenses by your computer (see Opening the license
management in the product on page 31). All licenses found locally on your computer and the lis-
ted license servers are displayed in the Licenses section.
You cannot edit the list of license servers in the License Management window. To do this, you
must use the CodeMeter Control Center product, which is installed when you install PTV Vision
products.
Note: All licenses available locally on your computer will be found automatically. You must
add only other computers or network servers to the server search list.

1. Open the CodeMeter Control Center via the Windows start menu CodeMeter > CodeMeter
Control Center.
2. Click the WebAdmin button.
3. Select the Configuration tab.
4. Click the add new Server symbol.
5. On the Server Search List tab, enter the computer name or IP address of the desired license
server.

6. Click the Add button.

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 1.5.3.6 Borrowing a license

7. Click the Apply button.

The license server is added to the server search list and is displayed in the Codemeter Server
Environment section of the License Management window.

1.5.3.6 Borrowing a license

There are several use cases for borrowing a license:
You can borrow a license from a standard network license to your computer if the network
license supports borrowing and is prepared for it by the license administrator (see Preparing
the borrowing of licenses on page 56). This allows you to work with the borrowed license
without an Internet connection, for example.
As a student, you can use a sublicense of an academic license from your university to work
with a PTV Vision product while you study. You will need access to the appropriate university
license server to borrow an academic license. While working with a PTV Vision product, you
do not need a connection to the license server, but you do need a permanent Internet connec-
tion, as PTV collects data on the use of the product. Only anonymized, non-user-specific data
is collected https://www.ptvgroup.com/en/terms-privacy/.
1. Open the License Management window from within the product (see Opening the license
management in the product on page 31).
2. Select the Standard & borrowing license or the academic license from which you want to bor-
row a sublicense.
3. Then click the Borrow license button.
If the license administrator has made the use of activation keys mandatory for borrowing, the
Enter activation key window will open, where you must enter the activation key you received.
Otherwise, the License borrowing options window opens directly.
4. Select whether to borrow to your own computer or to a USB dongle.

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 1.5.3.7 Returning a borrowed license

Note: For academic licenses, the borrowing period is limited to a maximum of 180 days.
However, it may be shorter in your case if the license administrator has set a shorter bor-
rowing period for your activation key.

5. If necessary, shorten the borrowing duration.

6. Confirm with OK.
The license is displayed in the list of licenses. The entry Borrowed is displayed in the Type
column.
7. In the list of licenses, in the Use license column, activate the new license.
8. Close the License Management window.
9. Start the PTV Vision product.

1.5.3.7 Returning a borrowed license

You can return a borrowed license before the borrowing period expires.
1. Open the License Management window (see Managing licenses with the PTV License Mana-
ger on page 31) or (see Opening the license management in the product on page 31)
2. Select the borrowed license you want to return.
3. Click the Return borrowed license button.
The selected license is removed from the list of licenses and is no longer available.
Notes:

You cannot deactivate the main license using the symbol until all borrowed
sublicenses have been returned.

1.5.3.8 Setting licenses for use

If you have exactly one license available for using the product, the PTV Vision product will auto-
matically start with this license. If you have several licenses available, you can define which licen-
ses are to be used and in which order they are to be checked out.
1. Open the License Management window (see Opening the license management in the pro-
duct on page 31).

Note: The use of licenses cannot be specified with the standalone tool PTV License
Manager.

2. In the Settings section, select the Check out automatically, if possible option.
3. Activate the desired licenses in the first column of the list.
4. If necessary, change the order of the licenses with the arrow symbols to the right of the list.
5. Confirm with OK.
The selected licenses can be used if they are available.

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 1.5.3.9 Finding new licenses and removing licenses from the list that are not (no longer) available

When you start the PTV Vision product, it automatically checks whether one of the selected
licenses is available. If multiple licenses are available, the product will check out the highest
license and then start. If no license is available, the License Management window opens.

1.5.3.9 Finding new licenses and removing licenses from the list that are not (no longer) availa-
ble
You can check the available licenses in the License Management window. To ensure that the list
displays all available licenses, you can search for usable licenses, for example, after extending
the server search list (see Adding a license server to the search list on page 35).

Finding licenses
1. Open the License Management window (see Managing licenses with the PTV License Mana-
ger on page 31) or (see Opening the license management in the product on page 31).

2. Click the Find licenses symbol.

All locally available licenses are searched and additionally, all licenses on the computers or
license servers are displayed in the section CodeMeter server environment. The found licenses
are added to the Licenses list.
Note: Licenses are added to the list during the search, but no licenses are removed from
the list that are not or no longer accessible.

Removing licenses from the list that are not (no longer) available
You can remove an invalid license from the Licenses list display. This license is not deleted and
not returned. The license will only be removed from the list.
For example, if the computer or license server is temporarily unavailable, you can identify the una-
vailable licenses by the red font color and the Unavailable entry in the Status column. The status
updates automatically as soon as a connection to the corresponding computer or license server is
established again.
If you have deleted a still valid license from the display of licenses, you can display it again via a
new search.
1. Select the licenses you want to remove from the list.

2. Click the Remove license from list  symbol.

3. Click the Save button.
The previously selected licenses are no longer displayed in the list.

1.5.4 License handling for license administrators

As an administrator, you can manage licenses on a license server without using an installed PTV
Vision product. The topics listed contain tasks typically performed by license administrators.

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 1.5.4.1 Setting up a license server

Setting up a license server

Activating a license on a license server
Activating a license on a license server without an Internet connection
Updating a license on a license server
Deactivating a license on a license server
Preparing the borrowing of licenses

1.5.4.1 Setting up a license server

To activate a network license on a server, use the PTV License Manager (Server) tool, which
operates independently of the PTV Vision products (download from our web pages: PTV Vision
Setups). During the installation, the required CodeMeter runtime environment is also installed and
set up for operation on a license server.
1. Install the Setup_LicenseManagerServer <version number>x64.exe file, making sure that the
CodeMeter Runtime Kit is also installed.
After installing the License Manager, the CodeMeter Runtime Kit <version number> Setup
window opens.

2. Click the Next button.

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1.5.4.1 Setting up a license server

3. Read the End User License Agreement and agree to the terms.
4. Click the Next button.
The Installation Scope window opens.

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 1.5.4.1 Setting up a license server

5. Select the users for the installation.

6. Click the Next button.
The Custom Setup window opens.

7. For Network Server, select Will be installed on local hard drive.

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1.5.4.1 Setting up a license server

8. Click the Next button.

9. Click the Install button.

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 1.5.4.1 Setting up a license server

10. Click the Finish button.

11. Click the Finish button.

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 1.5.4.2 Activating a license on a license server

The License Manager for managing licenses on license servers is installed and the server is set
up as a license server.
You can now activate network licenses on the license server (see Activating a license on a license
server on page 44).

1.5.4.2 Activating a license on a license server

You can activate a license directly on a license server.
Prerequisites are:
The server is set up as a license server (see Setting up a license server on page 39).
You have administrator rights on the server.
The license server has an Internet connection.
If these requirements are met, proceed as follows:
1. From the Windows Start menu, choose PTV License Manager (Server).
The License Management window opens.
2. Follow the procedure described for Activating a license on your computer from step 3 (see
Activating a license on your computer on page 32).
The license will be activated in the selected license container. After that, the license will be availa-
ble in the License Management window in the list of licenses.
Tip: If you do not have a connection to the Internet on the license server, please proceed
as described here: (see Activating a license on a license server without an Internet connec-
tion on page 44).

1.5.4.3 Activating a license on a license server without an Internet connection

In certain situations, for example when a dongle is hosted in a secured data center, the license
server on which the license container is operated has no direct Internet access.
Tip: If the license container is a USB dongle, we recommend that you temporarily plug it
into a computer with an Internet connection. Then, on the computer with the Internet
connection, proceed as described on the linked page (see Activating a license on a license
server on page 44). After successful activation on a computer with an Internet connection,
the USB dongle is then reconnected to the license server without an Internet connection.

Only if this procedure is not possible, you have to activate the license file-based.
Prerequisites are:
A current version of the software CodeMeter Runtime Kit is installed on the license server
(see Setting up a license server on page 39).
You have access rights to the license server. This can also be done via a remote desktop
connection.
You have a computer with an Internet connection to communicate with the PTV server.
A PTV Vision product or the PTV License Manager tool is installed on the computer with the
Internet connection.

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 1.5.4.3 Activating a license on a license server without an Internet connection

The file-based license activation process is summarized below:

1. Start the license management on the computer with the Internet connection (see Starting
license management on the computer with an Internet connection on page 45).
2. On the license server, create a license request file for the license container where you want
to activate the license (see Creating a license request file on page 46).
3. If necessary, create a soft container on the license server beforehand (see Creating a soft
container on a license server on page 49).
4. Transfer the created license request file from the computer with the Internet connection to
the PTV server (see Uploading the license request file on page 47).
5. Get a license activation file on the computer with the Internet connection and transfer the file
to the license server (see Transferring a license activation file to a license server on page
47).
6. Create a receipt file on the license server and transfer the file from the computer with the
Internet connection to the PTV server (see Creating a receipt file on a license server on page
48).

A detailed description is given in the following sections:

Starting license management on the computer with an Internet connection

1. On the computer with the Internet connection, open the License Management window (see
Opening the license management in the product on page 31) or (see Managing licenses with
the PTV License Manager on page 31).
2. Copy the desired license key to the clipboard.

3. Click the Activate new license symbol.

The License activation window for the product opens and the license key is displayed.
4. Click the Next button.
5. Select the option On a different computer (file-based).
6. Click the Next button.
The Step 1 of 2: Upload license request window opens. The following steps are described in
the next section.

Creating a license request file on a license server and uploading it

In this step, you create a license request file on the license server for the license container in
which you want to activate the license. Then send this file from the computer with Internet access
to the PTV server to get back a license activation file.

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1.5.4.3 Activating a license on a license server without an Internet connection

Creating a license request file

1. On the license server, from the Windows Start menu, choose CodeMeter > CodeMeter Con-
trol Center.
2. On the License tab, select the desired license container.
Notes:
Make sure, that the license container matches the type of license (see License bin-
ding and license container on page 23).
If you want to activate a license container of the type soft container, a soft container
must exist on the license server. If this is not the case, you must now create a soft con-
tainer (see Creating a soft container on a license server on page 49). Then proceed
with step 2.

3. Click the License update button.

The CmFAS Assistant window opens.

4. Click the Next button.

The CmFAS Assistant - Please select the desired action window opens.

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 1.5.4.3 Activating a license on a license server without an Internet connection

5. Select the Create license request option.

6. Click the Next button.
7. Accept the suggested file name for the license request file and select the location.
8. Click the Commit button.
9. If necessary, transfer the created license request file ...RaC to a folder that you can access
from the computer with the Internet connection.

Uploading the license request file

1. On the computer with the Internet connection, click the Select button in the Step 1 of 2:
Upload license request window.
2. Navigate to the created license request file ...RAC and click the Open button.
3. Click the Next button.

Transferring a license activation file to a license server

1. In the Step 2 of 2: Transfer License window, click the Open folder button.
2. Copy and paste the preselected license activation file ...RaU to a folder accessible from the
license server.
3. Drag and drop the file on the license server to the CodeMeter Control Center or double-click it.
In the next step, you need to create a receipt file on the license server to complete the activation
process:

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1.5.4.3 Activating a license on a license server without an Internet connection

Creating a receipt file on a license server

1. Switch to the CodeMeter Control Center on the license server.
2. On the License tab, select the correct license container.
3. Click the License update button.
4. Click the Next button.

5. Select the Create receipt option.

6. Click the Next button.
7. Accept the suggested file name for the receipt file and select the folder from which the license
request file was taken.
8. Click the Commit button.
9. Click the Finish button.
10. Transfer receipt file ...RaC from the license server to the computer with the Internet connec-
tion and replace the license request file there (see Creating a license request file on a license
server and uploading it on page 45).
11. On the computer with the Internet connection, click the Finish button in the Step 2 of 2:
Transfer License window.
The license is activated on the license server and can be used by all users who have entered this
computer in their server search list (see Adding a license server to the search list on page 35).

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 1.5.4.3 Activating a license on a license server without an Internet connection

Creating a soft container on a license server

If you want to install a license key of the type soft container on a license server, it may be
necessary to create a soft container on the server first.
1. In the Step 1 of 2: Upload license request window, click the How it works hyperlink.

The How to create a license request file window opens.

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 1.5.4.4 Updating a license on a license server

2. Click the Download template hyperlink and save the file to the license server.
3. On the license server, from the Windows Start menu, choose CodeMeter > CodeMeter Con-
trol Center.
4. Drag and drop the template file SoftContainerCreator.WibuCmLif into the CodeMeter Control
Center window.

An empty soft container is created and displayed with a gray symbol in the list.
5. Continue with Creating a license request file step 2.

1.5.4.4 Updating a license on a license server

You can update a license on a license server using the standalone tool PTV License Manager
(Server).
Tip: If you do not have a connection to the Internet on the license server, please proceed in
the same way as for activation without an Internet connection: (see Activating a license on
a license server without an Internet connection on page 44).

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 1.5.4.5 Updating a license on a license server without an Internet connection

1. From the Start menu, choose PTV License Manager (Server).

The License Management window opens.
2. Follow the procedure described for Removing a license from a license container and deac-
tivating it step 2 (see Updating any license on page 34).

1.5.4.5 Updating a license on a license server without an Internet connection

In certain situations, for example in secured data centers, the license server on which the license
container is operated has no direct Internet access.
Tip: If the license container is a USB dongle, we recommend that you temporarily plug it
into a computer with an Internet connection. Then, on the computer with the Internet
connection, proceed as described on the linked page (see Updating a license on a license
server on page 50). After a successful update on a computer with an Internet connection,
the USB dongle is then reconnected to the license server without an Internet connection.

Only if this procedure is not possible, you have to update the license file-based.
Prerequisites are:
A current version of the CodeMeter Runtime Kit software is installed on the license server
(see Setting up a license server on page 39).
You have access rights to the license server. This can also be done via a remote desktop
connection.
You have a computer with an Internet connection to communicate with the PTV server.
A PTV Vision product or the PTV License Manager (Standard) tool is installed on the com-
puter with the Internet connection.
The file-based license activation process is summarized below:

1. Start the license management on the computer with the Internet connection (see Starting
license management on the computer with an Internet connection on page 52).
2. On the license server, create a license request file for the license container where you want
to activate the license (see Creating a license request file on page 52).
3. Transfer the created license request file from the computer with the Internet connection to
the server of PTV (see Uploading the license request file on page 54).
4. Receive a license activation file on the computer the with the Internet connection and trans-
fer the file to the license server (see Transferring the license activation file to the license ser-
ver on page 54).
5. Create a receipt file on the license server and transfer the file from the computer with the
Internet connection to the PTV server (see Creating a receipt file on the license server on
page 54).

A detailed description is given in the following sections:

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1.5.4.5 Updating a license on a license server without an Internet connection

Starting license management on the computer with an Internet connection

1. On the computer with the Internet connection, open the License management window (see
Opening the license management in the product on page 31) or (see Managing licenses with
the PTV License Manager on page 31).
2. In the list of licenses, select the license you want to update.

Tip: If necessary, click the Find licenses symbol to display the license you want
to update in the list. If the license is not displayed after the search, add the license server
where the license is activated to your server search list (see Adding a license server to the
search list on page 35).

3. Click the Update selected license symbol.

The License Management window opens indicating that the license is located on a remote
computer.

4. Click the Yes button.

The Step 1 of 2: Upload license request window opens. The following steps are described in
the next section.

Creating a license request file on the license server and uploading it

In this step, you create a license request file on the license server for the license container where
you want to update the license. Then send this file from the computer with Internet access to the
PTV server to get back a license activation file.

Creating a license request file

1. On the license server, from the Windows Start menu, select CodeMeter > CodeMeter Control
Center.
2. On the License tab, select the desired license container.

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 1.5.4.5 Updating a license on a license server without an Internet connection

3. Click the License update button.

The CmFAS Assistant window opens.

4. Click the Next button.

The CmFAS Assistant - Please select the desired option window opens.

5. Select the Create license request option.

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1.5.4.5 Updating a license on a license server without an Internet connection

6. Click the Next button.

7. Accept the suggested file name for the license request file and select the location.
8. Click the Commit button.
9. If necessary, transfer the created license request file ...RaC to a folder that you can access
from the computer with the Internet connection.

Uploading the license request file

1. On the computer with the Internet connection, click the Select button in the Step 1 of 2:
Upload license request window.
2. Navigate to the created license request file ...RAC and click the Open button.
3. Click the Next button.

Transferring the license activation file to the license server

1. In the Step 2 of 2: Transfer license window, click the Open folder button.
2. Copy and paste the preselected license activation file ...RaU to a folder accessible from the
license server.
3. Drag and drop the file on the license server to the CodeMeter Control Center or double-click it.
In the next step, you still need to create a receipt file on the license server to complete the acti-
vation process:

Creating a receipt file on the license server

1. Switch to the CodeMeter Control Center on the license server.
2. On the License tab, select the correct license container.
3. Click the License update button.
4. Click the Next button.

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 1.5.4.6 Deactivating a license on a license server

5. Select the Create receipt option.

6. Click the Next button.
7. Accept the suggested file name for the receipt file and select the folder from which the license
request file was taken.
8. Click the Commit button.
9. Click the Finish button.
10. Transfer the receipt file ...RaC from the license server to the computer with the Internet
connection and replace the license request file there (see Creating a license request file on the
license server and uploading it on page 52).
11. On the computer with the Internet connection, click the Finish button in the Step 2 of 2:
Transfer License window.
The license is updated on the license server.

1.5.4.6 Deactivating a license on a license server

If you want to deactivate a license that is activated on a license server, use the standalone tool
PTV License Manager (Server) for this.
Tip: If you do not have a connection to the Internet on the license server, please proceed in
the same way as for activation without an Internet connection: (see Activating a license on
a license server without an Internet connection on page 44).

1. From the Windows Start menu, select PTV License Manager (Server).
The License Management window opens.

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 1.5.4.7 Preparing the borrowing of licenses

2. Follow the procedure described for deactivating a license on your own computer from step 2
(see Deactivating a license on your own computer on page 34).

Note:
You can deactivate a network license set up for borrowing only after all borrowing ope-
rations have been completed. Alternatively, as an administrator, you can disable bor-
rowing from this license (see Preparing the borrowing of licenses on page 56). After
the maximum borrowing period has expired, you can deactivate the license without
first completing all borrowing operations.

1.5.4.7 Preparing the borrowing of licenses

You can use an activated network license that supports borrowing licenses as a standard network
license without any further action.
Note: However, the use as a standard network license in conjunction with the following pro-
duct versions is only possible with a set password (see steps 3 to 6).
PTV Visum 18 and 2020
PTV Vissim 18 and 2020
PTV Viswalk 11 and 2020
PTV Vistro 7 and 2020

To be able to borrow from this license and, if necessary, create activation keys for borrowing, you
must prepare the network license for this.
Prerequisites are:
You have the password that was sent together with the license key.
You have an Internet connection.
1. In the Windows Start menu, select PTV License Manager (Standard) (see Managing licen-
ses with the PTV License Manager on page 31).
2. Select the desired product and click the Start button.
The License Management window opens.

56 © PTV Planung Transport Verkehr GmbH

 1.5.4.7 Preparing the borrowing of licenses

3. Click the Manage button.

A message is displayed prompting you to first change the password received from PTV.
4. Confirm with OK.
The Change password window opens.
5. Enter a new password.
6. Confirm with OK.
The Manage license window opens.

© PTV Planung Transport Verkehr GmbH 57

1.5.4.7 Preparing the borrowing of licenses

7. Make the desired changes:

Element Description
Use acti-   If this option is selected, an activation key is required to borrow a license.
vation key
  If this option is not selected, a license may also be borrowed without an acti-
vation key.
Key length Enter the number of characters for activation keys in the field. The number of cha-
racters entered limits the number of activation keys you can generate. The pos-
sible number is displayed next to Key. For example, 0/24 means that none of the
24 activation keys possible have been created so far. You can set a different key
length for each new activation key. The number of the keys that you can still gene-
rate is recalculated.
Allow bor- If this option is selected, the license may only be used for borrowing.
rowing
If the option is not selected, the license can be used for borrowing and as a
only
regular network license.
8. Confirm with OK.
The license is prepared for borrowing.

Creating and sharing activation keys

You can create activation keys for the main license to control more precisely which users are allo-
wed to borrow licenses. The number of sublicenses for which you can generate activation keys
depends on the existing main license. You pass on the created activation keys to the desired reci-
pients by e-mail.

58 © PTV Planung Transport Verkehr GmbH

 1.5.4.7 Preparing the borrowing of licenses

1. Open the License Management window (see Managing licenses with the PTV License Mana-
ger on page 31) or (see Opening the license management in the product on page 31).
2. Click the Manage button.
The Enter password window opens.
3. Enter the password (see Preparing the borrowing of licenses on page 56).
4. Confirm with OK.
The Manage license window opens.

5. Click the New button.

6. A new activation key is created with the basic settings.
7. Make the desired changes:

Element Description
Key column Displays the key string of the activation keys created. The activation key is gene-
rated automatically and cannot be changed.

© PTV Planung Transport Verkehr GmbH 59

 1.5.5 License Management – Questions & Answers

Number of For each activation key, specify how often it can be activated. The number ente-
activations red here is independent of the number of available licenses. Example: If an acti-
column vation key allows five activations and has already been used five times, it cannot
be used again, even if the activation key was used to borrow a license and the
license has been returned.
Borrowing For each activation key, specify the end date for the borrowing period. By
period until default, the end date of the main license is specified.
column
8. Confirm with OK.
The activation key is created.
9. In the Manage license window, select the activation key.
10. Click the Copy to clipboard button.
11. Paste the copied activation key into an e-mail and send it to the desired recipient.
12. Confirm with OK.

Changing the administrator password

You can change the password you use to manage the main license.
1. In the Manage license window, click the Change password button.
The Change password window opens.

2. Enter a new password.

3. Confirm with OK.

1.5.5 License Management – Questions & Answers

If you use a demo version

What are the limitations of the demo version? (see Using the demo version on page 26)
How do I convert a demo version to a commercial version? (see Converting a demo ver-
sion to a commercial version on page 27)

60 © PTV Planung Transport Verkehr GmbH

 1.5.5 License Management – Questions & Answers

If you are a user of a PTV Vision product

How do I activate a license? (see Activating a license on your computer on page 32)
How to update my license? (see Updating licenses on your computer on page 33)
Where do I manage the license in my product? (see Opening the license management in
the product on page 31)
How do I deactivate a license? (see Deactivating a license on your own computer on page
34)
How do I borrow a license? (see Borrowing a license on page 36)
How do I manage the licenses for different PTV Vision products with a single tool? (see
Managing licenses with the PTV License Manager on page 31)

If you are a license administrator and need to access the license server
You need access to the license server for the following use cases:
How do I set up a computer in the network as a license server? (see Setting up a license
server on page 39)
How do I manage licenses on a license server without having to use license management
in a PTV Vision product? (see Managing licenses with the PTV License Manager on page
31)
How do I activate a license on a license server in the network? (see Activating a license
on a license server on page 44)
How do I use a license on a license server? (see Using licenses on a license server on
page 34)
How do I activate licenses on a server that has no connection to the Internet? (see Acti-
vating a license on a license server without an Internet connection on page 44)
How do I deactivate a license? (see Deactivating a license on a license server on page
55)
Moreover, you might be interested in:
How are soft containers used? (see Basics of license management on page 22)
We have several license keys. Which one can I use? (see Setting licenses for use on
page 37)

If you want to borrow a license or manage the borrowing process

How do I prepare a license for borrowing? (see Preparing the borrowing of licenses on
page 56)
How do I set the borrowing duration? (see Creating and sharing activation keys on page
58)
How do I create activation keys for sublicenses that can be borrowed? (see Creating and
sharing activation keys on page 58)
How do I pass on an activation key for borrowing? (see Creating and sharing activation
keys on page 58)

You are using a product version that is not up-to-date?

How can I manage licenses of a version before 2021? (see Managing licenses for product
versions before 2021 on page 32), (see Managing licenses with the PTV License Mana-
ger on page 31).

© PTV Planung Transport Verkehr GmbH 61

 1.6 Service & Support

1.6 Service & Support

PTV provides technical Visum support in the following cases:
Program errors in the current Visum version.
Note: As our software is continually being improved, we regret that we cannot always pro-
vide hotline support for previous Visum versions.

To trained users with software maintenance agreement we offer support in the case of pro-
ject-specific questions and modeling problems.
We hope you understand that our PTV Vision Support team cannot impart you with the knowledge
of a training course. Neither can they provide you with specialist engineering knowledge that goes
beyond Visum's functionality or solve project-related tasks. If you are interested in skills or project
solutions, we are happy to offer you consulting or a dedicated training course on that subject.

1.6.1 Usage of manual and FAQ list

Please read the information on the various topics described in the manual or help before posting
your support request.
A huge amount of items is already described in the Visum FAQ list.

Note: For access to the FAQ list you need access to the Internet.

In the Help menu, select FAQ (online).

In your browser, the Visum FAQ list appears.

1.6.2 Submitting a support request

You can contact the PTV Vision Support via a contact form in the following cases:
Program errors in the current version. Since our products are continuously improved, we
can unfortunately only offer limited support for older versions.
If you have a maintenance contract, you can contact us with questions about your project
and modeling.
Before you contact us with questions and problems:
Please try to solve the problem by using the Help or the User manual. The requested infor-
mation is often contained in it.
Read the tips and tricks on the Internet:
PTV Vissim Tips & Tricks
PTV Visum Tips & Tricks
Read the FAQs on the Internet: Vissim FAQs, Visum FAQs. Requested information is
often contained in it. The FAQ list also contains valuable modeling tips.
In the interest of efficient handling of your request to PTV Vision Support, we ask you to use the
corresponding contact form on the Internet:
Technical Support PTV Vissim
Technical Support PTV Viswalk

62 © PTV Planung Transport Verkehr GmbH

 1.6.3 Opening Diagnostics

Technical Support PTV Visum

The contact form also opens in the browser if you select Help > Technical Support in the PTV
product menu.
The following information is required for a smooth processing of your request:
Problem description
Steps executed immediately before the problem occurred
If required, screenshots of program states
All files necessary to reproduce the error
When you open the form from the Help menu, the following data is automatically entered into the
form:
If available: PTV dongle number
PTV customer number
Version and service pack number, for example 2021.00-03, from the title bar
Edition, if applicable
Version of the operating system and service pack number
Fill in the remaining fields:

Issue type: Error, question, or suggestion for improvement

Topic: Narrow down to affected functionality or affected add-on
Subject: Briefly describe the content of the support request.
Text box 1: Please describe your request.
Text box 2: Please list the steps performed that lead to the described situation.
Thank you for your assistance!

1.6.3 Opening Diagnostics

1. From the Windows Start menu for programs, right-click PTV Vision 2022 > Diagnostics
for PTV Visum 2022.
2. From the shortcut menu, choose Run as administrator.
The Diagnostics for PTV Visum 2022 window opens. The Actions tab is displayed by
default.

© PTV Planung Transport Verkehr GmbH 63

1.6.3 Opening Diagnostics

3. Run the desired actions.

64 © PTV Planung Transport Verkehr GmbH

 1.6.3 Opening Diagnostics

Button Description
Reset Dia- Reset window positions
log Posi- Note
tions You can also reset the window positions in Visum (see "Restoring window posi-
tions" on page 977)
Start Visum Opens Visum in diagnostic mode and the Microsoft Process Monitor.
and use The Process Monitor collects data about the processes running on the computer.
Process In particular, if problems occur when starting or using Visum, these data can pro-
Monitor vide information on the cause.
Notes
You must run the Programm Diagnostics for PTV Visum 2022 as an admi-
nistrator if you want to display the Process Monitor.
The use of the Process Monitor is regulated by the manufacturer. If an End
User License Agreement is displayed, read it please.
If the Process Monitor has already been started once, the Process Monitor opens
directly. Otherwise the Open window opens, in which the file Procmon.exe is
selected by default.
When you execute the Start Visum and use Process Monitor actions, Visum
the diagnostic mode and the Windows Process Monitor open. By default, the Pro-
cess Monitor displays the data in the ProcMonTrace.pml file for a period of 3 minu-
tes.

Support Package tab

On the Support Package tab, you can compile the required data for PTV Vision support into a
Support Package, pack it in a *.zip file, and then send it to PTV Vision support.

Note: In case of problems with the installation of Visum, please create a support package as
*.zip file. This file contains all relevant files to analyze the problem. You can send the file to
PTV Vision support via the support form, the support portal or via email (see "Submitting a
support request" on page 62).

© PTV Planung Transport Verkehr GmbH 65

1.6.3 Opening Diagnostics

66 © PTV Planung Transport Verkehr GmbH

 1.6.3 Opening Diagnostics

Section Description
Custom files Add Files: Add files to the Support Package
added to Support Remove Selected: delete selected files from support package
Package
Diagnostic Select the desired options. Information about the data provided with each
reports option is displayed in a tooltip when you point the mouse pointer to the text
of the option.
Save path Select the path and file name, and the desired file format in the drop-down
list.
Create Support Create a file for PTV Vision support
Package

Note: When you use the Process Monitor, the file size of the Support Package quickly becomes
so large that you cannot send it to support by e-mail. In this case, contact PTV Vision support.

Register Log
A log file is also part of the support package, but you can create and save more log files.

© PTV Planung Transport Verkehr GmbH 67

 1.6.4 Submitting a sales inquiry

1. Click the Save Log button.

2. Specify the storage location and confirm with Save.

1.6.4 Submitting a sales inquiry

Our sales team will respond to general requests concerning Visum.

68 © PTV Planung Transport Verkehr GmbH

 1.6.4 Submitting a sales inquiry

Any questions regarding Visum license fees, please forward to:

info@vision.ptvgroup.com.
For software maintenance agreements, please contact:
customerservice@vision.ptvgroup.com.

© PTV Planung Transport Verkehr GmbH 69

1.6.4 Submitting a sales inquiry

70 © PTV GROUP
PTV Visum 2022
Fundamentals
 2 Fundamentals of the program

2 Fundamentals of the program

PTV Visum (Visum) is a software system that allows you to model all private and public transport
types in one single integrated model. It is complemented by the microscopic traffic simulation sys-
tem PTV Vissim (Vissim). Using Visum, most basic data provided by transport information and
planning systems can be managed consistently and maintained with the network editor. Unlike
simple GIS systems, Visum allows complex relationships within single or several transport sys-
tems to be retained, enabling you to create a suitable transport model.
A transport model normally consists of a demand model, a network model based on Visum and
various impact models (Illustration 1):
The demand model contains travel demand data. Information on the demand within a plan-
ning area is required for the analysis of transportation networks. Demand matrices can only
partially be created based on survey data. This is why mathematical models are used to
reproduce real demand ratios. They allow you to calculate the traffic flows between zones of
the planning area based on structure and behavior data, the spatial utilization structure and
the transport system. Visum includes the Standard 4-step model, the EVA model, and the
Tour-based model. Thus you can create your own travel demand matrices in the program
(see "Demand model" on page 207).
The network model stores the transport supply-side. The network model consists of traffic
zones, nodes, public transport stops, links representing roads and railway tracks, and the
public transport lines with their timetables for classical transport systems. In addition, sharing
stations or pick-up and drop-off nodes are needed to map new forms of mobility. Transport
supply data can be visualized with Visum and edited interactively with different methods.
The impact models use input data provided by the network model and the demand model.
Visum offers several impact models for analysis and evaluation of transport supply. The user
model simulates the travel behavior of public transport passengers and motor vehicle users
(see "User model PuT" on page 573 and "User model PrT" on page 349). It calculates traffic
volumes and service skims (such as journey time or number of transfers). An operator model
determines operational indicators of a public transport service, like service kilometers, ser-
vice hours, number of vehicles or operating costs (see "Operator model PuT" on page 703).
Revenues by ticket type derived from the demand data allow line related revenue estimates
for a line costing calculation. An environmental impact model offers several methods to
assess the impacts of motorized private traffic on the environment (see "Environmental
impact model and HBEFA" on page 843).
Visum displays the calculation results in graphical and tabular form and allows you to perform
various graphical analyses of the results. You can e.g. display and analyze routes and con-
nections per OD pair, flow bundles, isochrones and turning volumes at nodes. Indicators
such as journey time, number of transfers, service frequency, and many more are computed
as skim matrices.
You can compare different versions using the version comparison or network merge func-
tionalities. You can further exchange the changes made to your model via model transfer
files.

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 2.1 Network model – the transport supply

Illustration 1: Visum network model and impact model

Like all models, a transport model represents an abstraction of the real world. The aim of the mod-
eling process is system analysis, forecasting and model-based preparation for decisions taken in
the real world.
In the following, especially the network data model and the procedures available in Visum are
described and explained in a simple way.

2.1 Network model – the transport supply

A network model representing the comprehensive transport system must describe the spatial
and temporal structure of the transport supply. For this reason, the network model consists of sev-
eral network objects which contain relevant data about the link network, lines, timetables, and
traffic zones. The most important network object types in Visum are described here.
Zones (also called traffic cells) describe areas with a particular land use and their location in
the network (for example residential areas, commercial areas, shopping centers, schools).
They are the origin and destination of trips within the transport network, which means zones
and the transport network are connected through connectors.
Nodes are objects which define the position of intersections in the link network and switches
in the railway network. They are the start and end points of links.
Links connect nodes and thus describe the structure of the road and rail network. A link has
a particular direction so that the opposite link represents a separate network object.
Turns indicate which turning movements are permitted at a node and store the turning time
penalty.
Connectors connect zones to the link network. They represent the access and egress dis-
tances to be covered between a zone’s center of gravity and the nodes/stops of the network.

74 © PTV Planung Transport Verkehr GmbH

 2.1 Network model – the transport supply

Stops are subdivided into stop areas and stop points served by lines where passengers may
board or alight.
Lines that are listed with a name in a timetable usually go in both directions. A line can con-
sist of several line variants, so-called line routes which differ for example, in their route
courses. Line routes describe the spatial course of line services, for each line route one or
several time profiles can be defined.
Territories are network objects which can be used, for example, to illustrate districts or
counties. Based on a polygon that defines the territorial border, PrT and PuT indicators for
regular or single PuT line services can precisely be accounted for each territory.
Every network object is described by its attributes. Attributes can be subdivided as follows:
Input attributes such as link length or link number.
Calculated attributes (output attributes) such as boarding passengers at a stop or the number
of assigned vehicles. They are only filled with values in the course of calculation procedures.
For all network object types, users can define additional so-called user-defined attributes. They
can contain additional information or temporary values which are like "normal" attributes presen-
ted in lists and graphically, and are available as filter criteria. Because these are not required to
understand the basics, no further detail is required at this point.
The integrated network model distinguishes between transport systems of the private transport
and the public transport type. These types reflect the form of organization. Private transport road
users use their own means of transport. Therefore, they can freely choose the departure time and
route. The travel time depends on the permissible speeds of the links.
Public transport road users use the supply of a service provider who provides vehicles and
defines the conditions of transportation. Passengers do not use their own vehicle but pay the ser-
vice provider for transportation.
Conventional public transport is characterized by a predefined network of lines (route courses and
stops) and a timetable with travel times and departure times.
Flexible forms of service, such as ride sharing or vehicle sharing services, provide the means of
transportation. These do not follow a fixed line network or timetable. A fleet of vehicles provided
by the operator is intended to flexibly meet the mobility needs of road users. The temporal and
spatial availability of the vehicles define the access and wait time and thus essential quality char-
acteristics of the service.
Vehicle sharing systems are characterized by the fact that the user borrows a vehicle exclusively
and transports himself to the destination as the driver.
In the case of ride sharing services, the user is picked up by a vehicle and shares it with other pas-
sengers for part of the journey, if necessary. This involves passengers taking detours to pick up or
drop off other passengers.
Means of transport can be assigned to different transport systems. Thus, the privately owned car
is classified as private transport but can be classified as public transport when used as a shared
cab within a ride sharing fleet. A bus in regular service is the classic example of public transport.
The chartered coach is allocated to the private transport.

© PTV Planung Transport Verkehr GmbH 75

 2.2 Transport demand model

Illustration 2 shows the allocation of various means of transportation to transportation systems of

the type private transport and public transport. You will find information about modeling in Visum
in the chapters linked there.

Illustration 2: Allocation of means of transport to transport systems

2.2 Transport demand model

Transport demand arises when a series of activities (home - work - shopping - home) cannot be
carried out at the same location and therefore a change of location is necessary.
The travel demand is stored in a matrix, whose columns and rows contain all zones contained in
the traffic model.
A PrT demand matrix element has the unit car trips, a PuT demand matrix element has the
unit passenger trips (do not mistake with the vehicle journey of a PuT line). It contains the
number of travel demand from a traffic zone i to a traffic zone j.
A travel demand matrix refers to a time interval (analysis time interval) and thus only contains
trips that depart within the time interval.
Trips of a demand matrix can refer to the total transport system, to partial transport systems
(for example pedestrian, bicycle, PuT, car), to person groups (for example employed, stu-
dents, retired persons) or to purposes (for example commuting, shopping, leisure).
A demand matrix is assigned to exactly one demand segment. A demand segment describes
a group of road users with homogeneous travel behavior.
Travel demand can be divided into surveyed and calculated demand as well as into today's and
future demand.
Surveyed travel demand describes the number of trips and the trip distribution within a fixed time
interval for an existing transport supply system. It represents a snapshot of the current traffic situ-
ation and cannot be reproduced again practically. An exact survey of today's current travel
demand in an area of interest is not possible in practice because all travelers would have to be
interviewed at the same time. For this reason, only a representative, random sample of travelers
is interviewed to determine travel demand for the purposes of transportation planning. From this

76 © PTV Planung Transport Verkehr GmbH

 2.2 Transport demand model

survey a matrix of today's travel demand is then deducted. It represents the travel demand for the
existing supply system.
Calculated travel demand contains assumptions about the number of trips and trip distribution.
To calculate travel demand, demand models are used which, for example, differentiate between
the three steps of Trip generation, Trip distribution and Mode choice. The calculated travel
demand can be designated differently depending on the used input data.
Calculated travel demand is called today's travel demand if the input of the demand cal-
culation is today's land use structure, today's population and economic structure, and today's
transport supply system.
Forecasted travel demand is based on data on future land use, future population and eco-
nomic structure and the future transport supply system.
An overview of the procedures for determining travel demand can be found in Leutzbach et al.
(1988).
Within Visum all 4 stages of the classical transport model (4- step model) can be calculated,
besides traffic assignment (choice and volume of the route to get from origin zone to destination
zone) the other three steps Trip generation , trip distribution and Mode choice (choice of
means of transport), too.
In the first step of the classical model, Trip generation, the production and attraction (origin and
destination traffic) of each zone is determined on the basis of socio- demographic data (for
example, number of inhabitants and jobs). These production and attraction values define the
totals of the total demand matrix, which is determined by means of relevant skim data (for
example, journey times, fares etc.) in the second step, Trip distribution. In the third step the total
demand matrix is distributed onto the different traffic modes (for example, PrT, PuT) on the basis
of mode-specific skims. In a fourth step the resulting mode-dependent demand matrices can be
assigned to the supply (Visum network) by means of the PrT and PuT assignment procedures in
order to obtain link volumes and new skims. This skim data can again be used as inputs for trip dis-
tribution or mode choice of a new demand calculation. The Go to the procedure function allows
you to iterate the calculations until a convergence criterion concerning link volumes or matrix val-
ues is satisfied.
Visum contains three alternative calculation models for the demand modeling.
The Standard 4-step model is based on North American practice for aggregated demand
models (see "Standard 4-step model in two variants" on page 215).
The EVA model is another aggregated demand model for passenger demand. It differs from
the Standard-4-Step Model by a simultaneous trip distribution and mode choice as well as by
its particular method of balancing the differences between origin and destination traffic (see
"EVA (passenger demand model)" on page 232).
When calculating demand matrices, the Tour-based model (traffic in cities generation model)
takes into consideration activity chains which homogenous-behavior user groups (for
example employees with or without a car, pupils, students) perform during the course of the
day (see "Activity chain based model (tour-based model)" on page 267).
The matrix editor integrated in Visum supports matrix processing and provides a gravity model.

© PTV Planung Transport Verkehr GmbH 77

2.2 Transport demand model

The calculation models are based on specific Visum demand objects describing the char-
acteristics of trip purposes and road users. Person groups combine road users featuring com-
parable mobility behavior to groups. The break-down of the population into person groups may be
based on their job status (employed, students, retired persons) and (optionally) their car own-
ership (with/without car). Activities are activities or locations of a person in the course of the day
which are not traffic related (work, school, home). Activity pairs describe transitions between two
activities and may imply trips from one place to the other (home - work, home - school). They are
then called trip purposes.
A demand stratum combines one or several person groups with an activity. Almost all cal-
culations of the first three stages of the model are carried through separately for each demand
stratum and their results are stored separately for a better illustration and verification. The res-
ulting demand matrices always have the unit [persons].
By aggregating the demand strata to demand segments parts of the demand jointly to be
assigned are combined prior to the fourth stage, which is the assignment. Hereby, the PrT
demand matrices are converted into the [Vehicles] unit by dividing the demand stratum matrices
by the occupancy rate of the respective transport system.

Temporal distribution of travel demand

The trips from one traffic zone to another traffic zone in reality take place at different times. The
temporal distribution of travel demand within the analysis period is described by a start time and a
time series when modeling in Visum. The time series is taken into consideration at the PuT assign-
ments and the dynamic PrT assignment. The time series is ignored in the case of static PrT
assignments. Temporal distribution of the trips within each time interval of an observed time
period can therefore not be set for this procedure.
The start time specifies the time and – if the weekly or annual calendar is used - the day on which
the period referred to by the demand in the matrix starts. The end of the period is calculated from
the length of the assigned time series.
Time series can be defined in two different ways:
Time series by percentage of one demand matrix
as a time series consisting of several demand matrices
A time series by percentage specifies the proportion of trips with the desired departure time within
the respective time interval. Demand time series can cover more than 24 hours if a weekly or
annual calendar is used. An equal distribution of travel demand during the observed time period is
assumed as default. Instead of this default, a user-defined demand time series can be specified
for the entire matrix. This user-defined demand time series can be overwritten again for selected
pairs of origin-destination zone types with specific demand time series. In this way, it is possible to
specify deviating time series for zones, for example, with known structural features (for example
purely residential or commercial areas) that reflect the different traffic loads in one direction (Illus-
tration 3) at certain times of the day for journeys between home and work.

78 © PTV Planung Transport Verkehr GmbH

 2.3 Impact models – methods to calculate the impact of traffic

Illustration 3: Example of a time series of the travel demand by four intervals of 30 minutes
A time series of demand matrices allocates a separate matrix to each time interval which contains
the demand with the desired departure time in the respective time interval. It should be used if for
example matrices on an hourly basis already exist based on a trip generation model. Contrasting
time series, here the time dependent course of the demand can be freely selected for each matrix
item. However, the data entry expenditure and the memory requirements are higher accordingly,
because several complete matrices are supplied.

2.3 Impact models – methods to calculate the impact of traffic

A transport supply system has diverse impacts which may vary because of measures (for
example the construction of a new tram line or a bypass).
Impacts on the user of the transport system
Impacts on the operators who have to ”produce” a transport service
Impacts on the general public who benefits from the transport infrastructure but also has to
pay for it
Impacts on the PuT contractor which may have to account for a political deficit
Impacts on the environment which is harmed by pollution

Transport supply-side users

Users of infrastructure for private transport are mostly car drivers and their passengers, but also
non-motorized travelers such as cyclists and pedestrians. Users of public transport are public
transport passengers.

Transport supply-side operators

The road network is usually operated by the state, federal states or communities and increasingly
by private investors. These operators of the road network have to decide on investments for the
construction and maintenance of road infrastructure. PuT operators are the transport companies
and transportation agencies. In the broader sense, the PuT contractors also belong to the oper-
ators. To offer public transport service, PuT operators develop line networks and timetables from
which the user can then choose connections. To organize drivers and vehicles, PuT operators
develop vehicle employment plans and rosters.

Models to calculate the impact of traffic

Visum includes different models which are used to determine the impacts of given transport sup-
ply.

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 2.4 Analysis of results

Different assignment procedures make it possible to assign current or anticipated travel

demand to existing or planned transport supply. The most important information of these
assignment procedures are network object volumes (link volumes for example).
The connection quality of each transport systems or for the selected demand segments is
described via skims, which can be output in skim matrices (impedance matrices).
The environmental model makes it possible to determine noise and/or pollution emissions of
motorized private transport for traffic volumes in the existing or planned transport network.
An operator model determines the operational and financial requirements of PuT supply, pro-
jection of data to analysis period or analysis horizon, as applicable, is possible. The number
of required vehicles is computed by a line-blocking calculation procedure, which are neces-
sary to be able to offer the PuT supply.

2.4 Analysis of results

Transportation demand and the results of the impact models can be evaluated and output under
different aspects. The following functionalities are available (see "Tabular and graphical display"
on page 903 and "Interactive analyses" on page 879).
Flow bundles, which filter demand segment-specific paths traversing network objects selec-
ted by the user (nodes, links, zones, stop points, stop areas and stops)
Flow bundles for the analysis of network volumes according to traffic types (origin, des-
tination, through, external, internal and bypassing internal trips)
Turn volumes, which display PrT turning flows at intersections
Isochrones for classifying the reachability of network objects and for comparing PuT journey
times and PrT travel times
Graphical shortest path search for the PrT, which visualizes the shortest path between
zones or nodes in the network for a PrT transport system
Graphical shortest path search for the PuT, which visualizes the shortest path between
zones, nodes or stop areas. The shortest paths can be based on transport systems or determ-
ined on the basis of the timetable provided in Visum
Skim matrices describe different properties for each OD pair from origin zone to a des-
tination zone in the traffic model. Each skim (such as the in-vehicle-time) is derived from the
properties of all paths found from origin zone to a destination zone
Lists for all network object types, which allow a tabular display of all attribute values of a net-
work object
Display of bars, charts and tables on the map (for example to visualize the link volumes)
Statistics for the assignment analysis and the analysis of the assignment quality. This is how
the coefficient of determination R2 can be determined approximately between the volumes
calculated in the assignment and the observed values, and the assignment model can con-
tinue to be calibrated.
Column charts for the display of time series (for example link volumes in the course of the
day)
Graphical and tabular display of vehicle journeys in the graphical and tabular timetable.
This is how volumes from the assignment can be displayed as bars for each journey.
Comparing and transferring networks (Network merge, Version comparison, Model trans-
fer files)

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 2.5 Distributing calculations to several computers

2.5 Distributing calculations to several computers

The distributed computing function allows you to use the capacity of several computers when cal-
culating scenarios, procedures, or procedure sequences. This way, you can perform multiple cal-
culation steps simultaneously so that the results are available for evaluation more quickly.
The function can be used for the following distributed calculations:
Entire scenarios within the framework of scenario management
Certain procedures in parallel with the other procedures of the procedure sequence
Entire procedure sequences can be used on a more powerful computer
Timetable-based assignment
No specific systems or other software is needed for distributed computing. As long as the Add-on
is licensed, all installations that belong to the license group can be used by Visum. Workstations
used during the day for project work, e.g., can be used at night for extensive, automated cal-
culations (see User Manual: Chpt. 19.2.9.2, page 1714). For distributed computing you can basic-
ally use all licenses available at your company - including single user and network licenses with
different license numbers. In this case, the licenses are assigned to a common license group. The
assignment of your licenses to a license group must be done when the licenses are issued and
cannot be changed afterwards without regenerating the license.

2.5.1 Prerequisites for using distributed computing

The computers used for distributed calculation (compute node) must fulfill certain requirements:
The computers must have compatible Visum versions installed (with the same binary ver-
sion, e.g. 21.00-xx).
All computers must be licensed for the add-on modules required for calculation and for an
adequate network size.
The licenses used must contain the "Distributed computing" module and belong to the same
license group.
If you are using Python scripts or add-ins, the respective Python version and add-ins must be
installed on the computers.
Depending on the use case, ensure that additional resources, e.g. HBEFA data files or user-
defined VD functions, are available on the computers. Project-specific data is automatically
copied to the respective computers by Visum.
Ensure the same program options are selected on each computer. This is not done auto-
matically.
The computers must be connected via the network. If required, in the firewall of the com-
puters, open the ports used for communication and assign the corresponding user rights.
Most ports can be freely selected. The compute nodes must be located in the same sub-
network as Visum to be found automatically by the program. If this is not the case, you can
still use them for distributed calculation. However, you need to enter the computer addresses
manually.
The PTV Vision calculation server of the respective installation must run on the compute
node. Calculation requests can only be carried out if this software is executed. The cal-
culation server is automatically installed with Visum. It is not necessary to start Visum on the
compute node.

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 2.5.2 Setting up the compute node

The calculation server is not a Windows service. The software is only run when a user logs on
to the computer.
Note: A version of Visum is offered that is installed independently of a full version and is used
exclusively for the distributed calculation of scenarios and procedures.

2.5.2 Setting up the compute node

The calculation server receives the calculation requests and controls assignment to the compute
nodes. When you do not want to use the compute node for distributed calculation, e.g. during the
day when it is used for project work, deactivate the calculation server or specify hold-off times for
the compute node (see User Manual: Chpt. 19.2.9.2, page 1714).
You can start the software via the Start menu of the respective Visum installation. Afterwards, it is

also available via the icon in the Windows taskbar. Click the icon to open the dialog for
configuration of the calculation server.
Besides the number of Visum instances and cores you want to use, you can specify a Base dir-
ectory to which the data is saved during the calculation process. In the Service address section,
specify the name and port under which the compute node shall be available. You can use the
same computer to simultaneously run multiple instances of the calculation server for different
Visum installations, e.g. different service pack versions. To do so, for each installation, you must
start the calculation server and configure a different port. Each server started uses the respective
Visum version located in its installation folder. The Base address of the service box contains
the URL based on these settings. If the compute node is not automatically found by the controlling
Visum version, the URL can be used for manual configuration. You can select the option Start
PTV Vision Calculation Server when logging in to start the server automatically, as soon as a
user logs on to the system.

2.5.3 Managing compute nodes

The compute nodes available for distributed calculation can be managed in the Compute nodes
window (see "Managing compute nodes" on page 1716), from step 5.
Compute nodes are identified via a network address that is also specified in the calculation
server. To add new compute nodes, you may enter this address manually. Alternatively, use a
search function to automatically find available compute nodes. However, when using the search
function, you will only find compute nodes within the same subnetwork. When making the manual
entry, you can also use compute nodes of other network parts.
Access is not limited to via local networks, but can also be made via the Internet (if the addresses
and ports for the TCI/IP protocol have been cleared by the firewalls).

2.5.4 Execution of distributed scenario calculation

The distributed calculation of scenarios is controlled in the Visum Project view. On the Dis-
tributed computing tab, you can manage all calculation relevant input and output data and open
the Compute nodes window. (see User Manual: Chpt. 19.2.9.2, page 1714)
By default, the Input data transferred to the compute node includes all files of the shared Project
folder and the respective Scenario folder. If required, additional files may be added manually or

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 2.5.5 Distributed calculation of procedures

excluded from data transfer, e.g. to save data transfer time or storage space on the compute
node.
By default, the result files consist of the respective Scenario folder files that are transferred back
to the controlling computer. Here you may also add files to or exclude files from data transfer.
Distributed computing is started in parallel to local calculation in the Scenarios tab. At the
beginning of the calculation process, you can assign the scenarios to individual compute nodes.
You can also choose whether you want to have the result files of the compute node automatically
transferred back to the respective folders.
After you have started the calculation, Visum transfers the files required to the compute nodes (if
the current files are not already available there). In the Project view, the scenario overview shows
the calculation step currently carried out. During the calculation procedure, you can use the con-
trolling Visum to perform other tasks or simply close it. The calculation process is continued auto-
matically on the compute node.
After the calculation has been completed, the scenario indicators calculated are listed. They are
now available for scenario comparison. If specified during calculation start, all other result data is
also listed, so that you can analyze the scenarios using the tools you are familiar with. If the result
data is not automatically listed, you can list it for selected scenarios. The scenarios are then avail-
able for local calculations and analyses.

2.5.5 Distributed calculation of procedures

Distributed calculation allows you to distribute the calculation of certain procedures within the pro-
cedure sequence across different compute nodes.
To do so, in the procedure sequence, in the Compute node column, you can select the compute
nodes for calculation. When carrying out the procedure, Visum automatically transfers the
required data to the respective compute node and starts the calculation.
At the same time, the other procedures of the procedure sequence are carried out. This allows
you to simultaneously perform several calculations independently from each other, e.g. assign-
ments for PrT and PuT or tour-based model calculations for several demand segments.
Using the new procedure Merge procedure results, the compute node results are downloaded
and available for any further calculation steps. This procedure must then be inserted into the pro-
cedure sequence, between distributed computing and further steps that depend on the results of
distributed computing.
Distributed computing is available for the following procedures:
PrT assignment
Calculate PrT skim matrix
PuT assignment
Calculate PuT skim matrix
Tour-based model - Combined trip distribution / mode choice

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 2.5.6 Calculating a timetable-based assignment distributed to several computers

2.5.6 Calculating a timetable-based assignment distributed to several computers

The timetable-based PuT assignment determines connections for each OD pair and carries out a
route choice of the demand. It is often not carried out capacity-dependently. Due to these prop-
erties, the individual OD pairs are not interdependent and it is possible to perform the calculation
separately.
For this, external compute nodes can be selected on which the relations are divided according to
origin zones. The computers receive the corresponding number of origin zones proportional to the
processors available to them. The total run time of a larger timetable- based assignment is
reduced considerably. The run time scales with the number of selected calculation cores.
You can use this functionality if the connections are independent of each other. This is not the
case if capacity restrictions are taken into account or sharing services extend the public transport
supply.
How to use the function is described in the user manual (see User Manual: Chpt. 21.1.16.1,
page 2034)

2.5.7 Swapping entire procedure sequences to compute nodes

The execution of entire procedure sequences on other compute nodes can be useful if computers
within a network are used to different extents or if computers with different computing power are
available.
The calculation of an entire procedure sequence may require additional files in addition to the ver-
sion file. Before executing the procedure sequence on another compute node, you must select
the external data in the general procedure settings that are transmitted to the compute node
together with the version file and the calculation call.
The calculation status of the external calculation process is displayed. During the calculation, the
version file is locked for further entries and calculations. You can interrupt the monitoring of the
calculation progress and also close the version file. The calculation is still performed on the
external node. Even if the version file is opened again, the model remains locked for further input
until the calculation has been completed on the external computer and the results have been sent
back to your computer and integrated.
A procedure step to merge results is not necessary.

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 3 Network model

3 Network model
The supply data of the transport network are described in a network model consisting of various
network objects.

Topics
Network objects
Spatial and temporal correlations in Visum
Attributes
Subnetwork generator
The surface data model in Visum

3.1 Network objects

The network model differentiates basic network objects such as nodes and links, which illustrate a
network structure Table 1. Additionally, there are network objects which are only used for mod-
eling PuT networks Table 2 and general network objects, which do not have to have any rel-
evance to traffic and especially no influence on procedure calculations Table 3.

Network Description
object
Transport The transport supply consists of several transport systems. Transport systems are
system used, for example, to allocate attributes for network objects dependent on trans-
(TSys) port systems. This is how links can be opened for a transport system bike, for the
transport systems car and HGV blocked, however.
Mode In PrT a mode comprises exactly one transport system. In PuT, however, a mode
can comprise several transport systems. This is how you can define a mode PuT
for example, which comprises the PuT transport systems tram, bus, and train.
Demand A demand segment makes the connection between transport supply and traffic
segment demand. A demand segment is assigned exactly one mode and each demand seg-
(DSeg) ment exactly one demand matrix. A mode can comprise several demand seg-
ments. This is how you can create a demand segment for the mode PuT, for
transporting students, and one for the remaining PuT.
Nodes are point objects, which specify the location of intersections, merging links,
 Node
or switches in the road and rail network. They are the start and end points of links.
Nodes connect zones with the network (connected nodes).
Turns specify which movements are permitted at a node, that is, whether turning at
 Turn
a node from one link to another link is permitted.
For PrT transport systems, turning time penalties and capacities can be specified
which describe the influence of the intersection on the performance of the network.
Turning prohibitions are taken into consideration as follows:
For public transport systems in the construction of a line route
For private transport systems in a route search

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3.1 Network objects

Network Description
object
Turn stand- Turn standards are templates used to create new turns with default values for the
ard attributes Time penalty and Capacity PrT. Which turn standard is used for the
allocation of turn attributes, depends on the node type, the turn type, and the flow
hierarchy.
Links connect nodes and thus describe the structure of the road and rail network.
 Link
A link is a directed edge, i.e. both directions of a link are independent network
objects and thus, can have different attributes.
Link type Link types are used as a template when inserting new links. When inserting a link,
a link type has to be specified. The link then takes over the attributes permitted
transport systems (TSysSet), Capacity PrT, velocities (v0-PrT, vMin-PrT, vMax-
PrT, and vDef-PuT), Number of lanes, and the link rank as default values.
Zones (traffic cells) describe the positions of utilities in the network (for example,
 Zone
residential areas, commercial areas, shopping centers, schools). They are origins
and destinations of movements within the transport network, which means of
traffic. Zones and the transport network are connected through connectors.
Connectors connect zones to the link network. They represent the distance to be
covered between a zone’s center of gravity and the connector nodes. For public
 Connector transport demand, the zone has to be connected via a stop area with stop(s) alloc-
ated to a node.
Several nodes can be aggregated to one main node. Each node is only allowed to
 Main
be part of a main node. Using main nodes is useful if the Visum network is strongly
nodes disaggregated and lanes are available as individual links, for example, and inter-
sections, therefore, consist of several nodes (this situation can occur when work-
ing with navigation networks in Visum).
Main turns are created when using main nodes. Each movement via the main
 Main
node is represented by a main turn. Main turns possess the same attributes as
turns turns. In the assignment, the main turn replaces the node turn, which has the effect
that only one turn penalty flows into the assignment for each main turn.
Main zones group multiple zones and allow aggregated evaluations. A main zone
 Main
can represent a county for example, which has multiple communities as traffic
zone
cells.
Territories are network objects, which can be used, for example, to illustrate dis-
tricts or counties. Based on a polygon that defines the territorial border, PrT and
 Territory PuT indicators can be precisely accounted for each zone (for example the driven
service kilometers within a zone).

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 3.1 Network objects

Network Description
object
OD pair OD pairs exist between all zones of the network. The values in skim matrices and
demand matrices (see "Matrices" on page 208) refer to one OD pair each. Com-
pared to the other network objects, you cannot edit OD pairs interactively in the net-
work editor, but you can filter OD pairs and display them graphically. For each OD
pair, you can select the skim matrix values, the demand matrix values, and the dir-
ect distance as attributes.
Path For assignment calculation, paths are found between the origin and destination
zone, and their volume is calculated. Paths are therefore the central result of the
assignment procedure. In PrT, the user can manually edit paths. This is how the
assignment results could be manually imported to Visum or the Visum assignment
results could be adjusted manually. Both the path volumes and the course of the
path can be edited.
Valid day A valid day is a freely definable set of days of the calendar used. If a weekly cal-
endar is used, a valid day may comprise the days from Monday to Sunday (e.g.
"Monday to Friday"). If an annual calendar is used, any individual days can be
selected within the validity period. If no calendar is used, there is only the valid day
"daily". It is then not possible to create new valid days.
In PuT: a valid day can be assigned to each vehicle journey section.
In PrT: in the simulation-based dynamic assignment, dynamic stochastic assign-
ment, and DUE, traffic supply can be time-varying. Time-varying attributes are
used (see "Time-varying attributes" on page 172). When using a calendar, valid
days can be specified for these time-varying attributes, on which they should have
an effect.
Time inter- The time interval set is user-defined and has one or more time intervals. The time
val set intervals of a set must not overlap. However, the time intervals do not have to
cover a period without gaps. The time intervals of exactly one time interval set
define the analysis time intervals. User-defined time interval sets are suitable for
time input data and enable the aggregation of time attributes to other time intervals
of other sets.
Time inter- Time intervals belong to a time interval set. They have a day index, a start and end
val time, and a calculated duration. The analysis time intervals are of particular import-
ance. They are used for calculation results of procedures that output attributes
with a time specification.

Table 1: Basic network objects of a transport network

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3.1 Network objects

Network Description
object
A stop combines stop areas and therefore also stop points. To ensure that a stop
 Stop
can be localized and displayed in graphical form, it has a coordinate, but it is not
assigned directly to a network node or link.
A stop area divides a stop into areas. It can, for example, represent a train station
 Stop
platform, intersections with multiple stop points, or a station concourse. A stop
area
area has the following properties:
It is assigned exactly one stop.
It can comprise multiple stop points.
It can be assigned a network node. This allows a PuT connection of a zone
to the road network.
The stop areas are connected with a transfer walk matrix (walk times
between the stop areas). It contains the transfer walk time of each PuTWalk
for example.
A stop point is a location, where PuT lines stop for passenger boarding. A stop
 Stop
point can either lie on a node or a link (link stop point).
point
A stop point at a node can be served by all lines that pass the node.
A stop point on a link can only be served by lines that pass this link. A
detailed direction modeling based on masts is optionally possible with link
stop points. Alternatively, undirected stop points can also be inserted on
links.
Lines combine all line routes and timetables of a line. A line has at least one line
 Line
route and this line route has at least one time profile. For line variant modeling,
several line routes can be specified for the line, and several time profiles can be
specified for each line route.
Line route Line routes describe the spatial course of the line route for one direction as a
sequence of route points. Route points are selected points in the line routes,
namely all stops and possibly traversed nodes. The first and last route point of a
line route must be stop points that are open for the transport system of the line.
Time profile Time profiles describe the length of travel times between stop points of a line
route and if boarding or alighting is allowed at the stop points of the line route.
Since it is possible to create several time profiles per line route, you can model,
for example, that the travel times of a tram between stop points are longer during
evening rush hours than during the rest of the day. Time profiles are allocated at
vehicle journey level so that each vehicle journey can be allocated a different
time profile.
Vehicle jour- Vehicle journeys (also called journeys only) are the basic objects to describe the
ney timetable. Each vehicle journey has exactly one time profile. In most cases, all
vehicle journeys of a line route use the same time profile if it does not vary
depending on the time of day.

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 3.1 Network objects

Network Description
object
Vehicle jour- Vehicle journey sections (also called journey sections) are used to sub-divide a
ney section vehicle journey. You can define different valid days and different vehicle com-
binations for the individual vehicle journey sections of a vehicle journey. This is
how you can achieve, that a train travels on days with high saturation with a
vehicle combination, which has more coaches attached. Furthermore, you can
specify different start and end points for each vehicle journey section, and there-
fore achieve for example, that the additional coaches are only attached to one
part of the line route course.
Main line Main lines are used to aggregate several lines and evaluations (such as for PuT
operating indicators) on this aggregation level. Aggregation can also be carried
out via lines with different transport systems.
A system route describes the in-vehicle time and the spatial course between two
 System
stop points. Compared to the line route, it is independent of the affiliation to a line
route or even a concrete vehicle journey. System routes, with their path and in-vehicle
time information, are used as a template for the efficient editing of line routes and
to set in-vehicle times in the time profile. System routes are optional network
objects, therefore not mandatory when creating a PuT model.
PuT oper- You can assign an operator to each vehicle journey section. When working with
ators the operator model, you can evaluate PuT operating indicators per operator (see
"Operator model PuT" on page 703). Furthermore, you can assign each operator
cost values for depreciation and running costs, and then evaluate operator costs
referring to different network objects.
Vehicle com- You can optionally assign each vehicle journey section a vehicle combination. To
bination a vehicle combination you can allocate time and distance dependent cost rates
for vehicle journeys and empty trips, and cost rates for the layover in the depot
and the stand time. These cost rates are applied within the operator model (see
"Operator model PuT" on page 703).
Vehicle unit A vehicle combination consists of one or more vehicle units. This is how you can
compose a vehicle combination Intercity out of several vehicle units Coach, for
example. For each, you can specify the number of seats and total seats. Fur-
thermore, you can assign time and distance dependent cost rates for vehicle jour-
neys and empty trips, and cost rates for the layover in the depot and stand time.
You can also define a fixed cost rate per vehicle. This allows much differentiated
modeling of your vehicle pool.
Block version In Visum multiple line blocking results can be kept simultaneously. These are
saved in so-called block versions. This is how alternative plans with different para-
meter settings can be compared with each other. In the model, for example, one
block version can be kept where interlining is allowed, and another block version
where it is not allowed.

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3.1 Network objects

Network Description
object
Block item Each block is composed of individual sections, which are called block items.
type Each block item is of a special type (block item type). By default, Visum provides
the block item types vehicle journey, empty trip, layover time, and stand. You can
also create user-defined block item types and include these manually in your
blocks (for example for maintenance or wash).
Ticket type If revenues are modeled with a fare model, the ticket type creates the basis for
the fare calculation of a connection. Basic fares and transport system dependent
supplements can be defined.
Fare zone For revenue calculation with fare model and zone-based fare, fare zones are
used to calculate the fare of a connection. For the zone-based fare, this complies
with the number of traversed fare zones. To determine the number of traversed
fare zones, stops are assigned to the fare zones.
PuT coordin- This network object is only relevant for headway-based assignment. If there are
ation group two lines for example, which complement each other on a common section of the
route course to a headway interval half the length, we speak of coordination. The
coordination group combines two or more time profiles over a common section of
the line courses. If two or more time profiles were coordinated via a route section,
they behave like a time profile with a corresponding increased frequency on this
section. The random variable, which illustrates the waiting time within headway-
based assignment, thus is reduced to the coordinated section.
Vehicle rental operations begin and end at a station. Stations are thus the start
 Sharing
and end points of sharing path legs. A station is linked to the network via its
stations (only access node. Stations may contain rental vehicles of different transport systems
available of the Sharing type.
after the
Sharing mod-
ule has been
activated)

Table 2: PuT network objects of a transport network

Network Description
object
Points of Interest are user-defined network objects with a spatial reference, e.g.
 Point of
parking facilities, pre-emption points for AVLS (automatic vehicle location sys-
Interest tems), or signal controllers in public transport. POIs are used to display special
(POI) and land uses such as restaurants or hotels, for data management as well as for reach-
POI cat- ability analyses.
egory
A count location is an independent network object allocated to a link by direction.
 Count
Count locations serve for data management and display of counted link data.
location

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 3.1.1 Transport systems, modes and demand segments

Network Description
object
Detectors are optional network objects of the count locations add-on. They are
used for lane-based management of count data and signal control modeling.
 Detector
Restricted traffic areas are optional network objects that you can use to map areas
or link sequences that are subject to certain requirements or restrictions. These
 Restricted
include driving bans, through traffic bans, or various concepts of tolls.
traffic areas
GIS objects (GIS = geographic information system) extend the network model by
 GIS
special layers which are directly incorporated from GIS ArcGIS and can be linked
object with the Visum network data via blending features. The objects are only available
while you are connected to a Personal Geodatabase (PGD).
Screenlines are a useful construction to calibrate an assignment model using
counted link data. The course of a screenline often follows natural realities, rivers
 Screenline or railway tracks, for example.
A location represents a place in the network where people live in households and
where activities can take place. A location can be assigned to a zone or POI.
 Location
Table defin- Table definitions and table entries are user-defined network objects in which you
itions and can store additional data. This data can serve various purposes. It can be addi-
table entries tional input data, indicators calculated from the model, or, more generally, data
that contains model information and is used for documentation purposes.

Table 3: General network objects

Network processing modifies the properties of the transport network which produces different
indicator values and assignment results.
In the case of modifications to the network structure, a current assignment result is initialized.
Inserting, deleting, or renumbering a network object as well as merging nodes, splitting zones
or links and aggregating zones represent modifications to the network structure. PuT assign-
ment results are kept if new zones and connectors are inserted.
As long as only attribute data of network objects are modified, the length of a link, for
example, the current assignment result will not be initialized, although another assignment
might produce a different result.

3.1.1 Transport systems, modes and demand segments

The transport supply consists of several transport systems. Modes and demand segments are
used to link the transport supply with the transportation demand.

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 3.1.1.1 Transport systems

Illustration 4: Connection between transport systems, modes, demand segments and demand
matrices

3.1.1.1 Transport systems

The transport supply consists of several transport systems. Links, turns and connections can be
attributed subject to the transport system ("transport system-based"). In particular, it is possible to
specify whether a transport system is allowed to traverse one of these network objects or not. For
example, links can only be opened for the transport system Car, but not for the transport system
HGV. Furthermore, the impedance functions (see "Impedance and VD functions" on page 356)
are defined for the assignment transport system dependent.
A transport system has the following properties:
Transport system type (available are PrT, PuT, PuTWalk. PuT-Aux or Sharing)
Means of transport (= vehicle type), for example car, tram, taxi, wheelchair
Note: The number of modeled transport systems, modes or demand segments is not limited.

The types of transport systems are distinguished as follows:

PrT
Travel times of a private transport system depend on the following attributes:
Maximum speed of the means of transport for example 100 km/h for HGV
Permitted speed of the traversed link for example 80 km/h
Capacity of the traversed link
PuT
Run times of vehicles of a public transport system and the dwell times at stops are determ-
ined by the timetable.
PuTWalk

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 3.1.1.1 Transport systems

This mode serves to model entrance and exit paths for public transport and walking transfer
links between stop points of a stop or several stops. In order to calculate a public transport
assignment, at least one transport system of type PuTWalk must exist. Several transport sys-
tems of type PuTWalk can be defined.
PuTAux
This type describes subordinated PuT transport systems without a specified timetable. It is
suitable for the following use cases.
Modeling lower-ranking public transport supply:
In large networks, for example in train networks, one often does not want to enter the
reachability of long-distance stations by means of a connector, but in instead one wants to
roughly display the available public transport supply. For a simple representation such as
this, it makes sense to define one or several PuT Aux transport systems. In this case, the
successive public transport supply is only described as a link network with run times. Line
routes and timetables are not used.
Modeling different types of public transport connectors:
A zone is connected to the PuT supply via one or several PuT systems. In many cases,
passengers not only select nearby start stops for their PuT journey that can be reached on
foot, but they also select distant stops that can be reached by bicycle or car (Park&Ride,
Kiss&Ride, Bike&Ride). In order to be better able to model these alternatives, for con-
nectors it is possible to disable individual transport systems of type PuTWalk or to define
different connector times. Two modes can then be defined for the PuT assignment: one
mode that is only used if the stop is reached on foot and one mode that can be used if the
stop is reached by car or bicycle.
Sharing
A public transport system of the type Sharing is required to account for sharing models in
timetable-based assignment.
The Table 1 provides an overview of properties of the transport system types:

TSys Comment Example

type
PrT Transport system for private transport Car,
Capacity-dependent travel times resulting from link speed and turn HGV,
times Bicycle
PuT PuT with timetable Bus,
Run times from timetable Tram,
Transport system is not valid for transfer walks or on a connector Train
PuTAux Public transport system without timetable or PrT access system to Bus,
PuT Taxi,
Run times result from links P&R
access

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 3.1.1.2 Modes

TSys Comment Example

type
Transport system is not valid for transfer paths within a stop - just
between stops
PuTWalk Transport system for Footpath,
access/egress paths from/to stops or Escalator,
transfer paths within a stop or between stops Lift
Travel times from links or from a transfer walk time matrix of the
stop
Sharing Public transport system for sharing models Car shar-
Travel times of sharing transport systems or adopted from desired ing
PrT systems (see User Manual: Chpt. 17.13.1.2, page 1178) Bike shar-
ing
Table 4: PrT transport systems properties

3.1.1.2 Modes
A mode can include either one private transport system or several public transport systems.
Examples for modes are for example:
HGV mode
Transport system HGV
PuT mode
all PuT transport systems, for example bus, tram, subway
Park & Ride mode
PuT transport systems and transport system PuTAux car
You can define multiple PuT modes. This way it is possible to model that for example long-dis-
tance passengers (Mode PuT-Long) may use all public transport systems (e.g. Intercity, Regional
train, Bus) whereas, for example, commuters (Mode PuT-Local) may use only particular transport
systems (Regional train, Bus).

3.1.1.3 Demand segments

A demand segment belongs to exactly one mode. It is the link between transport supply and trans-
port demand. As several demand segments can be defined for each mode, different types of
demand can be combined in the transport model.
Demand segments can be used for differentiation among
Person groups
Employed PrT (car drivers), Employed PuT, Students PuT, etc.
Ticket types
For example, single fare tickets, season tickets
Trip purposes

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 3.1.2 Nodes and turns

to work, shopping, home

Vehicle types
For example, diesel or petrol cars
To each demand segment a demand matrix is assigned. Assignment results therefore always
exist on the level of a demand segment (for example the volume for the demand segment PuT
pupil transport).
In principle, it is assumed that demand matrices are available in the following units.
PrT
in car units (CarUnits)
PuT
in person units
For the calculation of person trips (PrT) from car units, the occupancy rate can be specified for
each demand segment (see User Manual: Chpt. 17.13.3.2, page 1184).

Assignment of demand segments

In all private transport assignment procedures (see "User model PrT" on page 349), demand seg-
ments of different PrT modes can be assigned simultaneously.
Tribut procedure, Stochastic or Dynamic stochastic assignment
Per iteration step, a route search is carried out for each transport system, because each trans-
port system has a transport system-specific impedance function.
Incremental and Equilibrium assignment, Equilibrium_Lohse assignment
The search for each demand segment is carried out individually, using the same TSys-spe-
cific impedance function. This means, that volumes can be issued by DSeg. Adding the
demand matrices prior to the assignment saves calculating time.
DUE
Due to the parameterization by demand segment, the route search is always carried out by
TSys.
For public transport, only the demand segments of one public transport mode can be selected for
assignment calculation (see "User model PuT" on page 573). For modeling more than one PuT
mode (for example PuT-Long, PuT-Local), a separate assignment is required for each mode, as
route search needs to consider different transport systems. For each demand segment, particular
split parameters can be defined (see assignment parameters). This serves to model for example,
deviating tolerance levels towards transfers or of specific fares due to the tariff (students, employ-
ees, pensioners).

3.1.2 Nodes and turns

Nodes specify the location of intersections, merging links or points in road and rail network. Turns
specify which movements are permitted at a node.

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 3.1.2.1 Nodes

3.1.2.1 Nodes
Nodes determine the locations of street junctions and points in the railway network. They are start-
ing and terminating elements of links, where there are turning relations from one link to another in
PrT or PuT transport systems (see "Turns" on page 96). Optionally, a major flow can be defined
for every node specifying the direction of the flow with the right of way. The major flow which has
the right of way can be determined automatically by Visum from the ranks of the intersecting links
(see "Links" on page 98). Any number of nodes can be incorporated in a main node (see "Main
nodes" on page 106). Impedances can be modeled for nodes, which then have an effect on the
route search and thus on the assignment results (see "Impedances at nodes" on page 366). This
is how influential factors on time can be integrated in the assignments, which a vehicle needs to
cross an intersection.

3.1.2.2 Turns
Turns indicate whether turning is permitted at a node and what time penalty has to be considered
for PrT transport systems.
For private transport systems, time penalty and capacity can be specified which describe the
impact of the intersection on the network performance. Turns are considered for PrT trans-
port systems during assignment.
For public transport systems turning prohibitions are considered during the construction of a
line route and during transport system-based PuT assignment.
Turns representing a change of direction are important for PuT line blocking.
When inserting a link, Visum creates all theoretically possible turns at both nodes of the link and
uses the default values from the user-defined turn standards.
For example, at a four-way intersection, there is a total of 16 turns (4 right turns, 4 straight ahead,
4 left turns and 4 U-turns).
Each turn is described by the following elements:
A list of permitted/not permitted transport systems
PrT capacity
PrT time penalty
Is change of running direction
For each turn, the transport systems have to be specified which may use this turn. A turn dif-
ferentiates permitted and blocked transport systems.

Permitted public trans- The turn can be used when constructing the line route.
port systems
Permitted PrT transport The turn can be used for the assignment taking the PrT capacity and
systems the PrT time penalty into account.
Blocked transport sys- Prohibited turns
tems

Per default, the following rule applies when you insert a new turn:

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 3.1.2.3 Turn types

All turns are open to all transport systems that are allowed on both the "from link" and the "to
link". This also applies to u-turns.
An exception are the PuTWalk transport systems: These are not automatically incorporated
into the transport system set of turns.

3.1.2.3 Turn types

Visum distinguishes 10 turn types (0 to 9), of which types 0 to 4 are predefined.
0: Not specified
1: Right turn
2: Straight ahead
3: Left turn
4: U-turn
5: Free for user-defined cases
The turn type can be calculated automatically from the geometry of the turn.

3.1.2.4 Turn standards

Turn standards are templates which assign newly created turns with values for their attributes
Turn time penalty (t0-PrT) and Capacity. Which turn standard is used to assign attributes of
each turn, conforms to the three following criteria:
type of node via which the turn runs
type of turn (right, straight ahead, left)
flow hierarchy which depends on the rank of a link entering a node
For each node, Visum evaluates the rank of the links involved and thus determines a major flow
(see "Link types" on page 99). This automatically determined major flow can be edited manually.
The flow hierarchy describes whether a turn follows this major flow, from this one into a minor
flow, from one minor flow into the major flow or leads from minor flow to minor flow. These four
steps of the flow hierarchy are designated with the symbols from Table 5.

Symbol Right of way

++ from major flow into major flow
+- from major flow into minor flow
-+ from minor flow into major flow
-- from minor flow into minor flow
Table 5: Flow hierarchy symbols

In combination with node types, turn types and flow hierarchy, you can assign the turns very dif-
ferentiated turn times as standard. These turn times can then be considered within the assign-
ment (see "Impedances at nodes" on page 366). The Illustration 5 shows an example of turn
standards.

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 3.1.2.5 PrT capacity and turn time

* Attention: Time always in seconds

* Table: Turn standards
$TURNSTANDARD:ID;NODETYPE;TURNTYPE;FLOWHIERARCHY;T0PRT;CAPPRT
1;10;1;--;10s;32000
2;10;1;-+;10s;32000 // Right turn from minor flow into major flow
3;10;1;+-;10s;32000 // Right turn from major flow into minor flow
4;10;1;++;0s;32000 // Road with right of way which bends to the right
5;10;2;--;15s;32000 // Crossing from minor flow into minor flow
6;10;2;-+;10s;32000
7;10;2;+-;10s;32000
8;10;2;++;0s;32000 // Crossing straight from major into major flow
9;10;3;--;20s;32000
10;10;3;-+;20s;32000 // Left turn from minor flow into major flow
11;10;3;+-;15s;32000 // Left turn from major flow into minor flow
12;10;3;++;0s;32000

Illustration 5: Example of a TURNSTANDARD table in the network file, which is used to specify
default values for turn penalties and turn capacity

3.1.2.5 PrT capacity and turn time

Turns show basically the same correlation between capacity and travel time as links. The only dif-
ference results from the fact that a turn does not have a length and that the travel time t0 therefore
comes from the turn time penalty.
The turn time t Cur in the loaded network then results from the selected VD function and the rela-
tionship between the current traffic volume q and the capacity qmax:
Input: Free flow turn time t0 (turn time penalty) [s]
Input: Volume q of the turn [car units/analysis time interval]
Input: Capacity qmax of the turn [car units/analysis time interval]
Input: VD function, for example BPR function from U.S. Bureau of Public Roads
Result: current turn time in the loaded network [1], for example
[1]

To model turn times which do not depend on capacity, a constant VD function must be chosen.
How the impedance at a turn depends on these parameters in particular, depends on the set
method for impedances at nodes (see "Impedances at nodes" on page 366).

3.1.3 Links
Links describe roads and railways of the transport network. They connect nodes, which means
intersections in PrT or stop points in PuT. A link is represented as a directed element and is
described by the From Node number and To Node number. Both directions of a link are two inde-
pendent objects in the network model, who are assigned the same link number and whose From
Node number and To Node number has been swapped. This means, that you can attribute both
directions of a link differently. For every link, you must specify the permitted transport systems of

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 3.1.3.1 Link types

PrT and PuT (which are allowed to use the link). This means, that you can close one of the dir-
ections to any traffic and model a one-way road in this way.

3.1.3.1 Link types

Visum describes the traffic-related properties of links with link attributes. It also offers the pos-
sibility of dividing links with the same properties into link types, which in turn have attributes. Each
link belongs to a link type via its attribute Type number. The link types serve as network clas-
sifiers and make it possible to assign type-specific default values for the following link attributes.
List of permitted transport systems on a link
Capacity PrT
Permitted free flow PrT speed (v0 PrT)
Minimum speed
Number of lanes
Rank of identification of the link rating
Permitted maximum speed vMax-TSys of every PrT transport system
Transport system-specific speed in PrT for toll
Transport system-specific speed v-PuTSys for the calculation of transport system-spe-
cific PuT run times t-PuT from the link lengths
Three cost rates per transport system in PuT for the calculation of link costs within the
operator model (see "Calculation of the operating costs" on page 808)
Basically, the values of attributes of the same name of a link are independent of those of the
assigned link type. This means that you can attribute each link independently of the link type.
However, it is recommended to apply exactly those values of the link type in the link. This is how
you will achieve as consistent as possible modeling of links and modifications to attributes can be
made more easily, because you can change these in the link type and then apply these to the
links (see User Manual: Chpt. 17.16.2, page 1217).
For the assignment, each link type can be assigned a capacity restraint function, which thus
applies for all links of this link type (see "Impedance and VD functions" on page 356). This allows
you to apply a different mathematical correlation for the calculation of impedance on non built up
rural roads and built up urban roads.

Major flows
From the rank of the link types of the link which flow into a node, Visum determines a flow hier-
archy with a major flow. This always refers to two different link orientations (see "Network objects
of the junction model" on page 141). The major flow is taken from one of the three criteria (see
"Turn standards" on page 97) to determine the time penalties for the exiting turning processes
from the major flow or from another link. It should therefore, if possible, correspond to the move-
ment that has the right of way or is particularly favored by the signal controller. With this the rank
of the link types indirectly influences the result of the PrT assignment. The Illustration 6 shows an
example of determining the flow hierarchy and particularly the major flows.

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 3.1.3.2 Permitted transport systems

Illustration 6: Rank of the link type and its resulting major flows (yellow), flow hierarchy (red)
Note: In the PuT model, the rank has no influence on the assignment result.

3.1.3.2 Permitted transport systems

The permitted transport systems specify the configuration of a link. The following types can, for
example, occur:
a simple road which can be used by PrT-vehicles and street-bound PuT
a rail track which can only be used by trains (trains, subways)
a road with tramlines
a one-way road which can only be traversed in one direction
a transfer walk link between PuT-stops
The Illustration 7 shows three examples for permitted transport systems on different types of links.

Road with tram lines One-way road without tram lines Transfer walk link

Illustration 7: Examples for defining transport systems of a link

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 3.1.3.3 PrT capacity, speed and travel time

The number of the lanes of a link is entered as an attribute, but also has to be considered for the
capacity (this means that the entered capacity does not refer to one lane, but to all lanes). A link is
always meant for both directions. In order to define a one-way road, close the opposite direction to
all transport systems.
Links which are open to PrT transport systems are taken into account during private
transport assignment.
Links which are open to PuT transport systems are taken into account during the con-
struction of line routes for public transport lines. PuT assignments (headway-based
or timetable-based procedures) are not based on link data, but on PuT line timetables.
To model passenger transfers between certain public transport stops, a special public transport
system PuTWalk may be introduced. These links are taken into consideration for PuT assign-
ments.

3.1.3.3 PrT capacity, speed and travel time

If there is free traffic flow in an unloaded network, the travel time t0 of a link can be determined
from the link length and the free flow speed v0.
Input: Length L [m]
Input: Free flow speed, v0 [km/h]
Result: Free flow travel time for t0 [s] = L • 3.6 / v0
The free flow speed v0-TSys of vehicles of a particular transport system can be lower than the
free flow speed v0 of a link, because special speed limits might apply to these vehicles or
because the vehicles cannot drive faster. The maximum speed of a PrT transport system vMax-
TSys is an attribute of the link type.
Therefore, for speed v0-TSys and travel time t0-TSys applies:
v0-TSys = MIN (v0, vMax-TSys)
t0-TSys = L x 3,6 / v0-TSys
In a loaded network, travel time of a link is determined through a so-called volume-delay function
(also known as capacity restraint function) which describes the correlation between the current
traffic volume q and the capacity qmax. The result of the VD function is the travel time in the loaded
network tcur.
Input: Free flow travel time t0 [s]
Input: Traffic volume q [car units/time interval]
Input: Capacity qmax [car units/time interval]
Input: VD function, for example BPR function from U.S. Bureau of Public Roads
Result: Current in-vehicle time in the loaded network, for example

(dependent on VD function type)

Result: Current travel time of a T-Sys = MAX (tcur, t0-TSys)
The Illustration 8 illustrates how speeds vcur of two PrT transport systems develop depending on
the volume.

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 3.1.3.4 Link toll

Link type Motorway Link

vmax (car) = 150 km/h v0 =130 km/h
vmax (HGV) = 100 km/h

Free traffic flow

vcur (car) = 130 km/h
vcur (HGV) = 100 km/h
partially linked traffic flow
vcur (car) = 110 km/h
vcur(HGV) = 100 km/h
linked traffic flow
vcur (car) = 80 km/h
vcur (HGV) = 80 km/h

Illustration 8: Example for the different speeds of two PrT transport systems depending on the
volume

3.1.3.4 Link toll

The link toll represents the simplest case of toll system modeling. The monetary cost of a route is
obtained by summing toll amounts per link along the route.
The following applies:

tL = t(VolL) Travel time on a link L as a function of the volume

VolL Volume of link L
CL Toll value for using link L
VT Value of time in [€/h], for example

In the case of link tolls, it is not necessary to define a restricted traffic area as in the case of area
tolls, for example. You simply enter the amounts as the link attribute Toll_PrTSys for the respect-
ive transport system. The time value is included as a coefficient in the impedance definition or, in
the case of TRIBUT assignments, as a randomly distributed value defined in the assignment para-
meters.
One example of a link toll is the German HGV toll. For trucks, a toll is charged on part of the net-
work (highways and federal roads) that is exactly proportional to the distance traveled. Thus to
each link of the highway and federal road link types the product from the link length x constant km
cost multiplication can be allocated as toll amount. For any other link and any other transport sys-
tem, the toll amount is 0. The total of these amounts summed up along a route represents the cost
resulting from the distance traveled on highway and federal road links for the transport system
HGV.

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 3.1.3.5 PuT run time

3.1.3.5 PuT run time

With every link, a PuT run time is stored for each PuT transport system. When inserting a link, this
run time is automatically calculated from the link length and the link type specific speed of the PuT
transport system. From the PuT run times of the traversed links the run time between the stop
points is then calculated when constructing a line route. This run time is in the respective time pro-
file (see "Specifications of lengths and times" on page 120).

3.1.4 Zones
Zones (also traffic cells) are the origins and destinations of movements (demand). This means
that each trip starts in a zone and ends in another zone. Zones connect the transport supply (net-
work model with nodes, links, PuT lines, etc.) and the travel demand (in the form of demand
matrices (see "Matrices" on page 208)), which contain the demand (trips) of all OD pairs of the
model.
Every zone can be assigned a zone boundary (zone polygon) which represents the spatial exten-
sion of the zone. In the network model, zones are reduced to a zone centroid. Here the trips of a
demand matrix are fed into the network. Every zone must be connected via a connector (see "OD
pairs" on page 104) to at least one node. The optional zone polygon has no influence on the cal-
culation results in the assignment; however, typical GIS functions such as intersecting can be real-
ized with the zone polygon (see "Intersect" on page 860). Multiple zones can also be combined to
a main zone for evaluation purposes.
The zone size can vary depending on the level of detail of the model. Zones generally describe
the position of places or utilities (for example, residential areas, work places, shopping centers,
schools). Structural data such as the number of inhabitants, the number of jobs or the number of
school places are stored here, which are used for calculating the traffic demand as input data (see
"Demand modeling procedures" on page 215).
The Illustration 9 shows an example of the transport demand between the zones and how they
are available in the demand matrix.

Illustration 9: Transportation demand between zones illustrated in the transport network and as a
demand matrix
Note: Zone boundaries are managed (see "The surface data model in Visum" on page 179) like
surfaces and can consist of multi-face polygons and polygons with holes.

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 3.1.5 OD pairs

3.1.5 OD pairs
OD pairs exist between all zones of the network. The values in skim matrices and demand
matrices (see "Matrices" on page 208) refer to one OD pair each. Compared to the other network
objects, you cannot edit OD pairs interactively in the network editor, but you can filter OD pairs
and display them graphically. For each OD pair you can select the skim matrix values, the
demand matrix values and the direct distance as attributes.

3.1.6 Connectors
Connectors connect zones to the link network. Each zone has to be connected to at least one ori-
gin zone and one destination connector to the network for the assignment, so that the road users
can exit and enter this zone. A zone can be connected to the network with any number of con-
nector nodes.
A connector corresponds to an access or egress route between the zone centroid and the con-
necting node. A connector has therefore two directions.
Origin connector from zone to node
Illustrates the access route to the network and thus the first part of the change of location.
Destination connector from node to zone
Illustrates the egress route from the network and therefore the last part of the change of loc-
ation.
The Illustration 10 shows an example of how the travel demand between the zones, which is
saved in the demand matrix, is applied via the connectors to the network.

Illustration 10: Supply of the travel demand via connectors to the network
For each direction, the permitted transport systems, meaning those transport systems which
are permitted to use this connector, can be determined. In PrT, connections can be opened for all
PrT transport systems. In PuT, however, a path always starts and ends with a route traveled by
PuT pedestrian transit system on the connection. It is therefore assumed, that the access and
egress of the stop is always by foot. For connectors in PuT there are basically two possibilities of
modeling.

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 3.1.6.1 Distribution of demand of a zone to the connectors

One or more nodes in proximity to the zone centroid are connected. A PuT path always starts
and ends with a walk link on the connector and continues on the network links to the access
nodes of the next stop area and from there to the stop point, from which a vehicle journey is
used (this approach is not recommended).
Only nodes which are also access nodes of a stop area are connected. In this case, each
path starts and ends with a walk link on the connector and within the stop continues to the
start stop point. Links are not used like that (this procedure is recommended).
The transport system dependent Connector time in unloaded network t0 is the time which
each transport system requires to pass the connector. The default value for t0 per transport sys-
tem is calculated from the connector length (default value is the direct distance) and the connector
speed which also exists as a default value (see User Manual: Chpt. 17.20.1, page 1276). The
default value for the connector speed can be assigned separately for PuT and PrT connectors. t0
can be overwritten manually by the user.

3.1.6.1 Distribution of demand of a zone to the connectors

For modeling connectors in PuT and PrT, there are different possibilities of influencing the dis-
tribution of a zone demand to the connectors (see "Distribution of travel demand across PrT con-
nectors" on page 438 and "Distribution of the travel demand to PuT connectors" on page 596).
The Illustration 11 provides an overview of these possibilities and describes each effect.

Illustration 11: Possibilities for modeling connectors

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 3.1.7 Main nodes and main turns

3.1.7 Main nodes and main turns

Any number of nodes can be incorporated in a main node. Main nodes can be used if the Visum
network is strongly disaggregated.
Main turns are constituent parts of main nodes. They are created automatically when a main node
is defined.

3.1.7.1 Main nodes

For the illustration of roads and other transport-related areas, which are more or less structured
by central reservation or traffic islands, there are several possibilities of displaying these in a trans-
port model. For relatively strong abstraction, the correlation of components with regard to content,
for example lanes of both directions on a road are illustrated by an individual link. This is the best
view for traffic engineering analyses. With the increasing application of navigation networks with
disaggregated illustrations of reality as a basis for transportation models, networks divided into
small sections play an increasing role. These models then have both lane directions as two sep-
arated links in the Visum model. However, combining these in an aggregated display would cre-
ate a lot of work as well as a loss of information, because the existing refined distribution is
required when carrying out micro-simulations with the micro-simulation program Vissim.
For conventional modeling, there is a contradiction between the activated demand for dis-
aggregated network display and that of differentiated turn delays per turn type. We want to make it
clear using an example.

Illustration 12: Intersection area with multiple nodes

If two roads intersect as in Illustration 12 with separated lanes, the intersection area splits up into
four nodes. If a triangle island is also present, the turns with the respective node are also added. A
road user who comes from the bottom of the image and turns left, successively passes nodes 1 to
5. Only at node 3 he follows a turn, which constitutes a left turn; all other nodes he passes straight.
Right turns only meet two nodes, at both nodes they traverse a turn to the right, whereas straight
paths pass four nodes. If turn penalties were assigned, the sum of all traversed turns effects the
node, although the contained shares, such as waiting at a signal controller only once has an effect
in reality. A possible solution could be, to individually set the turn times of each movement, so that
the sum of all traversing turns results in the desired value for the movement. This, however, is not
possible with a type-based allocation of values, because turns of the same type would have to be
attributed differently at the same node. There should rather be a linear equation system for each
intersection area.
The main node puts the thought underlying such a solution into effect by incorporating the nodes
belonging to an intersection area explicitly in a separate object. All nodes of the intersection area
thus form a logic unit, which takes the place of the previous nodes. Turns are regarded on the
logic level of the main node and are called main turns here.

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 3.1.7.2 Main turns

Links whose From node and To node belong to the same main node are called inner links of the
main node. It is called a cordon link if only one of the nodes is part of the main node. These con-
stitute the access to and egress of main node: Each OD pair accesses the main node via a cordon
link and egresses it via another one. A link is also a cordon link if both nodes are allocated to dif-
ferent main nodes.
The combination of several nodes in a main node defines, based on the nodes of the main nodes,
different kinds of links:
Inner links: From node and To node belong to the main node (Illustration 13: (1)).
Cordon links: one of the two nodes belongs to the main node, the other one lies outside
of it (Illustration 13: (2)).
Directed links or One-way streets: this is a link with at least one direction with an empty
TSys set or zero lanes.
There is also cohesion between main nodes and different node types:
Inner nodes: only inner links originate here (Illustration 13: (3)).
Cordon nodes at least one cordon link originates here, additionally possibly inner links
(Illustration 13: (4)).
Partial nodes:any nodes that are allocated to a main node. These could be inner nodes,
cordon nodes, and nodes lying beyond the boundary of the main node.

Illustration 13: Node and link types of main nodes

Note: Main node polygons are managed like surfaces and can be made up of multi-face poly-
gons or polygons with "holes" (see "Multi-part surfaces" on page 182).

3.1.7.2 Main turns

Main turns are constituent parts of main nodes. They are created automatically when defining a
main node and can be edited manually.
Main turns possess the same attributes as turns. They are automatically inserted or deleted when
editing cordon links, i.e. when inserting or deleting cordon links and when editing the allocations to
main nodes or relevant attributes (TSysSet, NumLanes).
Each movement via the main node is represented by a main turn. A main turn is therefore the
transfer from one cordon link to another. If the main node consists of a single node only, the main
turn corresponds to exactly the turn between the links concerned. It is thus a generalization of the
usual turns at a node on the level of the main node.
If we reconsider the intersection area in Illustration 12, assuming that all displayed nodes were
incorporated in a main node, seven cordon links exist. Since a main turn leads from each cordon
link to each cordon link, there are 49 main turns at this main node. However, it does not make
sense to traverse some of them, as they enter one-way roads in opposite directions (see "Main

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 3.1.8 Main zones and main OD pairs

turns not open to traffic" on page 108). Exactly the 16 (or 12, in case of closed U-turns) convenient
movements via the main node remain the main turns that are open to traffic (see " Main turns
open to traffic" on page 108).

Illustration 14: Main turns open to traffic

Illustration 15: Main turns not open to traffic

Within a main node the main turn completely takes the place of the network. This means that all
traffic-related properties which take effect when crossing the main node are described exclusively
by the attributes of the main turn and the main node. A path that crosses the main node only uses
the main turn between the incoming and the outgoing cordon link. Neither the attributes of the
(inner) links, nodes and turns in between are evaluated, nor will these network objects be loaded
during assignment.

3.1.8 Main zones and main OD pairs

Any number of zones may be combined to form a main zone. The zones themselves remain.
There are OD pairs between all main zones of the network. The zone matrices (demand matrices
and skim matrices) can be aggregated to main zone matrices if desired. Likewise, main zones can
be broken down to zones. The same function is available for main zone matrices, as for zone
matrices. As an option, main zone boundaries (polygons) can be defined.

Note: Main zone boundaries are managed (see "The surface data model in Visum" on
page 179) like surfaces and can be made up of multi-face polygons or polygons with "holes".

Use cases for the application of main zones arise in the following situations:
Multiple zones can be aggregated to larger study areas in very detailed modeled networks.
This often also makes the graphical display in the network editor clearer.
Display of flow bundles on main zone level
Display of desire lines
If you connect multiple zones to one main zone, you can make the desire lines clearer.

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 3.1.9 Territories

Executing diverse procedures on main zone level

Note: It is currently not possible to calculate assignments or demand models on main zone
level.

3.1.9 Territories
Local authorities such as counties or districts can be displayed as territories, for example. PrT and
PuT attributes can be calculated precisely by inserting territories and applying the operations ter-
ritorial indicators (see User Manual: Chpt. 21.4.3, page 2060) and PuT operating indicators (see
User Manual: Chpt. 25.3.1, page 2360). This means, that the indicator share is calculated which
applies to a territory. Use cases occur especially when calculating PuT operating indicators.

Note: Zone boundaries are managed (see "The surface data model in Visum" on page 179) like
surfaces and can be made up of multi-face polygons or polygons with "holes".

3.1.10 Paths
All assignments in Visum in PrT as well as in PuT are path based, meaning that possible paths in
the assignment are calculated for each origin- destination relation and loaded with a demand
share. All other results, especially the volumes of the different network objects and the skim
matrices are derived from these loaded paths. Paths are therefore the central result of the assign-
ment procedure.
In Visum the definitions path (PrT path and PuT path), PuT path leg and PrT paths on link level
are used. PuT paths are thus described with a sequence of PuT path legs. Link-based PrT paths
display all links which lie on a PrT path.
On the basis of assignment results, using paths you can execute detailed evaluations, such as
flow bundles (see "Flow bundles" on page 879), or verify the assignment results. As an option,
Visum saves the assignment of paths found (see User Manual: Chpt. 22.1.2, page 2065).

Editing paths in PrT (PrT path object)

In PrT, the user can manually edit paths. New paths can be inserted and existing paths can be
modified. Both the course of PrT paths and their volume can be modified by the user (see User
Manual: Chpt. 17.26.7, page 1342). These paths are also available in the usual procedure (such
as ICA or flow bundle calculations) like those paths created by a Visum assignment. Beforehand
however, they have to be converted into demand segment paths, using the procedure convert
paths. Furthermore, multiple so-called path sets can be maintained parallel in a network. Path
sets thus combine multiple paths to a group. The following use cases occur, editing paths manu-
ally:
Creating an own assignment result, either by creating a network file in a text editor or inter-
actively by editing paths.
Editing assignment results calculated by Visum. This may occur interactively by editing the
path course in the network editor or by editing the path volume in the path list. On the other
hand, the paths can be written as network files and edited in a text editor.
Maintaining different flow bundle results as path sets. Each path set then contains the result
(the paths) of one flow bundle calculation.

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 3.1.11 Path sequences

Overwriting a selected section of the assignment result with external data. This is how only
paths which start in this planned residential area can be edited manually and the rest of the
assignment maintained in a transportation analysis.
Distributing a matrix on paths. For a given matrix and given paths, the matrix values are dis-
tributed to the paths. This enables you to replicate the trip distribution and quickly update the
manual assignment.
There are two procedures for handling PrT path objects, which can be integrated into calculation
processes (see User Manual: Chpt. 17.26, page 1336):
Converting paths (see User Manual: Chpt. 17.26.13, page 1348). The procedure can be used
for example, to replace one assignment result with another. There are the following pos-
sibilities:
Converting assignment result to path set
Converting path set to assignment result
Converting path set to path set
Converting assignment result to assignment result
Distributing a matrix to paths (see User Manual: Chpt. 17.26.15, page 1351). Based on a mat-
rix and paths, the trips of the matrix are distributed to the paths. This enables you to modify
the demand on the level of OD pairs and then distribute the new demand to all existing paths
of the OD pair, in proportion to the previous shares. Distribution is carried out with the attrib-
ute ShareOfPathTarget. The attribute can be defined for each path by the user. For each
OD pair of a path set the attribute ShareOfPathTarget is first added up (total weight) on all
paths.

Where P is all paths in a path set of origin O to destination D. If e.g. there are five paths from
zone A to zone B, the ShareOfPathTarget of the five zones is added together.
The volume of an individual path p then results from the following equation.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The PrT Paths example shows the use of the network
object PrT paths to compare travel times from assignments with observed data.

3.1.11 Path sequences

Path sequences describe sequences of zones or paths between zones with a volume. Each path
starts in the zone in which the previous path ended. The course of the paths in the network are not
necessarily known. Path sequences allow you to illustrate the overall connection of a path. In con-
trast to PrT or PuT-paths, path sequences with identical origin and destination zones can be use-
ful and are, e.g., generated as a result of demand calculation (e.g. trips or daily signal program
lists).
Path sequences and their items are not editable and can only be created as follows:

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 3.1.12 Stop hierarchy: Stops, stop areas, stop points

as a result of a multimodal assignment

as a result of the procedure P+R lot choice
as a result of the procedure "Tour-based model - Combined trip distribution / mode choice"
by importing path sequences from external data sources
Path sequences belong to a path sequence set. These usually describe the origin of associated
path sequences, for example by means of a reference to a demand segment or a demand
stratum. The course of a path sequence is defined by path sequence items. A path sequence
must include at least two items. Path sequences-items describe both a location (zone) and the
path to the next item.
The network object path sequence activity is an activity in the zone of the path sequence item. If
the path sequence comes from a demand model, e.g. trips created in a tour-based model, path
sequence activities also include activities in the sense of the demand model. However, most activ-
ities are more general in nature and may exist without a demand model. This is where they differ
from the network object "activity".

3.1.12 Stop hierarchy: Stops, stop areas, stop points

In the PuT sector there are a variety of stops, which extremely differ in construction and size. This
variety can range from simple masts by the roadside to large, multi-story railroad stations, bus ter-
minal or subways. Compared to this, there is a concept in Visum, which also allows large stations
to be illustrated in detail and also comprehend simpler situations, without having to specify many
entries. This illustration is shown in Visum, by the so-called stop area hierarchy, which is com-
posed of the network objects stop, stop area and stop point. Each of these three levels fulfills cer-
tain, clearly separated tasks within the transport network.
Stop point
Specified departure point for one or more lines. PuT lines stop here for passenger boarding.
In the most detailed model, the stop point corresponds to a stop sign for bus services or the
edge of a platform in the case of rail services.
Stop area
Combines several stop points in close proximity and displays the access to the stop points in
the remaining transport network via an access node.
Stop
Is the object which comprises the entire complex of stop points and stop areas. It is the
highest object of the stop hierarchy and carries the name of the stop and others, for the entire
construction applying attribute. In the real network, it is therefore of more organizational
nature.

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 3.1.12.1 Stop points

Illustration 16: The stop hierarchy

3.1.12.1 Stop points

Because the vehicles can only move within the modeled network, a stop point has to be con-
nected to the network. This is achieved, by either inserting a stop point on a link or on a node. If a
stop point is on a link, it is called a link stop point. A stop point on a node can be supplied by all
lines which traverse this node. A stop point on a link can only be served by lines which pass this
link. This permits detailed direction modeling based on masts. Stop point links can, however, also
be inserted undirected, so that they can be run for both directions of the link.

Stop point on node Link stop points

Illustration 17: Possibilities of modeling stop points

The differentiation between stop points on nodes and links allows network models of different
levels of detail to be generated with Visum:
For strategic planning, stop points on nodes are sufficient, since the exact position of the
stop point – in front of or behind the road junction – is usually of no interest. The stop area
and stop are generated automatically in the background, but generally remain hidden to
the user, if desired.
For operational planning and AVLS supply, it is useful to model the stop points on links, as
you can then achieve the required degree of detail.
It is also possible, of course, to mix both types in Visum, for example by using the more accurate
link-based model in built-up areas and the node-based model in non-built-up areas.

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 3.1.12.2 Stop areas

A stop point can be permitted or blocked for each existing transport system. Only line route
vehicle journeys, whose transport system is permitted, can stop there.

Notes: We recommend to set the start or end point of a line route only at stop points which are
located on nodes, because inaccurate results might occur if a line route starts or ends at link
stop points, for example, when calculating PuT operational indicators or in case of PuT
volumes which are displayed on link level.
Because vehicle journey stops always occur at a stop point, each stop has to have at least one
stop point.

3.1.12.2 Stop areas

A stop area divides a stop into areas. An area can for example represent a bus or train station plat-
form, an intersection with stop points, a P&R car park, a station concourse, etc. A stop area is
assigned to a single stop and can comprise several stop points.
Stop areas are used on the one hand to determine transfer walk times between the stop areas of
a stop. They combine stop points which do not differ from other stop points with respect to their
transfer walk times. If for example at a railway station the stop points of the individual platforms
are combined into a single stop area and the bus stops on the forecourt as well, this makes it pos-
sible to include closely separated minimum transfer times from rail to rail, rail to bus, and bus to
bus. The matrix of transfer walk times (From Stop Area – To Stop Area) can indicate which public
transport walk system (for example, stairs, escalator, lift, ground-level walkway) is used. The
transfer time for a demand segment is always the minimum time required for all permitted
PuTWalk systems. User group-dependent transfer times, for example for mobility-impaired per-
sons, can be modeled by permitting selected PuTWalk systems (for example, ground-level walk-
ways and lifts) only for specific demand segments. Stop areas can also represent intermediary
levels in large station areas. In this case, while transfer times to other stop areas exist, the stop
area itself does not contain stop points.

Note: The transfer walk times (transfer walk times matrix) between the stop areas is defined at
the stop.

The second function of stop areas is to connect stops to zones and the walkway network beyond
the stop. As an option, to each stop area a network node which can be reached with the same
transfer times like each stop point of the area can be allocated. The time within a stop area (diag-
onal of the transition matrix) is not used for the transfer to the access node. Via this network node,
PuT paths can change from a public transport line to links with PuT Walk or PuT Aux transport sys-
tems as well as to connections to zones and vice versa.

3.1.12.3 Stops
A stop comprises the entire complex of stop areas and thus also stop points. To ensure that a stop
can be localized and displayed in graphical form, it has a coordinate, but it is not assigned directly
to a network node or link.
The stop contains information on route times within each stop area (on the transfer walk time
matrix diagonal) and between two stop areas. In addition to these walk times, the stop optionally
bears transfer walk times and wait times between lines/directions or transport systems. With this a
particularly through structural or organizational measures aggrieved or favored transfer between

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 3.1.13 PuT operators

vehicle journeys can be illustrated, for a modeled stop without stop areas, for example. The
general transfer walk time of eight minutes could apply in a large train station, when changing
from an ICE train to another train, however, because of track information, three minutes should be
sufficient, for example. In such a case, these three minutes could be defined as transfer time of
the transport system ICE in the same transport system.

3.1.13 PuT operators

Providers of public transport vehicle journeys, for example local transport services or train oper-
ating companies, are called operators. The network object operator is the starting point for ana-
lyses of the public transport supply from operator point of view. It is therefore used within the
network for grouping lines and vehicle journeys to jointly evaluate units. An example is the dis-
tribution of the revenues to the various operators of a transportation agency. This is often based
on service kilometers or seat kilometers. If you have assigned operators to the vehicle journeys in
your model, you can evaluate these and many other indicators (see "Operator model PuT" on
page 703).
Operators can either be assigned to a whole line (one then talks about a standard operator) or indi-
vidual vehicle journeys.

Note: Please note that changing the standard operator of a line subsequently, does not over-
write the operators of existing vehicle journeys.

3.1.14 PuT vehicles: Vehicle units and vehicle combinations

In Visum, PuT vehicles such as buses, trams or intercity trains are modeled through the network
objects vehicle unit and vehicle combination. Using these network objects, it is possible to change
the composition of a vehicle journey en route (see "Network objects of the line hierarchy" on
page 115). This is how a train in the preceding and succeeding legs can run with fewer coaches
than in the main leg. The second application case for PuT vehicles is in the operator model sec-
tion. Indicators such as service kilometers can be evaluated on the level of vehicle combinations
(see "Operator model PuT" on page 703).
Each vehicle unit is allocated to one or more transport systems. It can only be used for vehicle
journeys, lines or system routes, which belong to one of these transport systems. Furthermore, for
each vehicle it is specified whether it is a railcar or not. In addition to the number of seats and the
total capacity including also the standing capacity, cost rates can be entered per distance and
time unit, for vehicle journeys and empty trips separately. This data is determined within the scope
of the operator model for evaluations.
Vehicle units are combined to vehicle combinations. A vehicle combination thus always com-
prises one or more vehicle units. The same vehicle unit can appear repeatedly in the vehicle com-
bination. This is how a vehicle combination intercity train can be composed of a vehicle unit railcar
and multiple vehicle units coaches, whereas for the railcar and the coaches different cost rates or
capacities can be specified.
The set of permitted transport systems for a vehicle combination is determined as a mean of the
permitted transport system sets of the respective vehicle units. If there is no transport system per-
mitted for all associated vehicle units, these cannot be combined to a vehicle combination.

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 3.1.15 The line hierarchy

Also for vehicle combinations, separate distance and time related cost rates can be specified for
vehicle journeys and empty trips. These take effect together with the cost rates of the respective
vehicle units. Use these input possibilities therefore for such costs, which accumulate only once
per vehicle combination. Typically, maintenance costs should be specified per vehicle unit, and
personnel costs however, per vehicle combination.
Recurring activities are necessary to model the operation of vehicle combinations. An example of
a recurring activity would be the charging of batteries in electric vehicles. However, you can also
model regular maintenance or cleaning activities using recurring activities. To include recurring
activities in line blocking, you must define them as user-defined block items (see User Manual:
Chpt. 25.1.6.11, page 2342). You define the temporal and spatial interval (range) for vehicle com-
binations (see User Manual: Chpt. 17.32.6.4, page 1394). You also set the temporal function of
the activity duration (charging) there. The charging function consists of a linear part, with an initial
gradient, and an exponential part. You define the initial gradient of the charging function under the
recurring activity. You define the transition to the exponential part for the vehicle combination.
Vehicle combinations can be assigned eitehr to entire lines or time profiles (one then talks about a
standard vehicle combination) or to individual vehicle journey sections. This enables very detailed
modeling of changes in train formations or also strongly disaggregated evaluations of PuT oper-
ator indicators, for example.

Note: Please note that subsequent modifications of standard vehicle combinations of a line or a
vehicle profile do not overwrite the vehicle combinations of the existing vehicle journey sec-
tions.

3.1.15 The line hierarchy

The modeling of the transport supply in PuT is hierarchical. This structure enables the user to
reuse data specified once as efficiently as possible, for example the course of a line for several
vehicle journeys.

3.1.15.1 Network objects of the line hierarchy

The Illustration 18 shows the six network objects of the line hierarchy.

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3.1.15.1 Network objects of the line hierarchy

Illustration 18: The line hierarchy used to model the PuT supply

Main lines
This optional network object is used for an aggregated evaluation of the lines allocated to the
main line. A main line can also incorporate lines of different transport systems. The network object
does not affect the assignment or the structure of the timetable.

Lines
A line structures the public transport supply. Within the Visum data model, it is mainly used to
aggregate several line routes. Each line has at least one line route or multiple line routes. The line
itself neither has a spatial course in the network (see "Line routes" on page 116), nor are run times
specified between the stop points (see "Time profiles" on page 117). Each line belongs to exactly
one transport system. You can optionally allocate a standard operator and a standard vehicle
combination to a line. When creating new vehicle journeys, they will then be suggested as default
values.

Line routes
A line route is part of exactly one line and describes the Spatial route course of the line for one
direction (from now on called the Line route course).
The line route course is issued as a classified series of route points. The length data of the line
route course are output between two consecutive route points. A route point can be a node or a
stop point along the line route course. All stop points along the course at which the line route can
stop, are always route points. All nodes along the course can optionally be declared as route
points. The line route course must start and end at a stop point that is located on a node.
The line routes of a line are usually available in pairs for the two directions. However, each line
can incorporate any number of line routes (cf. for example Illustration 19). Different line routes
(pairs) of a line represent different route courses, which are organized in lines.

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 3.1.15.1 Network objects of the line hierarchy

Line routes can be generated either manually or based on existing system routes (see "System
routes" on page 128).

Link network Line route 1 Line route 2

Illustration 19: Example for two line routes of a line

Time profiles
Each line route has one or more time profiles. A time profile describes the temporal sequence of
the line along the line route. However, specific departure times are not specified, but the run times
between the individual route points.
Analogous to the line route (route points), the time profile is described by a sequence of profile
points. This sequence of profile points is called the course of the time profile. Any route points of
the underlying line route can be profile points. However, the start stop point and the end stop point
of the line route as well as all stop points, at which passengers can board or alight must be among
them. The time profile may also contain passage times for any route points of the line route, e.g.
for a conflict check of the timetable routes. Profile points are the points in the network, between
which the run times are specified in the time profile. The run time is specified for the section
between the previous and the current profile point. In case of stop points, a stop time can addi-
tionally be specified and boarding and alighting can be permitted or prohibited.
Multiple time profiles of a line route can, for example, differ in the selection of the profile points or
the run times on the different sections between the profile points (cf. for example Illustration 20). If
a vehicle journey of a line route shall stop at a stop point along the route yet another one shall not
stop, you need to define two time profiles for the same line route (yet not if a vehicle journey shall
serve just a section of the line route and thus of the time profile).

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3.1.15.1 Network objects of the line hierarchy

Furthermore, each time profile has a name and an allocation to a direction. Optionally, a standard
vehicle combination can be allocated to the time profile. When inserting a new vehicle journey,
this is then applied automatically as a default value.

Note: Please note that the vehicle combinations of existing vehicle journeys are not over-
written. If a standard vehicle combination is specified for the line also, the standard vehicle com-
bination of the time profile takes effect when inserting a new vehicle journey.

Fare points can still be specified at the time profile, for each profile point. These can enter the cal-
culation of revenues (see User Manual: Chpt. 25, page 2299).
For headway-based PuT modeling, the relevant headways are defined on time profile level during
headway-based assignment (see User Manual: Chpt. 8.9, page 600).
As a consequence, all network objects which in the line hierarchy are located below the time pro-
files (vehicle journeys and vehicle journey sections) are not relevant when you define headways.
Therefore, if you want to define individual headways, you need to create a separate time profile
for the respective vehicle journeys and define the headways there.

Line route 1 Time profile 1.1 Time profile 1.2

SPoint Stop Arr Dep. SPoint Stop Arr Dep.

M 12:00:00 M 12:00:00
a.m. a.m.

I 1:00 1:02 I - -

N 2:00 2:02 N 1:50 1:52

W 3:00 3:02 W 2:50 2:52

H 5:00 5:02 H 4:50 5:02

S 6:00 S 6:00

Illustration 20: Example of two time profiles of a line route

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 3.1.15.1 Network objects of the line hierarchy

Vehicle journeys (=journeys)

A vehicle journey describes a planned public transport service or a set of planned service trips,
which are summarized to an administrative unit with a given ID number. Every day of the calendar
used in the network, at most one of these vehicle journeys will then run.
Each vehicle journey belongs to exactly one line route and exactly one time profile. It also has a
reference to two stop points of the line route, which define the section on which the vehicle jour-
ney follows the course of the line route. Vehicle journeys can therefore traverse any section of a
line route. It is therefore not necessary to define a line route with a shorter extension for vehicle
journeys, which only traverse a line route partially. Vehicle journeys cannot, however, switch from
one line route to another. This means that each trip can only run on exactly one line route.
Furthermore, the vehicle journey contains a departure time at the start stop point from which,
together with the relative times of the time profile, all arrival, departure and non-stop run times of
the vehicle journey are determined.
A vehicle journey can optionally be assigned an operator. You can then calculate aggregated eval-
uations of PuT operating indicators on operator level (see "Operator model PuT" on page 703).

Vehicle journey sections (=journey sections)

There is normally exactly one journey section per vehicle journey. This is created automatically
when inserting a vehicle journey. As an option, a vehicle journey can be subdivided into multiple
vehicle journey sections, which can then be divided into the following properties.
Valid day
Vehicle combination
Start and end stop point
Pre and post preparation time for line blocking (see "Line blocking" on page 707)
This results in the following application possibilities for example.
A vehicle journey, which traverses from A to C via B from Monday to Friday, on the weekend
however, only from A to B, can be modeled by two vehicle journey sections, which only differ
in their valid days.
A train, running from A via B to C, between A and B however with less coaches, can be
modeled by two vehicle journey sections, which differ in their vehicle combinations and start
and end stop points.
Any combinations are possible, for example a train which runs between A and B and which is
only short on the weekend.
Vehicle journey sections are network objects, with which line blocking is carried out (see
"Line blocking" on page 707).
The Table 6 shows an example with three vehicle journeys of a line route. The line route has two
time profiles. Vehicle journey 993 is divided into three vehicle journey sections, which differ in
valid days and vehicle combinations.

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 3.1.15.2 Specifications of lengths and times

Trip number from -> to Departure time Valid day Vehicle combination
991 N⇒ H 06:02 a.m. (daily) Daily Loco + 6 coaches
992 M⇒ H 05:10 a.m. (daily) Daily Loco + 6 coaches
993 M⇒ H 06:00 a.m. (daily) Daily Loco + 6 coaches
H⇒ S 11:02 a.m. (Sat+Sun) Sat+Sun Loco + 6 coaches
M⇒ N 06:00 a.m. (Mon-Fri) Mon-Fri 1 additional coach

Line IC1 IC1 IC1

Line route 1 1 1

Time profile 1.1 1.2 1.1

Trip number 991 992 993

Valid day Daily Daily - Mon-Fri Sat+Sun Mon-Fri

Vehicle combination L+6C L+6C - L+6C L+6C 1C

M dep. - 05:10 a.m. 06:00 a.m. · · ·

I arr. - | 07:00 a.m. · · ·

I dep. - | 07:02 a.m. · · ·

N arr. - 07:00 a.m. 08:00 a.m. · · ·

N dep. 06:02 a.m. 07:02 a.m. 08:02 a.m. · · ·

W arr. 07.00 a.m. 08:00 a.m. 09:00 a.m. · · -

W dep. 07:02 a.m. 08:02 a.m. 09:02 a.m. · · -

H arr. 09:00 a.m. 10:00 a.m. 11:00 a.m. · · -

H dep. - 11:02 a.m. - · -

S arr. - 12:00 a.m. - · -

Trip number 991 requires one vehicle journey section

Trip number 992 requires one vehicle journey section
Trip number 993 requires three vehicle journey sections

Table 6: Example of three vehicle journeys

3.1.15.2 Specifications of lengths and times

In conjunction with lengths, different attributes exist at different network objects. The Illustration
21 displays these attributes and their correlations. The attribute Length at the link is used as
default for the attribute PostLength at the line route items. The user has the possibility of

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 3.1.15.2 Specifications of lengths and times

overwriting this default. This can be done manually, for example in the list for line route items (see
User Manual: Chpt. 29.1.10, page 2535). If the default from the link lengths should be used, you
can use the function set lengths. There are four possibilities for changing the link length.
The link length can be allocated from the direct distance of the link (see User Manual: Chpt.
17.16, page 1217).
The link length can be allocated from the polygon length of the link (see User Manual: Chpt.
17.16, page 1217).
When editing the link, you can specify that the link length should comply with the polygon
length (see User Manual: Chpt. 17.16.11, page 1232).
You can overwrite the link length in the link list manually, for example, and thus assign any
length to the link (see User Manual: Chpt. 29.1.10, page 2535).

Illustration 21: Lengths in Visum and their coherence

Visum offers different possibilities to assign times to links and time profiles. The Illustration 22
provides an overview on how you can influence the run time values for links and time profiles. The
standard values for the link run time of a PuT transport system (t-PuTSys) is calculated from link
length divided by the link-specific speed of the PuT transport system. The link run time of the PuT
transport system again provides the standard values for the travel times in the time profile. The
departures and arrivals of a vehicle journey always automatically result from the times provided in
the respective time profile. The run times for each PuT transport system can be changed as fol-
lows.
The run times can be assigned from the line run times.
The standard value (quotient of link length and link-specific speed of the PuT transport sys-
tem) can be restored.
You can overwrite the times manually in the link list, for example (see User Manual: Chpt.
29.1.10, page 2535).
The run times of the time profile can be edited as follows.

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 3.1.15.3 The term timetable in Visum

Transferring the standard values from the link run time

Transferring the times from a system route
Transferring the times from a link attribute
Setting the times from a time profile attribute
You can overwrite the times manually in the time profile list, for example (see User Manual:
Chpt. 29.1.10, page 2535).

Illustration 22: Assignment of run times in Visum

3.1.15.3 The term timetable in Visum

According to the line hierarchy the timetable in PuT in Visum is set up hierarchically. The line
route contains the information on the location, the time profile accounts for relative time spe-
cifications and the vehicle journeys and their vehicle journey sections provide valid day, departure
time and the traversed sections of the line route. All four object types together make up the
timetable, therefore the information, where and when PuT vehicle journeys take place.
Alternatively, the public transport supply side can also be described through line routes, time pro-
files and a regular service per time profile (see "Headway-based assignment" on page 600). In
this case we are also talking about a timetable in Visum.

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 3.1.15.4 Data consistency along the line hierarchy

Due to this hierarchical structure of the timetable, is it possible to reuse the data for various similar
vehicle journeys. Otherwise, the exact route in the network would have to be specified for each
individual vehicle journey and all times entered. With the line hierarchy however, a regular head-
way can easily be defined by specifying the departure times, the time profile and the line route.

3.1.15.4 Data consistency along the line hierarchy

An important property of the line hierarchy is the consistency of the various data. Line route, time
profile and vehicle journey section must match at any point of time. A run time between two stop
points, which are not touched by the used line route, are never allowed to be specified in the time
profile. Visum assures that this consistency is always maintained. If you make changes to the
objects of the line route, the objects based on these may be adjusted, to reestablish a consistent
state applicable to the new situation.

3.1.15.5 Aggregation of line routes

Aggregation of line routes is the aggregation of several line routes or time profiles to combined
objects. A number of line routes with the same or similar information can occur especially when
importing old networks from Visum 8 or when importing timetable data from an external source. In
an extreme case, both an individual line route and a specific time profile are created for each indi-
vidual vehicle journey. Essential advantages of the hierarchical setup of the Visum PuT model are
thus lost, such as the reuse of line route data for many vehicle journeys. Furthermore, the number
of line routes makes editing and maintaining the overview more difficult. The function aggregate
line routes supports you when importing third-party data, to use these to your advantage.

Criteria for aggregating line routes

When aggregating, two line routes are aggregated in the first step. Both line routes have to have
common line path sections, but do not have to necessarily correspond with each other. If it has
been determined, that two line routes can be aggregated successfully, the time profiles of a line
route are tried to be aggregated in a second step. The following general criteria for the aggreg-
ation of line routes apply.
1. Both line routes have a common path leg.
2. The start of the common path leg is also the start of (at least) one of both line routes.
3. The end of the common path leg is also the end of (at least) one of both line routes.
The Illustration 23 shows examples of cases in which aggregation is possible and where not.

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3.1.15.5 Aggregation of line routes

Illustration 23: Example of the aggregation of line routes

As an option, aggregating line routes can be made more difficult with the following conditions.
Line routes have to be assigned to the same line.
Line routes must have the same lengths on the common section.
Line routes must have the same direction.
Line routes must have the same start stop point
Line routes must have the same end stop point
Aggregating time profiles can also be made more difficult as an option.
Time profiles must have the same run and dwell times.
Time profiles must have the same settings for boarding and alighting.
Time profiles must have the same vehicle combination.

Relations between vehicle journeys

The following sections describe different types of relations between vehicle journeys. In principle,
all concepts are similar. However, they do represent individual aspects of PuT supply and thus
have an impact on different parts of the PuT model in Visum.
Vehicle journey coupling
Vehicle journey coupling represents the concept of dividing trains which is widely used in rail
transport. For example, on certain sections of the vehicle journey course, vehicle units are
coupled together or separated from each other to adjust passenger capacity. In order to optim-
ize both services and link capacity, multiple vehicle journeys (often using drive units in mul-
tiple traction) may be serviced jointly on central sections, which, however, serve separate link

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 3.1.15.6 Coupling of vehicle journeys

branches on the peripheral incoming and outgoing sections (see "Coupling of vehicle jour-
neys" on page 125)
Passenger trip chains
Passenger trip chains model situations where, from the passenger's point of view, the change
between two vehicle journeys does not mean that passengers have to change trains. An
example is when in a tram network two lines are connected to form a ring-shaped course.
Using passenger trip chains means that in the timetable-based assignment no transfer will be
evaluated at the stop with the corresponding impedance values (see "Chained up vehicle jour-
ney sections" on page 127)
Forced chainings
Forced chainings are mainly used in line blocking when two successive vehicle journeys must
be serviced by the same vehicle unit, meaning they need to be assigned to the same block.

3.1.15.6 Coupling of vehicle journeys

Coupling means connecting cars of two or more trains on a line route section. The figure shows
several examples of coupling two or three vehicle journeys. In order to link two vehicle journeys
on a section, they should match to a certain extent in terms of their spatial and time dimension.
The following conditions must be fulfilled:
The run and dwell times of the time profiles are the same within the coupling section. For cor-
rection purposes, run and dwell times may be transferred between time profiles on the level
of time profiles.
The departure times of journeys is the same at the start of the coupling section.

Illustration 24: Examples: Coupling two and three line routes

The number of vehicle journeys and their departure times from From/To Stop Points of coupled
sections may deviate. Missing vehicle journeys are generated.
In Visum, coupled vehicle journeys form a coupling group. If time profiles are changed in terms of
run times or dwell times, the coupled time profile is automatically adjusted.

Creating and editing couplings

Couplings are always defined based on the level of vehicle journeys. This is why couplings are
created and edited on the basis of the tabular timetable. It is assumed that one or several linkable
vehicle journeys have been marked.

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3.1.15.6 Coupling of vehicle journeys

Based on the selection and different properties, such as the same course within the coupled sec-
tion selected, overlapping valid days, or the same operator or transport system, further vehicle
journeys which could also be coupled will be suggested. Run and dwell times may be transferred
between time profiles on the level of time profiles.

Coupling when calculating the PuT operating indicators

Couplings in some cases have an effect on the calculation of PuT operating indicators (see
"Impact caused by couplings" on page 836). On which indicators exactly they have an effect can
be found in the file Indicator availability.xls in your Visum installation. The effect on coupling is
illustrated by some examples.
Service time of the line route
As for kilometers, the service time is only calculated once and distributed evenly.
Infrastructure cost of the line routes for links and stop points
Link costs (for example rail track cost) and stop point costs are considered only once. These
costs are distributed evenly to the coupled line routes.
The number of line services and vehicle kilometers per link are only counted once.
As service-km, service-time and the infrastructure cost influence the operating cost of a line route,
coupled line routes usually result in lower costs.
Coupling does not have an impact on line blocking or assignments.
During assignment, changing seats within a coupled line is thus regarded as a regular transfer
between line routes.

Illustration 25: Calculation example for the calculation of indicators in case of couplings

Number of trips 10 trips

Empty time 10 min/trip

Costs per kilometre 1 euro/km

Costs per hour 60 euros/h

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 3.1.15.6 Coupling of vehicle journeys

Track price 1 euro/km

Seat capacity 100 seats/vehicle combination

Table 7: Input data for the calculation example

Not coupled Not coupled Coupled Coupled

Line route L1-1 L1-2 L1-1 L1-2

ServiceKm 1,300 km 1,300 km 1,050 km 1,050 km

SeatKm 13,000 km 13,000 km 13,000 km 13,000 km

Service time 900 min 1,000 min 750 min 850 min

Out-of-depot time 1,000 min 1,100 min 850 min 950 min

Cost 1,300 EUR 1,300 EUR 1,050 EUR 1,050 EUR

Cost 1,000 EUR 1,100 EUR 850 EUR 950 EUR

Track costs 1,300 EUR 1,300 EUR 1,050 EUR 1,050 EUR

Total cost 3,500 EUR 3,600 EUR 2,950 EUR 3,050 EUR

Num Vehicle journeys 10 10 10 10

Table 8: Calculation of indicators for the line route

Link H2-H3 H3-H4 H2-H3 H3-H4

ServiceKm 1,000 km 400 km 500 km 400 km

Num Vehicle journeys 20 10 10 10

Table 9: Calculation of indicators for the links

Chained up vehicle journey sections

Chained up vehicle journey sections represent the Forced Chaining and Passenger Trip Chain
concepts in the data model. They are mapped in the data model using the same objects, however
affecting it in different ways.
Forced chainings imply that, for operational reasons, all bound vehicle journey sections
should always be served by an identical vehicle. In line blocking, it is an a priori specification,
which means that the vehicle journey sections are always allocated to the same block.

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 3.1.16 System routes

Passenger trip chains model situation where, from the passenger's point of view, no transfer
is needed in case of a transition between two vehicle journeys. This is the case when two
lines of a tram network are linked to each other as part of a loop, for example. At the stop link-
ing the two lines, the line name will change so that a new vehicle journey necessarily starts
from here. Through passenger trip chains, these vehicle journey transitions are not counted
as transfer with the corresponding impedance values (transfer penalty, delay,...) in the
timetable-based assignment, the skim calculation and the shortest patch search, for
example.
Both types of chained up vehicle journey sections may occur together. In practice, a passenger
trip chain is always also a forced chaining and applies to both:
The coupling may vary every day on which the vehicle journey section is served.
The stop points for arrival and departure of the vehicle journey sections involved must be the
same (or at least belong to the same stop).
The bound vehicle journey sections do not have to belong to the same line. The bound lines
may even be allocated to different transport systems and operators.
The coupling links to the departure within the period of arrival until 23h 59m 59s after arrival –
independent of transfer walk times, etc.
For the fare calculation, two vehicle journey sections that are linked by passenger trip chains are
regarded as two separate path legs. The fare is then calculated on the basis of the fare system's
path leg regulation. When determining the fare points, the calculation is not based on the stop's
fare points for boarding and alighting, but for passing through.

3.1.16 System routes

A system route describes a route within the network from one stop point to another, with the time
required. As an option, this required run time as well as supplements for starting and braking per
vehicle combination can be further specified. It is important that the run times are always stored
independent of concrete lines in the system route. The system route thus represents a time which
a certain vehicle combination requires on a given route between two stop points, independent of
whether they belong to a line or even to a concrete vehicle journey.
This run time and route information can be used in two ways for creating a timetable.
Creating line routes with system routes
Run times of existing line routes and time profiles are composed of system routes

Creating line routes with system routes

System route path information provides a part of the line route path. The run time information is
included in the first time profile above it in sections. Alternatively, you can create line routes or indi-
vidual sections with system routes. As soon as there are successive system routes at the current
end point, these can be used to extend the line route to the end stop point of the system route.
The run times for this section can be taken from the system route, preferably the one for the cor-
rect vehicle combination if it is specified. If both the start stop point and the end stop point of the
system route are served by the line route, the run time is determined as the sum of the passage
time and the TStartStop and TEndStop of the line route. If the line route runs past one of the suc-
cessive stop points, the share of the corresponding supplement is omitted. In this way, it is pos-
sible to use system routes for stopping as well as for traversing time profiles.

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 3.1.17 Sharing stations

Setting run times of existing line routes and time profiles

You can use system routes to reset run times of existing line routes and time profiles. The path
information of the line route is not lost. If a matching system route exists between two profile
points of the time profile, its run time will be used for the time profile. Depending on whether pas-
sengers are scheduled to board and alight at the limiting stop points, only the pure passage time
or the sum of the passage time TStartStop and TEndStop will be used.
A system route matches a section between two profile points if the following conditions apply:
Both profile points are located at stop points.
These stop points are start stop point and end stop point of the system route (this requires
that these stop points must be open to the transport system of the time profile).
The course of the line route underlying the time profile is identical to the course of the system
route.
The transport system of the system route is identical to the one of the time profile (i.e. the
line).
If the respective option has been selected, at the system route, a specific run time must be
specified for the vehicle combination allocated to the time profile or line.
If several matching system routes exist, the times are not set for the sections in question.
When new time profiles are created, the run times are calculated on the basis of the system route
(if available). Special defaults are taken into account for the vehicle combination if it is specified
for both the system route and the time profile.
If no system routes have been defined, link times are used as before.
Besides being used in the timetable, system routes play an important role in line blocking. As an
option, system routes can be used for empty trips within line blocking or new system routes can
be generated automatically for that purpose (see User Manual: Chpt. 17.37.8, page 1479).

3.1.17 Sharing stations

Sharing stations are locations where rental vehicles are picked up and returned. Sharing stations
are linked to the network via their access node. Stations have a specific capacity which cor-
responds to number of their parking spaces. Stations also contain information on their initial and
optimal occupancy as well as an estimate of the constant time and effort required for the rental
and return process (see "Sharing stations" on page 670).

3.1.18 Points of Interest (POI)

A Point of Interest (POI) is a user-defined network object with spatial reference. The spatial ref-
erence is established by entering an X and a Y coordinate for each POI. POIs can be inserted as
point or surface objects. Each POI can be assigned a surface (attribute Surface ID) as an option
or any image (attribute Image file name). By default, Visum already offers a preselection of sym-
bols, which can be used for visualizing POIs (star, cross, triangle, signal controller, and others).

Note: POI polygons are managed like surfaces and can be made up of multi-face polygons or
polygons with "holes" (see "The surface data model in Visum" on page 179).

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3.1.18 Points of Interest (POI)

Points of interest are mainly used for data management (for example, network data maintenance
in Traffic management centers) and accessibility studies. For your data management, you can cre-
ate as many user-defined attributes for POIs as you like, in which you can store your data (see
"User-defined attributes" on page 167). The Illustration 26 shows an example for applying POIs in
reachability analyses. Here secondary schools are included as POIs (red stars) in the model. The
catchment area of these schools was visualized with the 2D display (see "2D display" on
page 933).

Illustration 26: Reachability analyses for secondary schools

POIs are managed in POI categories. Each POI must be allocated to a POI category. Before
inserting the first POI, you thus have to create a POI category (see User Manual: Chpt. 17.38.1,
page 1483). Any number of POI objects can then be inserted in the defined POI category, in the
network.
POI categories in a transport network are for example
Parking and Park&Ride facilities
Public facilities such as schools, churches of hospitals

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 3.1.18 Points of Interest (POI)

Pre-emption points for AVLS (automatic vehicle location systems)

Signal controllers etc.
POI categories can be organized as a hierarchy. This is how you can create a POI category
schools with the three subcategories secondary schools, junior high schools and elementary
schools.
Each POI can be assigned to a node, a link, another POI, a stop area, a stop point or a POI cat-
egory. You can illustrate this assignment graphically in the network (see User Manual: Chpt.
29.4.5, page 2562). In the example of Illustration 27 allocations are used to illustrate for parking
lots in a downtown area which links the approaches lead to.

Illustration 27: Allocating POIs to links

If you want to import data from GIS systems into Visum, these data can be stored as POIs in the
network model (see User Manual: Chpt. 27.4, page 2427).

Notes: POIs and their assignment to network objects do not have an influence on procedures,
such as assignments for example.
If you create a user-defined attribute for a POI category, it will also be created for all sub-
categories of the POI category.

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 3.1.19 User-defined tables

3.1.19 User-defined tables

Table definitions and table entries are user-defined network objects in which you can store addi-
tional data. Unlike POIs, tables have no geographical reference and no mandatory attributes.
They, therefore, provide an easy way to store additional data of various types in a model. Listed
below are some cases where data can be used in user-defined tables:
Additional input data that enters the procedures with lookup functions, e.g. demand rates per
zone type
Indicators of the model, e.g. the modal split from the demand calculation
Procedure parameters that are obtained via scripts, e.g. in the calculation of an activity-
based model (ABM)
Statistics outputs to be tracked across iterations in models with feedback loops
User-defined enumeration types that are used in the model, e.g. for classification of the type
of development of bicycle facilities on links
General information about the history of the model
You can create tables via the Table definitions list (see User Manual: Chpt. 17.39.1, page 1502).
The list of associated Table entries contains the data. You can fill the tables with entries in dif-
ferent ways (see User Manual: Chpt. 17.39.2, page 1504). In the simplest case, you specify the
number of rows and columns when creating the table and paste the values via copy & paste, e.g.
from MS Excel. The number of columns corresponds to the user-defined attributes of the table
entries. You can also use formula attributes as user-defined attributes to keep values in the table
up-to-date. Visum provides functions to transfer values from arbitrary lists or marked parts thereof
into tables. Likewise, you can use scripts to copy or append list contents to tables. If you integrate
such scripts into the procedure sequence, you can, for example, track the values in statistics lists
via the iterations within a feedback loop.

3.1.20 Count locations and detectors

Count locations mark the geographic position of traffic counts. This can be both one-off counts
and permanently installed counting features. A count location is identified by a number. Apart
from a code and a name, it always has a position on a link, described by the ID of the link (From
Node and To Node) as well as a relative position. This is a number between 0.0 and 1.0 and
describes where the count location lies on the link. Since a link in Visum is always directed, a dir-
ection is indicated as well. Furthermore, the count location has a type, to differentiate permanent
count locations and manual count locations, for example. The coordinates of the count location
are available as a calculated attribute; these are calculated from the coordinates of the link and
the position along this link. Each link can be assigned by direction to one or more count locations.
Each count location can in turn be assigned to detectors.
The detector is identified by its number and in addition to code and name it has a geographic pos-
ition, specified by a pair of coordinates. Two types of detectors are distinguished:
The detector is allocated to a node or a main node. This type of detector serves to model sig-
nalization, for example, traffic-responsive signal controls. It is not possible to define a ref-
erence to count locations.

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 3.1.20 Count locations and detectors

The detector is defined freely in the network and as an option, it can be allocated to a count
location, and so also indirectly to a link. In this case the detector constitutes a lane-based
count location. It breaks down the count data of a count location precisely by lane. The num-
ber of observed lanes is defined via the observed lanes attribute. The lane observed on the
far right is defined via the Lane position attribute. If a detector is allocated to a count location
and therefore, to a link, the observed lanes have to be compatible with the number of link
lanes. This means that no lane which is not defined on the link may be observed. With a lane
number of two the detectors for lanes 1 and 2 are allowed to be defined. It is however per-
mitted, that a lane is observed by several or no detectors.
Count locations and their detectors are used less to maintain data, but more to visualize and pro-
cess thematic maps. Even though you can save count data to user-defined attributes of count loc-
ations, you can also save them directly to user-defined attributes of the link (see "User-defined
attributes" on page 167). The advantage of saving count data directly at links is that, in eval-
uations, you can compare them directly with the calculated volumes, which are also saved with
the link attributes. This approach is particularly recommended if you want to use the matrix cor-
rection technique TFlowFuzzy (see "Updating demand matrices – general information" on
page 330).
Count locations are thus primarily used for marking the position of a count in the network. You can
use the number to refer to external data, where applicable. The Illustration 28 shows a map, which
is illustrated in the local position of the count location in the network, together with the date of the
last traffic count.

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 3.1.21 Restricted traffic areas

Illustration 28: Visualization of the local position of count locations with the date of the count
Notes: Do not just use count locations to integrate count values into the network. Instead use
user-defined attributes on links. However, if the current project requires the visualization of
counts or count location-related values shall be managed externally, the effort for the coverage
of count locations and detectors can pay off.
Compared to assignments for example, count locations and detectors do not have an influence
on procedures. The only exception are detectors near nodes which can be taken into account
for traffic-responsive signal control. Information provided by these detectors are also used for
ANM export to Vissim.

3.1.21 Restricted traffic areas

Restricted traffic areas are network objects that allow you to model territories and link sequences
with special constraints or restrictions. These include driving bans, through traffic bans, or toll con-
cepts. You can insert restricted traffic areas by defining a polygon. For links within the restricted
traffic area, an allocation to the restricted traffic area is automatically made if they are completely
within the polygon. For this purpose, the link attribute Restricted traffic area set is assigned with
the number. When editing the polygon, the allocation is automatically adjusted. You can also

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 3.1.21 Restricted traffic areas

interactively remove or add individual links from a restricted traffic area. This is useful, for
example, for large intersections with several levels, when the restriction applies only to one level.
If entire zones are to be in the restricted traffic area, make sure that all connectors lead to links
that are part of the restricted traffic area. Furthermore, you can define several restricted traffic
areas of the same type, which can also overlap (see User Manual: Chpt. 17.43, page 1516). This
means that links can be assigned to several restricted traffic areas.
In Visum there are different types of restricted traffic areas:
No traffic
When no traffic is permitted, closed transport systems are not allowed to operate in the ter-
ritory. This also applies to internal trips within the restricted traffic area. In the case of driving
bans, it must be ensured that the assignment matrices for the relations affected by the driving
ban do not contain any demand.
Examples of driving bans include environmental zones in Germany, where only vehicles that
meet certain emissions standards have access.
No through traffic
Through traffic bans are territories or link sequences where the entry for destination demand /
the exit for origin demand is permitted for the transport systems affected by the through traffic
ban, but passage through the restricted traffic area is not permitted.
A common example is the ban of HGVs passing through city centers.
Area toll
The area toll defines a geographically coherent section of the network as a restricted traffic
area. A fixed amount is charged per transport system, independent of the distance, provided
that part of a route falls into the area:

Examples of area tolls include the Congestion Charging Zone (CCZ) and the Ultra Low Emis-
sion Zone (ULEZ) in London.

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3.1.21 Restricted traffic areas

Illustration 29: Congestion Charging Zone and Ultra Low Emission Zone in London as an
example of an area toll
Area tolls impact assignment procedures as part of the impedance in route search and dis-
tribution. In addition, the toll and the resulting revenues are determined for each route. The
toll is zero for routes that do not touch the toll area. All other routes (origin traffic, destination
traffic, through traffic, internal traffic) are charged the toll amount specified for the transport
system.
For paths that cross the border of the toll area multiple times, the toll amount is charged mul-
tiple times. This may not be the case in reality but it cannot be avoided during imple-
mentation. Similarly, in reality, the internal traffic of the toll area may be excluded from toll
calculations. It is irrelevant for the route choice if these flows are nevertheless charged with
tolls because the toll applies equally to all alternatives and does not change the equilibrium
solution. However, if you calculate a skim matrix that includes the toll, for example, to use it
in the demand model, you must subtract the toll amount yourself in a matrix operation after
calculating the skim matrix for the internal traffic OD pairs.

Matrix toll
This type is the typical road pricing scheme for motorway corridors. A subset of links is des-
ignated as a toll zone with a small number of connections (entries and exits) to the rest of the
network. Toll prices are not defined as a total of link toll prices, but there is an individual price

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 3.1.21 Restricted traffic areas

for each pair (entry – exit). Because of these pairs, this type of road pricing scheme is called a
matrix toll. Using such a fee matrix, the operator has more flexibility since the toll amounts for
longer routes can be defined irrespectively of the toll amounts for shorter sections of a longer
route. Toll typically increases with distance but in a degressive way, i.e. the toll per km
decreases with distance.
The French motorways are an example of this type of toll.

Illustration 30: Toll station at a highway exit

As a matter of principle, such a matrix toll (which is named according to the fare matrix) can-
not be reduced to summing up the toll amounts by link. Let's have a look at the example in
Illustration 31:

Illustration 31: Example of a matrix toll

The links 1-2 and 2-3 form a highway corridor with matrix toll. For that, define the toll area first
by creating a network object 'Restricted traffic area' of the matrix toll type and then allocating
the toll area's number to all links that are located in the area as value for the attribute Toll sys-
tem number. The restricted traffic area additionally contains a matrix of toll amounts per
transport system between all border nodes of the toll area. In our example, these are nodes 1,
2, 3. The toll amounts are listed in Table 10.
from / to node 1 2 3
1 0 2 3
2 2 0 2
3 3 2 0
Table 10: Toll amounts for the example network

Please note, that the toll amount for the overall link is less compared to the two individual
links.
For each pair (entry, exit) in the restricted traffic area, TRIBUT generates a virtual link with the
toll amount from the matrix in the network and uses these virtual links for the shortest path

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 3.1.22 GIS objects

search. In contrast, the original links in the toll area are not regarded for the shortest path
search. To determine travel time, the volumes allocated to the virtual links are transferred
back to the original links. This allocation is always based on the route with the minimum time
(regarding t0) required between 'from node' and 'to node' of the virtual link. Illustration 32
shows the graph that is generated for the shortest path search in the example.

Illustration 32: Shortest path search graph with matrix toll

This modeling approach assumes a degressive toll matrix, i.e. if there are three nodes A, B,
and C, cA-C ≤ cA-B + cB-C always applies. Furthermore, the number of virtual links that are
added to the search graph exhibits quadratic growth proportionally to the toll area's number of
border nodes. Thus you should use a toll matrix only in those cases where the toll area is con-
nected to the surrounding network by a manageable number of nodes.
Note: In addition to matrix and area toll, there is a link toll in Visum that can be defined inde-
pendently of restricted traffic areas for any PrT transport system on links (see "Link toll" on
page 102).

Impact in procedures
The following overview shows which type of restricted traffic areas can be used in which assign-
ment methods:

Type Considering assignment procedures*

No traffic All procedures except DUE and dynamic stochastic assignment
No through traffic All procedures except LUCE and TRIBUT assignments
Area toll** All procedures except DUE and dynamic stochastic assignment
Matrix toll*** TRIBUT-Equilibrium_Lohse

* When calculating an assignment with ICA, consideration of restricted traffic areas depends
on the subordinate assignment.
** For links that belong to a restricted traffic area of the area toll type, the link attribute Toll_
PrTSys is taken into account when calculating tolls and revenues. Since in this case, as a
rule, only the area toll of the restricted traffic area applies, you must ensure that the link toll for
links within this restricted traffic area is zero.
*** For links that belong to a restricted traffic area of the matrix toll type, the link attribute Toll_
PrTSys is not taken into account when calculating tolls and revenues.

3.1.22 GIS objects

GIS objects are POI-like network objects (n categories with m objects of the type point, polyline or
polygon) that are only available during a Personal Geodatabase (PGD) connection (see "Con-

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 3.1.23 Screenlines

nection to the Personal Geodatabase and GIS objects" on page 855). This is how GIS data can
constantly be synchronized between the PGD and Visum.

3.1.23 Screenlines
A screenline is a polygon, which can be inserted into the network by the user with any number of
intermediate points. The screenline is inserted so that it intersects multiple links. The values of
any attributes of all links, which are intersected by the screenline, can then be aggregated with the
screenline. The following aggregate functions are thus available respectively for all or only for the
active links (see "Indirect attributes" on page 158).
Number of links which intersect the screenline.
Minimum of the values of the selected attribute from all links intersected by the screenline.
Maximum of the values of the selected attribute from all links intersected by the screenline.
Sum of the values of the selected attribute from all links intersected by the screenline.
Mean of the values of the selected attribute from all links intersected by the screenline.
Interlinking of the values of the selected attribute from all links intersected by the screenline.
The orientation of a screenline depends on the sequence of the polygon points along its course. It
is always oriented to the right in the direction of creating. By default, arrow heads along the course
indicate the orientation. For the aggregation, you can take into account all links in screenline ori-
entation, all links against the screenline orientation, or all links, independently of the direction.
In the following example, the screenline intersects two links whose volume amounts to 1,000 and
3,000 persons. The screenline then aggregates the values of the links that it intersects. In the
example it identifies a total of 4,000 persons in screenline orientation for all links and an average
of 2,000 persons.

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 3.1.24 Junction modeling

Illustration 33: Summation and average calculations with screenlines

With the aid of screenlines, you can for example determine the traffic that enters and exits the
downtown area every day in a traffic engineering study which analyses the traffic volume of a
downtown area. In Illustration 34, 149,334 vehicles in PrT and 76,370 persons in PuT are entering
the downtown area.

Illustration 34: Calculation of the urban traffic volume with screenlines

Screenlines are a useful construction to calibrate an assignment model by means of counted link
data. A screenline aggregates all links intersecting it. This is useful for the calibration of the model
as cumulative assignment volumes can be compared with cumulative link count data. When
inserting screenlines, it is often recommended to adjust them to natural phenomena. A screenline
could, for example, take the course of a river. For the calibration of the model, in principle, at least
the sums of the volumes on all bridges should then agree throughout the day, even if the dis-
tribution of the volumes to the individual bridges (route split) can differ. With the aid of the assign-
ment analysis, you can evaluate aggregated count data and assigned volumes of the screenline
statistically (see User Manual: Chpt. 21.4.2, page 2055). With this analysis functionality, the effi-
ciency of the calibration can be increased considerably.

3.1.24 Junction modeling

Visum provides the possibility to model junctions in detail. There are two major fields of applic-
ation, namely the use of a detailed node impedance model among others in assignment pro-
cedures, and the export for a micro-simulation in Vissim.

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 3.1.24.1 Link orientations

Element Description
Geometry Geometries are used to describe the geometry of nodes and main nodes in detail.
The principal elements of geometries are legs.
Leg A leg geometry consists of a set of legs. A leg describes an entry to the node sec-
tion and the corresponding exit. A set of legs at a node or main node is defined by
the set of link orientations.
Lanes A leg consists of a set of incoming and outgoing lanes. Through lanes are the ones
that lead right up to the adjacent node and pocket lanes start and end at a certain
distance from the node area.
Lane turns Lane turns define a relation between an incoming lane and an outgoing lane. They
are used for detailed transport system and lane-based descriptions of the turn con-
ditions at a node.
Signal con- A signal controller describes the total of all signal control data at one or more nodes
troller or main nodes. There are signal controllers of the type Vissig that can contain both
stage-based and signal group-based signal programs, and there are RBC type sig-
nal controllers.
Stage A stage is the basic unit of a signal plan in case of stage-based signal controllers. A
set of signal groups is allocated to each stage. The green times of the signal
groups result from the sequence of stages and the interstages.
Signal A signal controller contains a set of signal groups, even if it is stage-based. Signal
group groups are used to describe the signalization in detail, with a lane turn-based
approach.
Crosswalk Crosswalks serve to describe the pedestrian conditions at nodes and main nodes.
They refer to legs. A leg can have several crosswalks depending on whether a cen-
ter island or a channelized island has been defined.
Detector A detector is allocated to a node or a main node. This type of detector serves for
modeling the signalization, for example, traffic-responsive signal control.
Table 11: Network objects of the junction model

3.1.24.1 Link orientations

Link orientations play an essential role when defining node geometries (see "Geometries" on
page 142). The link orientations are used to determine the amount of legs. Each link has at least
four orientation attributes: From and To node orientation, and From and To main node ori-
entation. The two latter attributes are only defined for cordon links of a main node (see "Main
nodes and main turns" on page 106). The orientations are always undefined for closed links. A
link is closed if its transport system set is empty or if the number of lanes is zero. If a link is not
closed, it is an open link.
Up to sixteen link orientations can be defined at a node or main node. If a node or main node has
more than sixteen open incoming links or more than sixteen open outgoing links, all link ori-
entations will be undefined. At such nodes, no geometry and thus no signalization can be defined.
The allocation of link orientations complies with specific rules. If an incoming link and its opposite
outgoing link are open, the To (Main) Node Orientation of the incoming link and the From (Main)

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 3.1.24.2 Geometries

Node Orientation of the outgoing link are identical. If there is an incoming link whose opposite dir-
ection is closed, you can allocate the same orientation to an outgoing link, as long as its opposite
incoming link is also closed. You can also combine incoming one-way roads and outgoing one-
way roads in one leg (see "Geometries" on page 142) if you give them the same orientation.
Whether Visum calculates the link orientations automatically at a node or main node or not,
depends on the attribute Use automatic link orientation. If the link orientations are calculated
automatically, the type of calculation depends on the option set under Network > Network para-
meters > Network objects > Link orientations (see User Manual: Chpt. 17.16.4, page 1222).
Normally, the value is set to 8. This means that Visum picks the best orientations from the four
main directions (N, E, S, W) and the four secondary orientations (NE, SE, SW, NW). The entry
angle of the link at the node or main node is decisive when selecting the orientation. If the ori-
entations do not suffice – i.e. the node or main node has more than eight legs – Visum adds the
subordinated secondary orientations (e.g. NNE).

Note: Please note that you can define varying numbers of legs at a node or main node, depend-
ing on the number of pairs of incoming and outgoing one-way roads that are given the same ori-
entation.

3.1.24.2 Geometries
In macroscopic traffic models, an at-grade junction is represented by a node (point object) with
turns. Macroscopic modeling, however, does not reveal anything on the detailed geometry or the
geometric design of a junction. Nearly the same applies to the node control. The optional exten-
sion of the Visum network model by node geometry and junction control can be used in the fol-
lowing fields:
Calculating the performance at a node
Considering node impedances during assignment
Providing entire junctions for the microscopic model Vissim
A node geometry consists of the items node legs, lanes, lane turns, detectors, and crosswalks. If
a signal controller is allocated to a node, its data refers to the node geometry. By default, no geo-
metry data is provided at a node. It is generated not until the first access.

Legs
The principal elements of the geometry are the legs. A node/main node can have up to sixteen
legs. The set of legs is determined by the orientations of the incoming and outgoing links (see
"Network objects of the junction model" on page 141). For each used link orientation, exactly one
leg is generated. Legs can thus either consist of an incoming link and its opposite direction, or of
an incoming one-way road and an outgoing one-way road.
Legs can have a center island, a channelized island, or both. For a center island to exist, the cen-
ter island length and width both need to have a value > zero. For a channelized island to exist, the
channelized island length needs to be > zero. The Stop line position attribute is only used for the
export to Vissim. Legs also possess a set of lanes.

Lanes
There are incoming lanes and outgoing lanes, as well as through lanes and pockets. The number
of through lanes at a leg cannot be changed. It is based on the set number of lanes at the links

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 3.1.24.2 Geometries

which underlie the leg. Therefore, if the incoming link of the leg has three lanes (Number of lanes
attribute on the link) and at least one transport system, the leg features three incoming through
lanes. If the number of lanes at this link is changed, the number of through lanes at the leg will be
adjusted automatically. We recommend double-checking the adjusted geometry data after such
modifications. Since at least one open link underlies each leg, each leg features at least one
through lane.
The number of lanes at a leg can be changed by creating pocket lanes (pockets). Pocket lanes
always refer to a through lane on which they originate (origin lane). In contrast to through lanes,
pockets can be removed again. For pockets, a length can be specified. This is used during Vissim
exports and for specific methods of impedance calculations at nodes.
By default, the transport system set permitted on a lane corresponds to the transport system set
of the underlying link. For pockets, the transport system set of the origin lane is used by default.

Note: The numbering of the lanes differs from the one in Vissim.

Lane turns
A lane turn connects an incoming lane with an outgoing lane. When generating a geometry auto-
matically, a set of lane turns is also generated automatically. In order to define a lane turn, the turn
or main turn between the link underlying the incoming lane and the link underlying the outgoing
lane must be open. This means that it needs to have at least one transport system.
It is usually not desired that lane turns intersect. Two lane turns, for example, intersect if one of
them makes a left turn on a right lane and the other one goes straight on a left lane. This is yet pos-
sible and desired if the left turn is a PrT turn and the other one a PuT turn. In this way, a tram can,
for example, be modeled in central position.
The set of lane turns basically determines the results of the node impedance calculations at a
node/main node.

Crosswalks
Crosswalks are objects that connect the sides or the islands of a leg per direction. Depending on
the combination of islands at a leg, you can define up to six crosswalks. If the node leg e.g. has a
center island (i.e. its center island length and width are both > zero) and a channelized turn, six
crosswalks can be defined: One between a side and the center island, one between the center
island and the channelized island, one between the channelized island and the other side, and
one each in the opposite direction.
Crosswalks are exported to Vissim. For crosswalks, a pedestrian volume can be specified. This is
relevant when calculating the node impedance using ICA (see "Intersection Capacity Analysis
according to the Highway Capacity Manual (ICA)" on page 369).

Leg templates and geometry templates

In order to ease the input, leg templates can be used for legs. With the aid of leg templates, a set
of predefined lanes, lane turns, and crosswalks are generated at a leg. Contrary to earlier pro-
gram versions, the object's reference to the template is not kept when using leg and geometry tem-
plates. Previously, legs could not be edited if they were allocated a template. Now, templates are
used exclusively to define leg and node geometries.

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 3.1.24.3 Signalization

For the generation of leg templates, existing legs are used. The attribute values of the leg are
transferred to the template. They can, however, be edited later on. A leg template consists of lane
templates. If a leg template is generated from a leg, the lanes of the leg are used as a model for
the lane templates. The lane templates can also be edited later on.
Leg templates can only be used at geometries of 3 or 4 legs. The data must match so that a leg
template can be used at a leg. If a template is suitable for nodes with three legs, it can thus not be
used for legs at nodes with four legs. The number of incoming and outgoing lanes of the leg and of
the template must also be identical.
Contrary to leg templates, geometry templates can be applied to all legs of the node. They can
also be used exclusively at nodes with 3 or 4 legs. A geometry template is made up of several leg
templates. When using a geometry template, the leg templates are applied to the legs of the node.
To determine which leg template is to be used at which leg, a reference leg must be specified for
the template. Geometry templates can only be used if at least one valid reference leg exists, so
that all leg templates can be used in the right order for all legs at the node.

3.1.24.3 Signalization
Signal controllers can be allocated to nodes and main nodes. There are different types of signal
controllers: Vissig, RBC (ring-barrier controller), and external Epics/Balance controls.

Note: For further information on RBCs, please refer to the RBC manual in the Doc\Eng folder of
your Visum installation directory.

Typical fixed time controls are defined in Visum based on Vissig controls. When creating a signal
controller, a distinction can be made between Vissig signal group-based and Vissig stage-based.
This distinction is only required when creating a signal controller so that either a signal group-
based or stage-based signal program is automatically created in Vissig. After creating a signal
group-based control, the signal groups must be defined with their green times and then assigned
to lane turns. When creating a stage-based control, you can specify the number of stages of the
signal controller. Then the cycle time is divided equally among the stages considering a default
time for the interstages. In the next step, you create the signal groups and assign them to one or
more stages. The green times of the stages can then be changed either by moving individual inter-
stages in the signal times view or by editing the times in the display of the stages. Interstage dur-
ations can also be adjusted in the signal times view via the shortcut menu. This possibility can be
used as long as the signal groups are switched exactly at the beginning or the end of an inter-
stage. Subsequently, an assignment of the signal groups to lane turns is also required here.
Simple controls can be modeled in Visum in the Junction editor, which contains the following
information:
Cycle time
Green times for signal groups or stages
Allocation of signal groups to stages (for stage-based)
Allocation of signal groups to lane turns
Intergreen matrix (optional)

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 3.1.24.3 Signalization

All data entered in Visum is synchronized between Visum and Vissig and checked for con-
sistency. Any change to the signal control data causes an update of the signal controller attribute
Signal program data, which contains all the information on the signalization of the signal con-
troller. The attribute is a string of type Base64XML. By import and export, the data of this attribute
can be converted into *.sig files and exchanged with other systems. By mirroring the Vissig data in
Visum – especially the attributes of signal groups and stages – it can be edited in the Junction
editor and in lists.
In the case of more complex controls, the changes must be made in Vissig. In Vissig, you can
among other things:
Create additional signal programs
Define daily signal program lists
Create more intergreen matrices
Edit interstages
Use other signal sequences
Signal controllers can be switched off. In this case, nodes and main nodes for which the signal
controllers have been switched off are treated as two-way stop nodes in procedures such as ICA
and signal time optimization. Switching off a signal controller will thus change the node control
type.
The key attributes of a signal group are its Green time start and its Green time end. These attrib-
utes are relevant to the node impedance calculation (see "Signalized nodes" on page 371). Signal
groups can also have two pairs of green time start and green time end. Thus, you can model a
second green time, represent it correctly in the signal time display of the network editor, and take
it into account in the node impedance calculation. For stage-based signal controllers, the green
time start and green time end of a signal group typically correspond to the green time start and
green time end of the stage(s) to which they are assigned. By moving interstages in the signal
times view beyond other interstages, signal groups can be green in stages to which they are not
assigned. This is expressed by the effective signal groups of a stage. So it is the signal groups
that are actually green in that stage. The reason for a discrepancy of allocated and effective signal
groups is the fact that interstages only contain instructions on which signal groups are switched. If
the order of the interstages is changed, signal groups can remain unaffected and thus be green in
the following stage, although they are not assigned to it. However, this case should be the excep-
tion.
If for a signal group or stage, the Green time start attribute is 0 and the Green time end attribute
is identical with the signal controller cycle time, this is interpreted as permanent green. Both attrib-
utes are restricted by the cycle time of the signal controller. The Green time end can have a smal-
ler value than the Green time start. In this case, the green time is calculated by subtracting the
difference of both values from the signal controller cycle time. The green time cannot fall below
the minimum green time of a signal group.
Signal groups also have the attributes Amber, RedAmber, and Allred. Furthermore, you can
define and edit Intergreens between signal groups. All of these values are important when cal-
culating the signal cycle and split optimization. Hereby, the Used intergreen method attribute of

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 3.1.25 Network check

the signal controller determines whether the amber and all-red time or the intergreen matrix are
used for optimization. The ICA loss time adjustment attribute is used in the calculation of the
impedances with ICA to determine the effective green times with the aid of the specified green
times. The Minimum green time attribute of the signal group is used for signal cycle and split
optimization, serving as a low threshold value for the green time calculated. The Vissim coordin-
ated attribute is only relevant for the Vissim export.
The connection between the signalization and the network is established by allocating the signal
groups to lane turns. Each signal group can be allocated to any number of lane turns. Prerequisite
is, that the lane turns are located at nodes or main nodes which are allocated to the signal con-
troller of the signal group. Likewise, any number of signal groups of the signal controller can be
allocated to each lane turn that is allocated to the node or main node of the lane turn. A signal
group can also be allocated to any number of crosswalks. A crosswalk, however, can only refer to
one signal group. The data model is not restricted here. As an example, Visum does not check
whether a signal group is allocated to each lane turn. It does not check either whether conflicting
volumes have overlapping green times. Should the signalization be used to determine node
impedances, it is recommended to carry out the respective ICA network check option to detect
incomplete junction models (see User Manual: Chpt. 17.45, page 1532).

Note: It is recommended to complete the modeling of a node or main node, before allocating
signal groups to lane turns. When deleting or inserting lane turns, the signal control data can
get lost.

Stage templates
Stage templates can be used to easily generate signal control data at a node or main node
(Anwendung: Signalzeiten phasenbasierter Steuerungen bearbeiten). If a stage template is alloc-
ated to a node, the signal controller of the node then possesses a lot of stages and signal groups.
Lane turns are already allocated to the signal groups. This means, for example, that conflicting
volumes are signalized with different green times.

Note: A prerequisite for the use of a stage template is, however, that a stage-based signal con-
troller is already allocated to the node or main node.

3.1.25 Network check

Visum supports the user when checking the consistence of the network model. If the network, for
example, contains zones which are not connected to the rest of the network, this indicates a mod-
eling error. To identify such errors, several tests are provided (see User Manual: Chpt. 17.45,
page 1532).

3.2 Spatial and temporal correlations in Visum

In Visum, the following can be specified:
Calendar
Valid days
Time series
User-defined time interval sets and time intervals
Analysis time slots

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 3.2.1 Calendar and valid days

3.2.1 Calendar and valid days

You can specify a calendar and valid days for your network.
Calendar
Valid days

3.2.1.1 Calendar
With the aid of the calendar, the modeling of transport supply (in public transport and for the DUE
procedure in private transport) and demand (for the dynamic procedures of private transport and
the headway-based and timetable-based assignments of public transport) can be refined con-
siderably (see User Manual: Chpt. 17.46.1, page 1540). It is not only possible to model any day,
but also to manage any combination of weekdays or individual days. The calendar is global, i.e.
only one of the following three calendar options can be applied to the entire model. Use of the cal-
endar is optional. The following options can be selected for a network model:
No calendar
The transport options for one day are indicated. The analysis period is thus automatically one
day and cannot be edited by the user.
Weekly calendar
The demand (for the dynamic procedures of the PrT and for the headway-based and
timetable-based procedures of the PuT) and the PuT supply can be differentiated for the indi-
vidual weekdays Monday to Sunday. It is possible to specify for each vehicle journey section
weekdays on which there will be a service. The analysis period can be any time period of
entire days within the week (such as Monday to Friday).
Annual calendar
Valid days can be defined for any day of the year. The analysis period can be set to any time
period (in entire days) within the calendar period (e.g. 14th July 2008 to 20th July 2008).
The calendar takes effect in the following procedures (all other procedures are not affected):
Dynamic assignment in PrT
In the Dynamic stochastic assignment and DUE, traffic supply can be time-varying. Time-vary-
ing attributes are used (see "Time-varying attributes" on page 172). When using a calendar,
valid days can be specified for these time-varying attributes, on which they should take effect.
Assignments in PuT
Valid days are allocated to and affect single vehicle journey sections.
PuT analysis (Operation PuT operating indicators)
PuT passenger survey

3.2.1.2 Valid days

Valid days are closely linked to the calendar as they can be specified on the basis of the selected
calendar. First the kind of calendar is thus chosen when modeling, and then valid days are spe-
cified on the basis of the respective calendar (see User Manual: Chpt. 17.46.2, page 1541).

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3.2.1.2 Valid days

Valid day is a freely definable set of days of the calendar used. If a weekly calendar is used, a
valid day may comprise the days Monday to Friday, for example (the valid day then is designated
Mondays to Fridays).
In PuT the timetable is based on a calendar (see "Calendar" on page 147). A valid day can be
assigned to each vehicle journey section. Optionally, this can consist of an individual day or an
example week, however, a defined period on the calendar can also be used. In each case, the
availability of individual vehicle journey sections can be specified by valid days. A valid day is a
freely definable set of days of the underlying calendar. For each valid day a separate name can be
allocated. Valid days usually represent regularly recurring patterns, such as Monday to Friday, but
these could also be individual days (for example 01.01.2009). How to define a valid day depends
of the selected calendar:
No calendar
Exclusively uses the valid day daily. It is not possible to create further valid days. Demand
and supply are modeled for an unspecified, recurring day in this case.
Weekly calendar
Apart from the predefined valid day daily any desired valid days can be created, which are
specified by entering one or several valid weekdays (e.g. all weekdays with the valid day
name Mon-Fri).
Annual calendar
Valid days can be defined for any day of the year within the calendar period. The following
possibilities are provided:
fixed time period (e.g. 01.01.2008 to 30.06.2008)
weekdays (e.g. Mon-Fri)
hard rule (for example during the summer holidays)
free selection of calendar days (for example 24.12.2007 and 31.12.2007)
In addition to individual valid days, you can define Operating periods in the annual calendar.
These are freely defined time periods, such as summer or winter, which are used orthogonal
to valid days. This allows you to significantly reduce the number of valid days, as the validity
then does not only depend on the valid day, but on the operating period as well. Valid days
and operating periods are allocated separately on the level of vehicle journey sections.
In operational public transport planning, it is common practice to model the timetable in operating
days. Groups of day types are defined for which a timetable is valid (e.g. "Mon-Fri" or "Thursday"
in the vacation season). These operating days are assigned to the calendar in a second step. The
operating day includes all the vehicle journeys and line blocks assigned to it. In contrast to the
modeling using valid days, vehicle journeys are imported several times and kept in the model
when merged into a weekly or annual calendar. Line blocks for a specific operating day have no
information on the transition to the following operating day. Visum contains several features to
address the redundancy of vehicle journeys and the missing combinations of line blocks for the
valid day-based work in Visum. beheben.
Valid days play a minor part in PrT. Valid days can be used in the following assignment pro-
cedures:

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 3.2.2 Time reference of the demand (time series)

Dynamic stochastic assignment (see "Dynamic stochastic assignment" on page 545)

Dynamic User Equilibrium (DUE) (see "Dynamic User Equilibrium (DUE)" on page 516)
Tip: In these procedures, the transport supply can be time-varying. Time-varying attributes are
used (see "Time-varying attributes" on page 172). When using a calendar, valid days can be
specified for these time-varying attributes, on which they should have an effect.

3.2.2 Time reference of the demand (time series)

Just like the transport supply and the assignment, any demand has a time reference.
In statistic PrT assignments, the demand automatically refers to the analysis period. The demand
time series allocated to the demand segment and the start time are irrelevant here.
This is different in the dynamic PrT assignments (DUE and Dynamic Stochastic assignment) and
the headway-based and timetable-based assignment in PuT. Demand matrices do not have an
explicit time reference here, but are described by a start time and a time series.

Note: A time series must be allocated to the demand segments in order to calculate an assign-
ment with these procedures.

The start time specifies the time and – if the weekly or annual calendar is used - the day on which
the period referred to by the demand in the matrix starts. The end of the period is calculated from
the length of the assigned time series.
In Visum, there are two different ways to define so-called standard time series:
For time series as percentages a weight is specified for each time interval. It specifies
which share of the total demand accounts for the respective time interval. If a time series
as percentages is used for a demand segment, a demand matrix must also be specified,
whose demand is distributed temporarily with the specified weights. This matrix must con-
tain the number of travel demands in the time period, defined by the starting time and the
length of the time series.

Illustration 35: Time series by percentage

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 3.2.3 User-defined time interval sets and time intervals

However, for time series of matrix numbers for each time interval a separate demand mat-
rix is specified. It contains the travel demands of this time interval only.

Illustration 36: Time series of matrix numbers

Note: When using time series of matrix numbers, it is possible to specify a value for the
demand for each OD relation and time interval. This way, asymmetric changes of the demand
(load direction) can be illustrated. For time series as percentages however, the same factor
applies to each OD relation per time interval.

Time series of matrix numbers require a full matrix for each time interval, which must be gen-
erated and also saved. In order to save the effort and still be able to model a certain load direction
in the demand, Visum provides demand time series as a compromise. These are generated on
the basis of a standard time series, whereas a different standard time series can be specified for
each pair of zone types. In this way, it is possible to specify deviating time series for selected pairs
of origin and destination zones with known structural features (for example purely residential or
commercial areas).
For each demand segment, either a fixed demand matrix together with a time series as per-
centages is specified, or a demand time series which itself is a time series of matrices. Moreover,
a start day and the start time per demand segment must be specified.

Note: The start time shifts the time intervals of the time series since it is specified relative to this
start time point. If the time series defines an interval A from 0 am to 1 am and an interval B from
1 am to 2 am, and the start time is set to day 2 at 2 pm, the share of the demand defined in inter-
val A will arise on day 2 from 2 pm to 3pm, and the share of interval B on day 2 from 3 pm to 4
pm. Outside of these times, for example on the first day of the calendar, there is no demand.

3.2.3 User-defined time interval sets and time intervals

In general, time interval sets and time intervals are used for input and output of dynamic data.
Several time interval sets can be created for which time intervals are defined. The time intervals of
a set must not overlap, but must not cover a complete period either.
Exactly one of these time interval sets contains the analysis time intervals that are used for
dynamic outputs from procedures, for example, for:
Volumes in dynamic assignments
Supply data such as the number of service trips per interval when calculating operational
indicators

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In addition to the values for the analysis time intervals, values for the analysis period and the ana-
lysis horizon are also calculated, taking the projection factors into account.
If the time interval set with the analysis time intervals is changed, result data is discarded. It there-
fore makes sense to create additional time interval sets with time intervals for input data such as
count values or other survey data.
For user-defined attributes with a time dimension, these time interval sets can be used as sub-
attributes. In this way, for example, you can manage and directly use input data for dynamic mat-
rix estimation, such as passenger trips per 15 min and passenger kilometers collected per hour. If
you want to compare collected data with result data of the procedures, you can aggregate the
data in the Select attribute window to time intervals of a different time interval set to achieve com-
parability.

3.2.4 Time reference of the volumes: Analysis periods and projection

Volumes always have at least an implicit time reference which they get from the time reference of
the demand (if the demand matrix contains the demand of the peak traffic hour for example, the
assignment results will also refer to the peak hour). To apply the resulting volumes to a shared
time unit and then project them evenly to longer temporal horizons, the following analysis periods
are provided in Visum.
The calendar period covers the set calendar, i.e. one, seven or any number of days.
The Time reference of the demand determines the number of travel demands within the
assignment time period. The time reference is established by the start time of the demand
segment and the time series allocated to the demand segment (see User Manual: Chpt. 20.1,
page 1738).
The Assignment time period mainly serves to determine the share of the demand that
needs to be assigned. It is crucial that the assignment time period of each assignment lies
within the analysis period. In the assignment, the share of the demand that accounts for the
Assignment time period according to the time series is assigned to the paths found in this
time period. The assignment area and the demand time series need to overlap, since oth-
erwise no demand exists within this time period and no assignment can be calculated. An
assignment time period can only be specified for dynamic assignments (Simulation-based
dynamic assignment (SBA), DUE, Dynamic Stochastic assignment) of the PrT and for the
headway-based and timetable-based assignment of the PuT. The assignment time period is
specified in the parameters of the assignment procedure. In all statistic PrT assignments
(LUCE, Bi-conjugate Frank-Wolfe, Equilibrium assignment, Incremental procedure, Equi-
librium_Lohse, Stochastic assignment, Tribut), the assignment time period automatically cor-
responds to the analysis period.

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The Analysis period (AP) represents the period on which all evaluations are based. If no cal-
endar is used, the analysis period is one day. When using a weekly or annual calendar, the
analysis period can be specified, but must lie completely within the calendar period. The ana-
lysis period is a time period between at least one day and a maximum of the whole calendar
period Initially, calculated results are available for the analysis period, before they are con-
verted into analysis time intervals or the analysis horizon. The assignment time periods must
lie completely within the analysis period. For the analysis period projection factors can be spe-
cified at the demand segments, which project the assignment results from the assignment
time period to the analysis period. They serve to scale the demand to the analysis period. If
the time period of the demand matrix is identical to the analysis period, the projection factor is
1. If the demand matrix is based on one day, yet the analysis period on a week, the factor
would have to be set to 7 (when assuming that the traffic is the same on all 7 days of the
week).
The Analysis horizon (AH) is a longer time period over which results can be projected. It is
not specified explicitly. Instead, the projection factors on the analysis horizon are predefined.
These can be specified at the demand segment (for the volumes) and at the valid day (for the
operator model) (see "Basic calculation principles for indicators" on page 829). As a rule, an
analysis horizon of a year is regarded. Since a different projection factor can be specified for
each demand segment, the projection factor of daily values to a year can for example be
smaller for a demand segment Pupils than for a demand segment Commuters, as the pupils
have more vacation days on which they do not generate any traffic. The volume of a network
object in terms of the analysis period is the total of the volumes of all paths traversing the net-
work object, multiplied by the projection factor of the demand segment. This projection factor
compensates that the assignment time period may cover only a part of the analysis period.
Analysis time interval (AI)
For a more detailed time evaluation of calculation results, a time interval set can optionally be
defined as the basis for analysis time intervals (see "Temporal distinction with analysis time
intervals" on page 155). Each analysis time interval needs to lie completely within a calendar
day of the analysis period.
Note: Contrary to the analysis period, which incorporates the assignment time period and thus
requires a projection of the volumes, the analysis time intervals identify the exact volume which
arises in the respective time period. Thus, the projection factors of the individual demand seg-
ments do not have an effect on the volume per analysis time interval. If the analysis period is
completely covered by analysis time intervals, the relationship between the total volumes for
the intervals and the volume related to the analysis period exactly corresponds to the projection
factor.

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 3.2.4 Time reference of the volumes: Analysis periods and projection

Illustration 37: The relationship between the different analysis periods

Example of projection factors

Volumes are to be determined per week in a model with a weekly calendar. To reduce the run
time of an assignment procedure, the entire week should not be used as an assignment time
period. It is assumed that the demand and the supply of week days Monday to Friday are the
same. Demand data is available for the standard working day, Saturday and Sunday.
This is solved in the following way. Three demand segments are set, which each represent the
demand on the working day, Saturday and Sunday. Each demand segment is provided with an
appropriate time series, whereas the standard working day has to be one of the days Monday to
Friday. Three assignments are calculated. The assignment time period is only one day, namely
Tuesday (representing the standard working day), Saturday and Sunday.
A week is set for the analysis period and a year for the analysis horizon. The following projection
factors are used, to correctly project the volumes.

Demand segment Projection factor AP Projection factor AH

Standard working day 5

Saturday 1 52
Sunday 1 52
Table 12: Deriving projection factors for AP and AH

Example of the interaction of analysis periods and time series

To calculate an assignment, the assignment time period and the time, which is valid for the
demand, have to overlap. Three examples are shown below. In the first case (Illustration 38), the
demand and assignment intervals do not match and the assignment cannot be calculated. Visum
then issues the error message No OD pair shows demand > 0 within assignment time
period. No connections calculated. In the second (Illustration 39) and third example (Illus-
tration 40) assignment time period and validity period of the demand overlap so that an assign-
ment can be calculated. The Table 13 provides an overview on analysis periods and time series of
the three examples.

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Ex. 1 Ex. 2 Ex. 3

Calendar Weekly calendar Weekly calendar Weekly calendar
Assignment time period Mon 06:30-07:30 Mon 06:30-07:30 Mon 06:30-07:30
Analysis period Mon-Mon Mon-Mon Mon-Mon
DSeg start day Mon Mon Mon
DSeg start time 01:00:00 05:30:00 00:00:00
Standard time series from 00:00:00 00:00:00 05:30:00
Standard time series to 02:00:00 02:00:00 07:30:00
Assignment can be calculated No Yes Yes
Table 13: Example of the interaction of analysis periods and time series

Illustration 38: Assignment is not possible as demand validity and assignment time period do not
overlap.

Illustration 39: The demand between 6:30 and 7:30 a.m. is assigned.

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 3.2.5 Temporal and spatial differentiation of calculation results

Illustration 40: The demand between 6:30 and 7:30 a.m. is assigned.

3.2.5 Temporal and spatial differentiation of calculation results

The results of the impact models, after the completion of the calculation, are available as a large
number of attributes, some of which refer to the routes or connections found in the assignment
procedures, while the majority refers to the network objects (links, nodes, turns) and all objects of
the PuT network model (see "Impact models" on page 343). In addition to structuring the content,
many attributes can additionally be differentiated by space, by modeling territories (territorial sec-
tion) or by time, by creating analysis time slots (time section).
An extremely high level of model detail can be achieved with a combination of temporal and spa-
tial distinctions. Passenger kilometers, costs, and revenue, for example, can be displayed for
vehicle journeys run by a specific line using low-floor buses between 6:00 and 7:00 a.m. in the
community territory.

3.2.5.1 Temporal distinction with analysis time intervals

If a period that is shorter than the analysis period shall be analyzed for the temporal differentiation
of calculation results, a time interval set can be defined as the base for the analysis time intervals
(see User Manual: Chpt. 20.1.5.10, page 1753). The analysis time intervals must lie within the
analysis period. They have to neither be consecutive nor of the same length. However, the ana-
lysis period must lie within one day, so it cannot contain a change of day. Provided that attributes
can be assigned on a time basis, the share assigned to each defined analysis time interval can be
identified separately.
In addition, you can show aggregated data across multiple analysis time intervals. For this pur-
pose, you can create additional time interval sets with correspondingly rougher time intervals. You
can use the attribute selection to aggregate attributes with a specification using analysis time inter-
vals to time intervals of other time interval sets by selecting an aggregation function. With this pro-
cedure, values that exceed one day can also be output.
In PrT, evaluations broken down by time slices can only be made for dynamic assignment DUE,
dynamic stochastic assignment and simulation-based dynamic assignment (SBA) (see "Dynamic
User Equilibrium (DUE)" on page 516), (see "Dynamic stochastic assignment" on page 545 and
"Simulation-based dynamic assignment (SBA)" on page 549). The reason is that only in those
assignments, the traffic demand can be time-varying. Therefore, evaluations for analysis time

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 3.2.5.2 Spatial distinction with territories

intervals within the analysis period can only be made in the course of these procedures. The link
volume of the rush-hour traffic from 7 to 9 am can thus for example be evaluated separately.
In PuT, evaluations broken down to time slices are only possible for the timetable-based assign-
ment procedure. In the timetable- based assignment procedure however, there are no con-
nections that are fixed in time, so that it is not possible to apply assignment results to a specific
analysis time interval.

3.2.5.2 Spatial distinction with territories

For spatial distinctions, the user initially defines territories (see "Territories" on page 109). These
are network objects, which are only relevant for analysis purposes and possess a polygon (bound-
ary) as the most important feature. Provided that attributes such as the passenger kilometers of a
line can be spatially localized, the share assigned to each territory can be identified separately.
Thus all passenger kilometers will be calculated, which arise within the territory polygon. To cal-
culate such an evaluation, the Territory indicators procedure must be run (see User Manual:
Chpt. 21.4.3, page 2060). The results can be displayed in the list Network >Territories > Basis
(see User Manual: Chpt. 29.1.10, page 2535) and are also available in the filters and in the
graphic parameters in the form of territory attributes.
In PuT even more detailed evaluations can be carried out (see "Operator model PuT" on
page 703). Here you can even calculate indicators for combinations of territories, objects of the
line hierarchy (transport system, main line, line, line route, time profile, vehicle journey) and as an
option, vehicle combinations. You can thus for example calculate the number of service kilo-
meters traveled by the vehicle combination tram on line 2 in the urban area. Here, an additional
distinction can be made for most of the indicators on a temporal basis. You would thus get just the
service kilometers between 5 and 6 pm for example. Use the procedure PuT Operating Indicators
to carry out such an evaluation (see User Manual: Chpt. 25.3.1, page 2360). The results can be
displayed in the Network >Territories > PuT detail list  (see User Manual: Chpt. 29.1.10,
page 2535).

3.2.6 Adjustment of the capacities to the demand values

Please note that the link and turn capacities can have different units depending on the selected
assignment procedure. While in statistic assignments of the PrT (such as the Equilibrium assign-
ment) the link capacity is, for example, entered in car units per analysis period (PCU/AP), in the
dynamic DUE procedure, the link capacity is interpreted in car units per hour (PCU/h). Although
the Capacity attribute is attributed identically at the link, its unit is interpreted differently depend-
ing on the assignment procedure that is used.
Furthermore, the units in which link and turn capacities are modeled always need to match the
units of the demand matrix. It is thus not allowed to manage link capacity values in unit PCU/h and
assign a demand matrix in the same model which contains values for the whole day.
More detailed information on which units are used for capacity and demand in the individual pro-
cedures will be given in the section on input and output attributes of each assignment procedure
(see "User model PrT" on page 349).

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3.3 Attributes
In Visum, network objects have many attributes you can save your input or output data to. Gen-
erally, there are two types of attributes:
Direct attributes
Indirect attributes
Direct attributes contain data that refer directly to a network object, e.g. the length or volume of a
link (see "Direct attributes" on page 157).
Indirect attributes refer to the relations between one network object and other network objects.
E.g. the sum of volumes of all outgoing links is an indirect attribute of a node (see "Indirect attrib-
utes" on page 158).
The number of attributes available in Visum is not static, but can be extended by user-defined
attributes (see "User-defined attributes" on page 167).
Time-varying attributes play a special role in dynamic assignments (see "Time-varying attributes"
on page 172).
A list of all attributes - except time-varying attributes - can be found in the program in the Lists
menu. In addition to the ID, short name and long name, the list contains other attribute properties
that are essential for their use or creation. In addition to serving as an overview, the list offers
options for duplicating attributes, i.e. you can generate user-defined attributes based on pre-
defined Visum attributes (see User-defined attributes on page 167). The user-defined attributes
can then be copied across network object types. In general, the list allows you to create and
delete user-defined attributes.

3.3.1 Direct attributes

Each network object is described by means of Visum attributes (direct attributes). The following
types are differentiated as follows:
Input attributes (e.g. stop number) and
calculated attributes, which are also called output attributes (for example, the number of Pas-
sengers boarding at a stop)
Each Visum attribute is described as follows:
by a name (for example Number)
by a code (for example No.)
by an attribute identifier (attribute ID), which is always in English (for example No)
Note: The Attribute.xls file in the Doc folder of your Visum installation contains a complete list of
all types of Visum network objects (which in connection with databases are also called tables)
and of all attributes of each network object. There, you find the ID of each attribute, by which it
can be identified clearly, its name and code as well as the description of what each attribute
indicates.

The Table 14 shows an example of some input and output attributes of the link.

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 3.3.2 Indirect attributes

Attribute Input attribute Calculated attribute

Number X
TSysSet X
Capacity PrT X
Number of lanes X
t0-PrTSys X
tCur-PrTSys X
Capacity PrT [Veh] X
Saturation PuT seats X
Passenger kilometers X
Table 14: Examples of input and output attributes at the link

Apart from predefined Visum attributes, for each network object type, user-defined attributes (see
"User-defined attributes" on page 167) can be created and edited. They are also direct attributes
of the respective network object type and can be edited, saved, displayed graphically and in
tables like Visum attributes.
In addition, for some network object types, it is possible to overwrite defined attribute values with
other values for a limited time (see "Time-varying attributes" on page 172).

3.3.2 Indirect attributes

Besides the direct attributes of the currently selected network object, you can also access its indir-
ect attributes. These are direct objects of other network object types that are network model-
related to the selected object. Therefore, for a network object, both the direct attributes as well as
its relations to other network objects can be selected.
Indirect attributes give access to properties of other network objects, which bear a logical relation
to the base object. It is often convenient to filter network objects not only by their own properties,
but also by the properties of their logical neighbors in the network, or to display these properties
next to their own properties in listings or graphics (for example displaying the aggregated values
of the attributes of all stop points, which belong to a stop, in a list).
Relations between network object types are displayed explicitly in the user interface and allow
access to all attributes of the referenced network object types (e.g. Link → From-node → Out-
going links). The three existing kinds of relations between the currently selected network object
type and other network object types are indicated as follows.

exactly one relation (1...1). Such a relation, for example, exists between connector and
zone: each connector connects exactly one zone with the connector node. In the example of
Table 15, for connectors, the indirect attribute Zone\Number of connectors is output. For
each connector, you can thus see how many other connectors the zone of this connector
has.

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 3.3.2 Indirect attributes

Selection of the indirect attribute Zone\Number The indirect attribute is displayed in the list
of connectors in the attribute selection window next to the direct attributes of the connector.
Table 15: Example of a 1..1 relation in the Visum network model

either one or no relation (0..1). Such a relation, for example, exists between nodes and
main nodes. A node can be allocated to a main node, but does not have to be. Besides, each
node can be allocated to just one main node. As depicted in Table 16, with the aid of indirect
attributes you can see for each node to which main node it is allocated by selecting the name
of the main node as indirect attribute (Main node\Name).

Selection of the indirect attribute Main The indirect attribute is displayed in the list
node\Name in the attribute selection window next to the direct attributes of the node.
Table 16: Example of a 0..1 relation in the Visum network model

several relations (0..n). Such a relation, for example, exists between stop areas and stop
points. Since no 1:1 link exists between the network objects types in this case, you need to
select an aggregation function which pools all related network objects (the aggregation func-
tion Sum for example ensures that all indirect attributes are allocated with the sum of, for
example, all boarding passengers at all stop points that have a relation to the selected stop
area). Below, an example is given for each of the aggregation functions provided in Visum.
If a 0..n relation has been selected at the Visum interface, the aggregation functions of either all
network objects or merely the active ones are displayed. Aggregation functions are not provided
in case of 1..1 and 0..1 relations, as there is only one relation from the current network object to
another network object in this case (just one link type is for example allocated to each link). For
0..n relations, the following aggregation functions are provided:

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3.3.2 Indirect attributes

Count and CountActive

Determine the number of associated network objects. In Table 17, the number of stop areas
associated with a stop is determined.

Selection of the indirect attribute Count:Stop The indirect attribute is displayed in the list
areas in the attribute selection window for stops next to the direct attributes of the stop.
Table 17: Example of a 0..n relation with aggregation function Count

Min and MinActive

Determine the minimum value of all associated network objects for the selected attribute. In
Table 18, the minimum number of boarding passengers at all stop points of the stop area is
output.

Selection of the indirect attribute Min:Stop point- The indirect attribute is displayed in the list
s\Passengers boarding(AP) in the attribute selec- next to the direct attributes of the stop area.
tion window
Table 18: Example of a 0..n relation with aggregation function Min

Max and MaxActive

Determine the maximum value of all associated network objects for the selected attribute.
The Table 19 displays the maximum number of boarding passengers at all stop points of the
stop area.

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 3.3.2 Indirect attributes

Selection of the indirect attribute Max:Stop point- The indirect attribute is displayed in the list
s\Passengers boarding(AP) in the attribute selec- next to the direct attributes of the stop area.
tion window
Table 19: Example of a 0..n relation with aggregation function Max

Sum and SumActive

Determine the total of the values of all associated network objects for the selected attribute.
The Table 20 displays the total of boarding passengers at all stop points of the stop area.

Selection of the indirect attribute Sum:Stop point- The indirect attribute is displayed in the list
s\Passengers boarding(AP) in the attribute selec- next to the direct attributes of the stop area.
tion window
Table 20: Example of a 0..n relation with aggregation function Sum

Avg and AvgActive

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3.3.2 Indirect attributes

Determine the mean of the values of all associated network objects for the selected attribute.
The Table 21 displays the average number of boarding passengers at all stop points of the
stop area.

Selection of the indirect attribute Avg:Stop point- The indirect attribute is displayed in the list
s\Passengers boarding(AP) in the attribute selec- next to the direct attributes of the stop area.
tion window
Table 21: Example of a 0..n relation with aggregation function Avg

Concatenate and ConcatenateActive

String all values of the associated network objects together for the selected attribute. The
Table 22 displays the number of boarding passengers at each stop point of the stop area. At
the stop points of stop area 2012 for example, 545 and 1046 passengers board each.

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 3.3.2 Indirect attributes

Selection of the indirect attribute Con- The indirect attribute is displayed in the list
catenate:Stop points\Passengers boarding(AP) next to the direct attributes of the stop
in the attribute selection window area.
Table 22: Example of a 0..n relation with aggregation function Concatenate

Histogram and HistogramActive

Contrary to the aggregation function Concatenate, each occurring value is issued only once
along with the frequency of its occurrence. This display offers more clarity especially if the
user wants to see which values occur at all and how many times. The Table 23 illustrates the
difference between the Concatenate and the Histogram display. Here, for each line, the num-
ber of stop points of the associated line routes is displayed. For example, 13 line routes are
allocated to line S4. Two of the line routes have 10 stop points, 4 line routes have 20 stop
points, and 7 line routes have 21 stop points.

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3.3.2 Indirect attributes

Selection of the indirect attribute Histogram:Line The indirect attribute is displayed in the list
routes\Number stop points in the attribute selec- next to the direct attributes of the line.
tion window
Table 23: Example of a 0..n relation with aggregation function Histogram

Distinct and DistinctActive

Contrary to the aggregation function Histogram, each occurring value is issued only once
regardless of the frequency of its occurrence. This display offers more clarity especially if the
user wants to see which values occur at all. Table 24 shows the difference between the His-
togram display and the Distinct display. Here Capacity PrT of the entrance turns is displayed
for each link.

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 3.3.2 Indirect attributes

Selection of the indirect attribute Distinc- The indirect attribute is displayed in the list next
t:InTurns\Capacity PrT in the attribute selec- to the direct attributes of the link.
tion window
Table 24: Example of a 0..n relation with aggregation function Distinct

First and FirstActive

Return the first or the first active element of a concatenation. Last and LastActive return the
last value.

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3.3.2 Indirect attributes

Selection of indirect attribute FirstValue:In turn- The indirect attribute is displayed in the list
s\Via nodes_number in the Select attributes win- next to the direct attributes of the link.
dow
Table 25: Example of a 0..n relation with aggregation function FirstValue

ExactlyOne
Returns the value of an attribute if n=1 for a 1:n relation. In the example, the number of the
link is output for the relation node to incoming link if there is only one incoming link.

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 3.3.3 User-defined attributes

Selection of the indirect attribute The indirect attribute is displayed in the list
ExactlyOne:InLinks\Number in the attribute next to the direct attributes of the node.
selection window
Table 26: Example of a 0..n relation with aggregation function FirstValue

Note: Indirect attributes can also be used as source attributes for operation Intersect and thus
allow the combination of logical and geometric relations (see "Intersect" on page 860).

3.3.3 User-defined attributes

For all network objects - just as in databases or other geographic information systems - you can
define your own attributes in addition to the default input and output attributes in Visum. User-
defined attributes can be edited and stored just like predefined Visum attributes.
The following data can thus be included in the model.

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3.3.3 User-defined attributes

Structural data of traffic zones (such as the number of households or the number of work-
places), which serve as input data for demand modeling.

Illustration 41: Structural data of zones stored in user-defined attributes

Count data of links over several years (e.g. DTV2005, DTV2006)

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 3.3.3 User-defined attributes

Illustration 42: Count data stored in user-defined link attributes

Different categories of vehicle journeys
User-defined attributes for storing calculation results from Multi-Edit operations (see User
Manual: Chpt. 17.3, page 1100). The Table 27 shows an example in which the line costs per
kilometer of the link length are calculated with the aid of a formula and the result is saved in
the user-defined attribute Cost_per_Km.

Line name Costs [CU] Line network length [km] Cost_per_Km [CU/km]
001 13012.86 22.94 567.06
002 22797.80 36.02 632.83
003 13390.06 14.60 916.71
004 10428.43 19.99 521.58
005 10109.21 17.87 565.65
006 6833.93 23.03 296.65
Table 27: Saving the cost per kilometer to a user-defined attribute

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 3.3.3.1 Formula attributes

Note: Use formula attributes if you want the attribute Cost_per_Km to be updated auto-
matically when costs or link lengths change (see "Formula attributes" on page 170). Then you
need not repeat the calculation procedure in order to update the attribute. Visum will auto-
matically calculate the current values for you.

Each user-defined attribute has one data type. The following data types can be selected.
Bool (for example for a user-defined attribute "in scenario active", which can only be 0 or 1)
File (for example for a user-defined attribute at count locations which specifies which file con-
tains further information on the count location)
Surface
Integer
Precise duration
Speed
Number with decimal places
Length (kilometers/miles)
Length (meter/foot)
Long text
Length
Text
Currency
Time period
Time (for example 06:32:45)
User-defined attributes can optionally be defined with a specification for time intervals. The user-
defined time interval sets are available for selection as subattributes. This allows you, for
example, to enter count data as hourly values.
Select Formula attribute to calculate attributes via a formula. The attribute values are then auto-
matically kept up-to-date (see "Formula attributes" on page 170)

3.3.3.1 Formula attributes

User-defined attributes of the formula type largely differ from other user-defined attributes. They
are not used to save data (they do not belong to the input attributes), but consist of an arithmetic
expression that contains other attributes. This expression is created when you create the attrib-
ute, but can be changed later on.
The advantage of using formula attributes is that Visum automatically recalculates the formula
when one of the input values changes. Then your values are always up-to-date. Just as the other
attributes, you can also use formula attributes to graphically display data, filter data or to perform
analyses.

Example
For a PrT and PuT assignment, Visum calculates link volumes for PrT and PuT that are saved to
the attributes volume PrT [Pers] and volume PuT [Pers]. When creating a formula attribute
Advantage PrT = Volume PrT [Pers] - Volume PuT [Pers]

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 3.3.3.2 Relations with conditions

you have direct access to the difference between the two volumes. This difference is auto-
matically updated if one of the input values changes.
Formula attributes are always numerical. When creating a formula expression, you have the
same options as for the procedure Edit attribute (see User Manual: Chpt. 17.3.8, page 1107): A
formula is the sum of (a number of) subexpressions that each consist of attributes combined with
a binary operator or a function. The operators and functions available include the four basic arith-
metic operations, division in percent, raise to power, minimum and maximum. Each subex-
pression can be included, rounded, or truncated.
There are no restrictions concerning the attributes you can use in a formula. You can use formula
attributes within other formula attributes to form more complex expressions. You can also use
brackets.

Example
Links formula attribute Detour = [LENGTH]-[LENGTHDIR]
Links formula attribute Detour percentage = Percent([DETOUR],[LENGTHDIR])
Notes: Make sure that your formula does not contain a direct or indirect circular reference. You
should also avoid references between output values and input values of the same procedure
step in the procedure sequence because they can lead to undesired calculation results.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The example Formulas shows the use of formula
attributes, formula matrices, and aggregation functions in lists.

3.3.3.2 Relations with conditions

What are relations with conditions?

You can use this function to restrict relations that refer to several objects without explicitly using a
filter for them. The relation only refers to the objects that fulfill a predefined condition.
The following list of use cases shows evaluations that you can perform using relations with con-
ditions:
Volumes at nodes of straight turns only
Number of incoming lanes of a particular link type
Shares of bus and train in PuT links for distance and travel time
Shares of PrT paths by road category
First or last PuT path leg of a PuT path on which the passenger, for example, has traveled by
intercity traffic.

How are relations with conditions defined?

Relations with conditions can only be defined in the formula editor. The syntax of the condition
must be entered manually and correctly, since no special input support is offered via the buttons.

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 3.3.4 Time-varying attributes

To use it in your model, you create a user-defined attribute with a corresponding formula, which
you can display in the respective list. Alternatively, you can define variables whose values you
can view in the Procedure variables: Values list.
The following table shows some examples:

Evaluation Network object of Formula

the UDA or vari-
able
Share of the bus route in the PuT PuT paths [SUM:PUTPATHLEGS
path (without connector) in % ([PUTTSYS\CODE] =
"Bus")\DIST]*100/[RIDEDIST]
Number of the first path leg of a PuT paths [FIRST:PUTPATHLEGS
path with intercity traffic ([PUTTSYS\CODE] =
"ICE")\PATHLEGINDEX]
Departure of the first path leg of a PuT paths [FIRST:PUTPATHLEGS
path with intercity traffic ([PUTTSYS\CODE] = "ICE")\DEP]
Sum of trips in the network with Variable [SUM:MATRICES([MODECODE]-
mode C ]="C")\SUM]
Maximum number of lanes of an Nodes [MAX:INLINKS([TYPENO] =
incoming link with type 20 at the 20)\NUMLANES]
node
Sum of all straight turns at the Nodes [SUM:TURNS([TYPENO]-
node ]=2)\VOLVEHPRT(AP)]

The condition is entered in round brackets after the aggregate function. The attribute of the net-
work object to which the relation leads is enclosed in square brackets.

3.3.4 Time-varying attributes

The procedures SBA (see "Simulation-based dynamic assignment (SBA)" on page 549), DUE
(see "Dynamic User Equilibrium (DUE)" on page 516) and dynamic stochastic assignment (see
"Dynamic stochastic assignment" on page 545) allow you to model time-dependent transport sup-
ply. In Visum, time-varying attributes are used for this purpose. Time-varying attributes only affect
these assignment procedures.
Otherwise time-varying attributes override the valid value of an attribute with a deviating value for
a certain amount of time. They can thus model, for example the impact of tidal flow lane allocation
or transient road works.
Time-dependent attributes can be assigned to the following network objects.
Links
Turns
Main turns
Node
Main nodes

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 3.3.4 Time-varying attributes

For these network objects, only specific attributes can be time-varying, and the deviating value of
the attributes is not relevant to all procedures. The Table 28 gives an overview of which attributes
can be time-varying in which assignment procedures.

Network object Time-varying attribute SBA Dynamic Stochastic Assignment DUE

Links Out capacity PrT X
Capacity PrT X X
Toll-PrTSys X X
v0 PrT X X X
TSysSet X* X
AddValue 1-3 X
AddValue-TSys X
Turns Capacity PrT X X
ICA final capacity
t0 PrT X
TSysSet X* X
AddValue 1-3 X
Main turns Capacity PrT X X
t0 PrT X
TSysSet X* X
AddValue 1-3 X
Nodes Capacity PrT X
t0 PrT X
AddValue 1-3
Main nodes Capacity PrT X
t0 PrT X
AddValue 1-3
Restricted traffic areas Area toll X

Table 28: Time-varying attributes and their allocation to assignment procedures

* = With time-varying attributes, links may only be closed, but not opened.
The example in Table 2 illustrates the effect of time-varying attributes using the example of the
Dynamic Stochastic assignment. The upper image shows the volumes and the capacity PrT on
the links in time period from 5 am to 7 am. The lower image shows the volumes and the capacity
PrT in the time period from 7 am to 9 am (a constant time series has been used here to simplify
the comparison of both conditions, so that the traffic supply is the same in both of the time inter-
vals).

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3.3.4 Time-varying attributes

The links 11 - 41 and 41 - 40 are charged with the full capacity of 800.

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 3.4 Subnetwork generator

With the aid of a time-varying attribute for the capacity PrT on the two links (11-41 and 41-40),
both links are charged with a reduced capacity of 100. Therefore, the volumes of the links are
lower.
Table 29: Impact of time-varying attributes in the Dynamic Stochastic assignment

3.4 Subnetwork generator

With the Subnetwork generator add-on module, a subnetwork together with the associated par-
tial matrices can be generated from the entire network in such a way that, generally speaking,
comparable assignment results are obtained for the subnetwork.
The subnetwork is generated on the basis of the following rules:
The basis are all active links and all active line routes.
Apart from that, the following network objects are transferred to the subnetwork:
All From-nodes and To-nodes of the active links.
All junction editor / junction control data for nodes with at least one leg in the subnetwork
Turns whose From-link and To-link belong to the subnetwork
All connectors at a node located in the subnetwork
All zones with connectors at a node located in the subnetwork
All PrT paths that belong to path sets
All count locations located on active links
All active POIs. All possible references to nodes, links, POIs, stop points, and stop areas
in the subnetwork are also copied.
All screenlines

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3.4 Subnetwork generator

All existing restricted traffic areas with at least one active link
All active territories
All main nodes if all associated partial nodes are active, and all associated main turns
All stops that have at least one stop point on an active line route or a stop area within the
active area are transferred in full (inclusive of all stop points and stop areas). Moreover,
nodes (of the stop areas or stop points) referenced by the stop and, where applicable, con-
nectors and zones connected to them are transferred.
All active line routes, cut off if necessary
All stop points and links of cut-to-length line routes
All lines that have at least one active line route
All main lines with at least one line included in the generated subnetwork
All line route items of the active line routes
All time profiles and time profile items of the active line routes
All vehicle journeys, vehicle journey sections and journey routes of active line routes
All coordination groups which are with their time profiles and extension completely within
the subnet.
All turn standards and block item types
In addition, the following network objects are transferred from the entire network to the sub-
network:
Demand segments
Modes
Transport systems
Link types
Main zones
Calendar periods
Valid days
Fare zones
Ticket types
Directions
Operator
Vehicle combinations
Vehicle units
Surfaces
Demand matrices
Time series
Demand time series
Activities, activity pairs, activity chains *
Person groups, structural properties *
Sectors, delivery concepts *
Demand strata *
Skim matrices

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 3.4 Subnetwork generator

Procedure parameters
User-defined tables
* when activating option Include the demand model in the subnetwork
Demand matrices
Apart from the selected partial matrices (see User Manual: Chpt. 17.47, page 1557), all other
matrices that exist in the original network are saved to the subnetwork. The values of these
matrices are set to zero. In order to indicate that they are part of the subnetwork, a suffix is
attached to the matrix file names. If the version file contains references to matrices, they are
updated accordingly.
Example
Subnetwork version name: tgen_ver
Matrix file name in the original network: car.mtx
Matrix file name in the subnetwork: car_tgen.mtx
If the network contains formula matrices, they will first of all converted into data matrices. The
value obtained from the formula is taken for each matrix entry. The formula is entered for your
information in the subnetwork, in a user-defined attribute for matrices.
The subnetwork generator considers the paths of an existing assignment and generates new
zones at the network’s interfaces at which traffic flows enter or leave the network. These virtual
boundary zones (subnetwork cordon zones) are added to the partial matrices of the demand seg-
ments so that no traffic demand in the subnetwork is lost.
PrT demand matrices
Cordon connectors are generated at all boundary nodes. Boundary nodes are nodes at which
active and passive links meet, meaning at which at least one link is not included in the sub-
network. A subnetwork cordon zone is generated for each generated connector. Visum can
then supplement the demand matrix using the paths. This requires performing an assign-
ment.
PuT demand matrix
Boundary stop points are the first and last stop points of the active line routes and all stop
points at which transfer events to passive line routes take place. Generated connectors are
created at each stop area of a boundary stop point. A subnetwork cordon zone is generated
for each generated connector. This requires performing an assignment. Alternatively, two
kinds of stop point matrices can be generated.
On path leg level
For each partial route that is assigned to an active line route, a subnetwork cordon zone is
generated each at the start and end stop point. The volume of the route is recorded as a
demand between the respective zones, which means it emerges as many times in the new
matrix as there are partial routes within that route.
On path level
For each route a cordon zone is generated for the first stop point of all active line routes
(start). If the route is no longer active or if a partial route is followed by a walking link which
leads across a passive link, a subnetwork cordon zone is created at the last stop point of the
last active partial route (end). The demand is recorded between the start and the end. As

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3.4 Subnetwork generator

soon as the route is active again, a subnetwork cordon zone is firstly generated at the first
stop point of the first active partial route again etc.
If all line routes of all links are active, the total of the stop point matrix equals the total of the
demand matrix.
For matrices on path level and path leg level the following applies: If the PuTAux transport system
is used in a PuT assignment, the subnetwork generator manages routes that contain PuTAux as
follows:
If there is a passive link on a route section that uses PuTAux, a subnetwork cordon zone is
generated at the From node of this link. As soon as the next active link is found, the sub-
network generator creates another subnetwork cordon zone at the From node of that link.
The volume is transferred as demand data from one subnetwork cordon zone to the next one.
In contrast, the following applies to the PuT Walk transport system: If there is at least one
passive link within a walk link, subnetwork cordon zones are created at the last stop point
before the walk link and at the next stop point after the walk link and not at the nodes of the
passive link, as for PuTAux.
The example in Illustration 43 illustrates the differences. The Numbering of cordon zones with
offset option has been selected in order to clarify the connection with the nodes. The offset spe-
cified is 10.

Illustration 43: Generating a subnetwork with stop point matrices regarding path legs and stop
point matrices regarding paths

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 3.5 The surface data model in Visum

The exact link course of DRT and Sharing path legs is not known despite the assignment. It is
represented by an imaginary shortest path in the network. This shortest path is used when
cutting the subnetwork. The distribution of demand to the cordon zones is analogous to the
procedure for the transport system PuT Aux.
Procedure parameters
All procedure parameters that exist in the original network are transferred to the subnetwork.
In order to indicate that they are part of the subnetwork, a suffix is attached to the files that
store procedure parameters.
User-defined attributes
User-defined attributes of the initial network are copied to the subnetwork.
User-defined attribute names (aliases)
Aliases of attribute names are copied to the subnetwork.
Time-varying attributes
Definitions and values of time-varying attributes are copied to the subnetwork.

3.5 The surface data model in Visum

In Visum boundaries can be shaped for the network objects zones, main zones, restricted traffic
areas, territories, main nodes, GIS objects and POIs (polygons). Polygons describe the location
and extent of network objects. Based on freely definable points and edges that connect these
points, they are defined as surfaces independent of the network and allocated to the respective
network objects via the SurfaceID attribute. The surfaces are displayed in the Visum surface
model.

3.5.1 Tables in the surface model

The Visum surface model consists of the following seven tables. In these tables, the surfaces of
all network objects are displayed. The tables are explained with the aid of an example.
Point
Edge
Edge item
Face
Face item
Surface
Surface item
Note: In Visum, you can save polygons together with the network object type using them to a
network file (see User Manual: Chpt. 16.5.6, page 1013). However, thereby all polygons are
saved, independent of whether they were used for an object of the type specified or not.

Example
In the following example, the seven tables are displayed and explained for a network that contains
three main nodes with surfaces.

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3.5.1 Tables in the surface model

The network includes the three main nodes with the IDs 2, 3 and 4. These main nodes are alloc-
ated via the SurfaceID attribute to the surfaces with the IDs 866, 867 and 868 (Table 30).
* Table: Main nodes
$MAINNODE:NO;SURFACEID
2;866
3;867
4;868
Table 30: Table Main nodes

In the Surfaces table, all surfaces contained in the network are stored with their IDs. Since, in the
example, only the three main nodes have a surface, there are exactly three entries for the main
node surfaces in this instance (Table 31).
* Table: Surfaces
$SURFACE:ID
866
867
868
Table 31: Table Surfaces

Each surface is composed of one or multiple faces. The allocation of surfaces to faces is carried
out in table Surface items. In the example, the surfaces 866 and 868 have exactly one face,
whereas surface 869 has two faces. Thus, there are four faces in total with the IDs 1139, 1141,
1144 and 1145 (Table 32).
* Table: Surface items
$SURFACEITEM:SURFACEID;FACEID;ENCLAVE
866;1139;0
868;1141;0
869;1144;0
869;1145;0
Table 32: Table Surface items

In the Faces table, all faces contained in the network are stored with their IDs. In this example,
there are thus four faces (Table 33).
* Table: Faces
$FACE:ID
1139
1141
1144
1145
Table 33: Table Faces

In the Face items table, each face is allocated the IDs of the edges which define the face. As you
can see in Table 34, the faces with the IDs 1141, 1144 and 1145 are squares each, as they are
defined by four edges. Face 1139 however, is a pentagon with five edges.

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 3.5.1 Tables in the surface model

* Table: Face items

$FACEITEM:FACEID;INDEX;EDGEID;DIRECTION
1139;1;33136;0
1139;2;33137;0
1139;3;33138;0
1139;4;33139;0
1139;5;33140;0
1141;1;33145;0
1141;2;33146;0
1141;3;33147;0
1141;4;33148;0
1144;1;33160;0
1144;2;33161;0
1144;3;33162;0
1144;4;33163;0
1145;1;33164;0
1145;2;33165;0
1145;3;33166;0
1145;4;33167;0
Table 34: Table Face items

The table Edges contains all edges which are required for the description of the face items. Each
edge is defined by a start point and an end point, which bear the attribute names FromPointID
and ToPointID in the table (Table 35).
* Table: Edges
$EDGE:ID;FROMPOINTID;TOPOINTID
33136;9449;9450
33137;9450;9451
33138;9451;9452
33139;9452;9453
33140;9453;9449
33145;9458;9459
33146;9459;9460
33147;9460;9461
33148;9461;9458
33160;9473;9474
33161;9474;9475
33162;9475;9476
33163;9476;9473
33164;9477;9478
33165;9478;9479
33166;9479;9480
33167;9480;9477
Table 35: Table Edges

In the Points table, all points are displayed which in turn define the edges. Each one contains
information on the coordinates (XCoord and YCoord). This establishes the spatial reference of the
surface to the network (Table 36).

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 3.5.2 Multi-part surfaces

* Table: Points
$POINT:ID;XCOORD;YCOORD
9449;3456991.5413;5430055.0204
9450;3456991.5413;5430004.3885
9451;3457052.3873;5429991.7699
9452;3457070.0872;5430048.9542
9453;3457026.8560;5430057.9988
9458;3458808.0227;5431086.8027
9459;3458821.3171;5431061.4225
9460;3458848.5102;5431078.9469
9461;3458835.5180;5431101.9100
9473;3456956.4483;5430005.5296
9474;3456948.8422;5430060.3735
9475;3456887.1928;5430052.7674
9476;3456903.2057;5429996.7225
9477;3456896.8005;5430097.6033
9478;3456938.0336;5430071.1821
9479;3456961.6525;5430097.6033
9480;3456945.2393;5430125.2254
Table 36: Table Points

No intermediate points were generated in the example. The table is therefore empty (Table 37).
* Table: Intermediate points
$EDGEITEM:EDGEID;INDEX;XCOORD;YCOORD
Table 37: Table Intermediate points

3.5.2 Multi-part surfaces

A surface can be made up of several faces (multi-part surfaces). Generally, a multi-part surface is
defined by a set of so-called faces. Each face is a polygon with a sign. This is positive if coordin-
ates encircle the polygon anti-clockwise and negative if the coordinate sequence is clockwise.
Positive faces are thus digitalized anticlockwise, negative faces clockwise. This way, the type of
polygon is clearly defined when interactively modifying polygons in the network display. This ori-
entation of a face is thus a significant object feature. Positive faces add to the surface, negative
surfaces subtract from it (holes).

Illustration 44: Positive and negative surfaces

Visum automatically normalizes the definition of any surface it encounters. Faces never intersect
and a positive face will always (directly) contain only negative faces and vice versa.

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 3.5.2 Multi-part surfaces

What is a normalized surface and why does it need to be normalized?

Running geometrical operations (like Intersect or Territory indicators) efficiently on complex sur-
faces requires the use of a normalized representation. The Table 38 shows some examples for
the normalization of surfaces.

Specified surface Normalized shape of the surface

1

Two separate faces OK – the surface remains unchanged

2

Two overlapping faces not OK – both faces have been merged

3

OK – the surface remains unchanged

A face with a hole
4

A face with a hole which intersects the boundary of not OK – the hole is omitted and the face
the surface adjusted

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3.5.2 Multi-part surfaces

Specified surface Normalized shape of the surface

5

not OK – the negative part is deleted

A face with an intersecting boundary

Table 38: Examples of the normalization of surfaces

A surface is thus "normalized“ if the following conditions are met:
None of the faces of the same orientation overlap. This means
all positive faces are separated (criterion 1a).
none of the negative faces intersect nor touch the open plane (criterion 1b).
none of the faces have intersecting boundaries (criterion 2).
The simple example of the area calculation suffices to understand why a normalized rep-
resentation facilitates geometrical operations. The area of normalized surfaces results directly
from the sum of the areas of its faces. The sign depends directly on the orientation. Without nor-
malization, the areas of all occurring intersections of the faces would have to be subtracted from
the result. This would imply a significant increase in computation time. Computation time par-
ticularly increases because the mere determination of the intersection of sets with multiple over-
laps is a complex algorithmic procedure.

When does the program normalize?

Normalized surfaces are a prerequisite for efficient use of polygons in various geometric cal-
culation procedures. This is why this normalization is automatically performed during interactive
editing of polygons. The examples above show surfaces that can be inserted interactively just as
they are displayed in the left column. However, when you are done with inserting, Visum auto-
matically normalizes the surfaces. When loading surfaces from network or shape files, it is
checked whether they are normalized or not. If required, the input data is then normalized. If poly-
gons have already been normalized or the data is not required for geometrical calculation pro-
cedures (e.g. POI layers that merely serve as a background), you can optionally leave out the
normalization check and so reduce import time.

Note: However, if non-normalized surfaces that were originally only meant for background dis-
play are later on used in calculation procedures, this can lead to erroneous results, as nor-
malization is required for such operations. If you are not sure whether a surface has been
normalized or not, make sure you normalize it, if required (see User Manual: Chpt. 17.12.7,
page 1174).

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 3.5.3 Sharing points between surfaces

How accurate is the normalization (for experts)?

The order in which the faces of a surface are defined is crucial to the normalization. In the network
file, this order is defined by table Surface items.
The polygon of a face needs to be preprocessed if its boundary intersects (see Table 38, example
5). In this case, the face is split into non-intersected segments. This segmentation is done in such
a way that the components do not intersect either. The orientations of the segments do not
change, i.e. a scroll like the one in Table 38, example 5 is interpreted as a negative face. The pos-
itive and the negative polygons determined in this way are merged with the intermediate result of
the faces considered before. If no boundaries intersect, segmentation is not necessary. The spe-
cified polygon and the intermediate result of the faces considered before can be merged directly.
During this aggregation, faces sometimes have to be merged. This is, for example, the case in
Table 38, example 2, where two positive faces are merged. It can however also happen if faces
are omitted and other faces change their shape. This is, for example, the case in Table 38 ,
example 4.
This approach particularly implies that the first face must not have a negative orientation. Should
this be the case, criterion 1 b) immediately takes effect, i.e. the face is dismissed.
The question whether the orientation of the polygon of a face matches the enclave attribute of its
surface item needs special attention. Here, information might be inconsistent when reading net-
works. In this case, the enclave feature wins, i.e. the orientation of the polygon is inverted where
required. The advantage of this rule is that by editing just one attribute in the network file, a pos-
itive polygon face can be turned into a negative one and vice versa.

3.5.3 Sharing points between surfaces

Besides normalization, which is used to eliminate intersecting polygon parts, there is another pro-
cedure used for surfaces (see "Multi-part surfaces" on page 182) It is called harmonization. Dur-
ing harmonization, several points, edges or polygon faces are identified that represent the same
object. These can be now combined to one object for the polygons and managed together. This
concept is illustrated in the following simple example:
Let us assume a study area and its surrounding are modeled in a Visum network. Both areas are
modeled as territories, so they are assigned territory indicators. The edge of the study area nor-
mally corresponds to the hole in the surface of the surrounding. There are two options for mod-
eling this:
The study area is a one-piece surface. The surrounding consists of two surface areas, the
outer, positive outline and a hole. The gap has the same edge points as the study area, but its
own face object, edges, points and intermediate points. This is because during editing of the
surrounding area, the existing edge points of the study area are actually set at the same pos-
ition, but the option Merge snapped points has not been activated. If one of the two sur-
faces is edited again later on, this does not affect the other surface. The edges of the two
surfaces do not remain congruent, but a gap or an overlapping area (or both) is created.

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 3.5.4 Fuzzy surface alignment

The study area consists of a one-piece surface that is also used as its negative face. This is
because during editing of the surrounding area, the existing edge points of the study area are
snapped and the option Automatic snapping of vertices has been activated. If one of the
two surfaces is edited again later on, this will affect the other surface in terms of the face that
is used by both. The edges of the two surfaces still remain congruent, even after changes
have been made.
Which type of modeling is best suited depends on the individual case. However, it is always help-
ful to combine points of the same coordinates into an object if the surfaces have the same bor-
ders. If you are working with larger models, the aspect of saving memory space may also play a
role. Since if points (intermediate points, edges, faces) are combined into an object, less memory
space is required.
You can also combine all points with identical coordinates of an existing network later on (see
User Manual: Chpt. 17.12.8, page 1175).

3.5.4 Fuzzy surface alignment

When importing surfaces from different sources, incorrect overlaps and gaps may occur between
the surfaces.

Illustration 45: Surfaces after import

You can compensate for these deviations by performing a fuzzy alignment of the surfaces. The
points of the surfaces are shifted within a defined tolerance in this case. The adjustment is pos-
sible for the following polygon objects:
Zones, Main zones
Main nodes
Territories
polygonal Points of Interest (POI)
Restricted traffic areas
You can call the function at various points in the program:
From the menu, choose Edit > Surfaces (see User Manual: Chpt. 17.12.9, page 1175)
During Shapefile import (see User Manual: Chpt. 27.4.1, page 2427)
The procedure is as follows:
1. Define reference surfaces in the existing network
2. Define number of surfaces to be imported
3. Define tolerance values for fuzzy alignment
The definition of the tolerance values determines the result of the fuzzy alignment.

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 3.5.4 Fuzzy surface alignment

If tolerance values >0 are specified for existing surfaces and imported surfaces, the surfaces are
adjusted to each other.

Illustration 46: Blue and red surfaces were adjusted to each other
If you define a surface as a reference surface by setting its tolerance value to 0, the second sur-
face adjusts itself to the reference surface.

Illustration 47: Blue surface is the reference surface, red surface adjusts itself to the blue surface

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 4 Scenario management and network comparison

4 Scenario management and network comparison

You can create different variants of a model as scenarios in PTV Visum and have various options
for comparing networks with each other.

4.1 Comparing and transferring networks

Visum offers various possibilities to compare and transfer networks and version files:
Version comparison (see "Version comparison" on page 189)
Network merge (see "Network merge" on page 194)
Model transfer files (see "Model transfer files" on page 197)

Version comparison and network merge

Besides the network merge, two version comparison variants are provided:
Version comparison with transfer of selected direct attributes
Version comparison with comparison network loaded in the background
In contrast to the first variant, which includes the transfer of selected attributes into the opened ver-
sion, the second variant builds relations to the loaded network in the background. This means that
all attributes of the loaded network are visible in the opened version. Additionally to the existing
relations to other objects (for a node, for instance, to the in-links, out-links, turns etc.) another rela-
tion to the loaded network will appear in the attribute selection windows.
The unique feature of the network merge is the unification of different data.
The following table gives an overview of the essential differences between network merge and
version comparison. In most cases you will be working with the new version comparison in future.

Version comparison Network merge (previously difference

network)
Normal working is possible. For the relations, Special mode serving mere evaluation pur-
simply additional evaluation attributes/values are poses, hardly editable, not savable
created, which can be deleted or updated, if
required.
Simultaneous comparison of various variants pos- Comparison with exactly one variant
sible
New evaluation attributes/values of relations are Evaluation attributes replace original attrib-
listed with original attributes, i.e. graphic para- utes, i.e. graphic parameters, filters etc.
meters, filters etc. can still be used have to be adjusted
Evaluation attributes (beside value of original net- Evaluation attributes: Value of original net-
work): Value of comparison network, difference, work, value of comparison network, dif-
relative difference, minimum, maximum ference, DiffNet (see "Network merge" on
page 194)

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 4.1.1 Version comparison

Version comparison Network merge (previously difference

network)
According to the type of version comparison, All attributes and network object types are
either attributes are selected or relations are built compared.
to all objects
Updatable by pushing a button Not updatable

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Version Comparison example demonstrates
how version comparisons can be used to analyze the model results of different scenarios.

Model transfer files

A model transfer file allows recording the modifications required to transfer a model, i.e. a com-
bination of network data and OD demand data, to another model. You generate the model trans-
fer file from two version files, whereby data can be limited to selected network object types or
attributes. You can exchange modifications between the different version files at any time, and
equally maintain several scenarios.

4.1.1 Version comparison

The version comparison provides easy and quick access to attribute values from other network
variants. Therefore, compared to the Network merge function, this function is more suitable for
networks basically including the same network objects. The table below lists the differences of the
two version comparison variants.

Version comparison with transfer of Version comparison with comparison network

attributes in the background
Attributes of the comparison network are Via a relation to the comparison network, all attrib-
transferred during the version comparison utes are automatically available as long as this net-
and will be saved with the version file. work is loaded in the background. When the
program session is closed, the attributes of the com-
parison network will not be stored with the version.
Nevertheless they will be displayed when the ses-
sion is reopened.
The direct attributes selected are adopted. All direct and indirect attributes can be analyzed.
Filters are not regarded. Filters in the opened network are also evaluated in
the comparison network. There they have an effect
on indirect attributes with the 'Active' reference.

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4.1.1 Version comparison

Version comparison with transfer of Version comparison with comparison network

attributes in the background
Updating means, that current attribute val- Updating means, that the path can optionally be
ues of the comparison network version are changed and then the comparison network is be
used to overwrite the values of preselec- reloaded in the background. Reopening a version
ted attributes in the opened network ver- with such a comparison complies with an update as
sion. A prerequisite is that the storage described in the column to the left.
location of the comparison network was
not changed.
When you delete the version comparison, To prevent automatic comparison network loading
the comparison network attributes are in the background, the reference to the comparison
removed from the opened network. network has to be removed.
The values of the selected attributes of the The attributes of the comparison network become
opened network and the comparison net- visible via an additional relation to the loaded net-
work are displayed underneath the attrib- work. All attributes and relations of the comparison
ute of the particular object in the opened network are subordinated to this relation.
network.

Use cases for version comparison

The examples 1 - 3 can be modeled with either version comparison variant. In these cases, the
decision which of the variants to use will depend on the form the attributes and relations shall exist
in the opened network and whether the results of a snapshot will be required in the future.
Example 1: You have increased the capacity of a link corridor or extended the timetable of PuT
lines. By comparing the assignment attributes of each version comparison you can analyze how
and where these measures are having impact.
Example 2: For one network you have calculated assignments in two different version files, e.g.
for different OD demand data. Then you can compare the typical assignment attributes like
Volume and Passengers transferring as well as the modified OD demand data directly by means
of a version comparison.
Example 3: In two version files you have performed line blockings under different constraints. You
can compare the different results, for example the number of vehicles per vehicle combination, by
means of the version comparison.

Note: Using the model transfer file, you can transfer the network data and the demand data of
the models compared (see "Model transfer files" on page 197).

The examples 4 and 5 are typical applications which require comparison network loading in the
background. In other words, these cases can only be modeled with this version comparison vari-
ant.
Example 4: You have two networks with identical infrastructure, only the PuT supply is different.
By link bars, varying volumes shall be visualized which depend on the various criteria provided for
selection (line name, valid day). For that purpose, indirect link attributes are required, which refer
to a filtered supply, e.g. Sum:LineRouteItem-
s\Sum:UsingTimeProfileItems\SumActive:VehicleJourneyItems\Volume (AP). The filter in the

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 4.1.1 Version comparison

opened network is evaluated in either network, i.e. in the particular context of each network. In this
way, you can easily display the link volume differences.
Example 5: You would like to visualize all links with different PuT line S5 volumes in the two net-
works. In the opened network, two filter conditions are set: Via the line filter, line S5 is selected.
This filter criterion can be evaluated in both networks. This evaluation is independent of the
respective other network, it causes changes to indirect attributes with the reference 'Active' in the
respective network. In the link filter it has to be specified that the difference of the link volumes dif-
fers from zero (network B\this network - comparison net-
work\Sum:LineRouteItem-
s\Sum:UsingTimeProfileItems\SumActive:VehicleJourneyItems\Volume (AP) ≠ 0), i.e. in the
opened network, the relation to the comparison network provides access to the calculated dif-
ference. This includes indirect active attributes. The link filter criterion can only be evaluated in the
opened network.

Version comparison with transfer of attributes

Read one or several version files to an already opened version file for comparison. As a result of
this version comparison Visum automatically creates attributes containing the selected attribute
values of the other version files. You can recognize the newly added attributes because the attrib-
ute name (Table 39) is suffixed by the code labeling the comparison.
In case of numerical attributes Visum automatically adds various comparison attributes: For each
compared numerical attribute additional attributes are created for the absolute difference, the rel-
ative deviation as well as the minimum and maximum.
By way of example the following table lists the seven additional attributes which are created for
the numerical attribute Volume PrT (AP) when comparing version A with version B.

New attribute Short name English Long name English

Value of network B VolVehPrT,B(AP) Volume PrT [Veh] B (AP)
Absolute difference A-B VolVehPrT,-B(AP) Volume PrT [Veh] - B (AP)
Absolute difference B-A VolVehPrT,B-(AP) Volume PrT [Veh] B - (AP)
Relative deviation regarding B (A-B)/B VolVehPrT,-B%(AP) Volume PrT [Veh] - B % (AP)
Relative deviation regarding A (B-A)/A VolVehPrT,B-%(AP) Volume PrT [Veh] B - % (AP)
Minimum of both attribute values VolVehPrT,B,Min(AP) Volume PrT [Veh] B Min (AP)
Maximum of both attribute values VolVehPrT,B,Max(AP) Volume PrT [Veh] B Max (AP)
Table 39: Additional attributes for a compared numerical attribute after version comparison
The values of the additionally read attributes cannot be modified manually. However, all cal-
culated values, i.e. all values except the value of network B, are recalculated automatically as
soon as the corresponding values of network A are modified.
With the version file containing the version comparison you can continue to use all Visum func-
tions, including calculations. The comparisons read can be saved together with the version.
The additionally read attributes can be displayed and evaluated, as required (see "Analysis of res-
ults" on page 80).

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4.1.1 Version comparison

Illustration 48: Network of the original version

Illustration 49: Network of the version used for version comparison

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 4.1.1 Version comparison

Illustration 50: Network with version comparison: The volumes of both versions compared as well
their difference are displayed. "Verscomp" is the name of the version comparison.
Above all, you can convert the attribute values of the additionally read version easily into user-
defined attributes so that they are still available after the version comparison has been ter-
minated.
The reference to the additionally read data is not updated automatically, but can be updated, if
required. Thus, for example, you can read the same version file at different times, thus tracing the
modifications.
The reference to the additionally read data can be dropped again at any time.

Special cases
If the compared versions do not contain the same network objects or attributes, the following will
happen (opened version: A, additionally read version: B)
If an object exists in B only, it does not appear in the version comparison.
If an object exists in A only, the attribute values of B are empty.
Note: You can use the attribute Exists in network <Code of version comparison> to check
whether a network object is available in one of the compared versions.

If an attribute exists in B only, it cannot be selected for the version comparison.

If an attribute exists in A only, it is not compared.
If the sub-attributes of an attribute are different in A and B, only those sub-attributes valid in A
are considered. Sub-attributes which do not exist in B have an empty attribute value.

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 4.1.2 Network merge

Version comparison with comparison network in the background

For an opened version file, one or several selected version file(s) are loaded in the background as
comparison networks. Thus, all attributes (indirect attributes included) of the comparison network
become visible in the attribute selection windows via the relation to the loaded network. This rela-
tion is identified by the code of the version comparison. In the opened network, new possibilities
are provided especially through the combination of filters and indirect attributes with aggregate
functions which regard the active objects. You can define filters in the opened network and apply
them to both networks in a given context. In this way, indirect attributes can systematically be eval-
uated in an easy way by just modifying the filter criteria.
Similar to the version comparison with attribute transfer, for numerical values additional com-
parison attributes are generated such as relative deviation, difference, maximum and minimum.
Furthermore, they can also be converted into user-defined attributes subsequently to the selec-
tion.

Special cases
Objects are generally identified via their key. Using the opened network version (network A), you
can create a relation to the object in the comparison network (network B). If the compared ver-
sions do not contain the same network objects or attributes, the following rules apply:
If an object exists in B only, access to this object is only provided via indirect attributes (e.g. a
node existing in B only belongs to all nodes in B - the latter is a relation within network B, to
which a relation from network A refers).
If an object exists in A only, the attribute values of the relation to B are empty.
If an attribute has different sub-attribute variants in A and B, then indirect attributes provide
access to the variants which exist only in B. If there is no sub-attribute variant in B, then the
attribute value calculated for the relation is empty.

4.1.2 Network merge

The network merge function provides for the comparison of two transport networks and the output
of their differences. For network merge any networks can be combined with each other. After that,
however, only evaluation functions are available, hardly any editing functions.

Use cases for network merge

For project management you want to determine the differences between two Visum models. Occa-
sionally there are two different version files available for one project (for example for different
scenarios) and you want to be able to relate to the differences in the two models.
Two variants of one model usually differ in that some attributes of a few network objects have dif-
ferent values. If, for example, you model different expansion statuses of the same network in two
version files, there will be deviations in the Number of lanes and Capacity PrT attributes of
some links, for instance. Furthermore, network objects can only be in one of the two models and
missing completely in the other. If for example, one of the two models contains a planned case
with an additional by-pass, the respective links will be missing in the other model.
The following illustrations show both cases. Compared to Network 1, Network 2 contains an addi-
tional link. The two networks further have different TSysSet and v0PrT values.

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 4.1.2 Network merge

Illustration 51: Network 1 used for merge network

Illustration 52: Network 2 used for merge network

The merge network

The two models to be compared, network 1 and network 2 have to be available as version files. If
you open both version files in the network merge mode, Visum shows a so-called merge network.
The merge network is created by first identifying all objects which occur in both models. Two
objects are the same if they have identical key attributes. Compulsory references to other network
objects (for example, for links the keys 'From Node' and 'To Node') must correspond. Exceeding
this intersection of the network objects, objects which only occur in one of the two models are also
transferred to the merge network. This is the main difference compared to version comparison.
The disadvantage to be put up with is the limited editability.
Additionally, a calculated DIFFNET attribute is created for each network object. It reflects the
status of the network object.
In network 1: Only network 1 contains the object, network 2 does not.
In network 2: Only network 2 contains the object, network 1 does not.
DIFF: Network 1 and 2 both contain the object, with at least 1 attribute having different values
in both networks.
EQ: Network 1 and 2 both contain the object, all attributes are identical in both networks.
In no network: The object exists only in the merge network and has no attribute values.
Example: A turn between a link of network 1 and a link of network 2. Such objects are created
in rare cases, so that the merge network is a permissible Visum network. They have no real
equivalent and no attribute values.
In the merge network, a read-only attribute is created for each network 1 and/or network 2 attrib-
ute (Visum attributes and user-defined attributes). This attribute has the following properties:

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4.1.2 Network merge

The attribute has identical properties as in network 1 or network 2.

The attribute has a sub-attribute with values Network1, Network2 and Difference. Net-
work1 and network2 indicate the original attribute values stored with each original network
version file if the object is part of the original network version; otherwise, 0 or blank is output.
The Difference sub-attribute value serves to output the difference and has the following val-
ues.
For numerical attributes, the difference is calculated from Net1 and Net2 data
For strings, "==" is output in case of identical strings, whereas "<>" indicates deviating
strings. Blanks are output for objects which are not part of both original network versions.
Note: In case of user-defined attributes with identical IDs but different min/max value ranges,
the value range of Net1 will be used. For objects with coordinates, the coordination values are
taken from network 1for the display in the network.

Note: Network merge ignores the following objects and settings:

Junction geometry/control objects
Demand description (neither matrices nor time series)
All path information
Analysis periods and horizons
Filters
Line blocks
Graphic parameters

The Illustration 53 displays the merge network of network 1 (Illustration 51) and network 2 (Illus-
tration 52).

Illustration 53: Merge network of network 1 and network 2

In the network view of the merge network, you can see that the link at the bottom left of network 2
has a lower speed of about 20 km/h and varies in TSysSet. The link at the bottom right is, how-
ever, identical in both networks.

Characteristic: Analysis time intervals

In case of identical analysis time intervals of network 1 and network 2 (ID and interval limits),
these intervals are equally stored with the merge network. In case of deviating interval properties,
no intervals will be created in the merge network. The conformity of the analysis periods and hori-

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 4.1.3 Model transfer files

zons is not checked. Attribute values which refer to different analysis periods or horizons in net-
work 1 and network 2 will still be stored with the merge network.

4.1.3 Model transfer files

Using model transfer files you can save the difference between two models, i.e. network and OD
demand data. A model transfer file created that way can be applied again to a suitable version file
in order to add the modifications. With this function it becomes easier to manage the different
scenarios.
Scenario management is based on model transfer files (see "Managing scenarios" on page 197).
When creating the model transfer file, you can specify which data you want to save. However, just
like when saving a network, make sure that your choice contains the information you need.
Example: You would like to adjust the timetable of one network to that of another one. The PrT
attributes of the networks are different, which is to remain unchanged. In this case, when creating
the model transfer file, you only select the network objects with regard to the timetables.

Use cases for model transfer files

In your network you make certain modifications at one point, for example, you insert new links or
delete others. You save these modifications as model transfer file. Then based on the original net-
work you plan further variants and save them each equally as model transfer file. If now modi-
fications have to be made in the original network, you can easily redo the various variants using
the model transfer files and even combine them with each other, if required, by reading several
model transfer files consecutively one after the other.
In another case it may happen that one editor creates and edits zones and saves these modi-
fications to a model transfer file. In the meantime, a second user has edited links, reads the model
transfer file and adds the new zones to his network.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Model Transfer example shows how scenarios
can be developed and managed using model transfer files.

4.2 Managing scenarios

In most Visum applications you create a model of supply (the network) and demand for an area of
investigation. Then you develop several variants of the initial situation and various scenarios. The
variants are then compared and evaluated based on calculation results. Thereby numerous files
(including and excluding calculation results) are created for the individual variants. You can use
the Compare networks function to organize the file contents, making sure that information is only
saved to one storage location (see "Comparing and transferring networks" on page 188). This
allows you to reduce data maintenance when changing your model. In Visum, scenario man-
agement takes care of maintaining all your files.
It provides the following benefits:

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 4.2.1 Keywords: project, modification, scenario

Visum saves all project files in a standard folder structure.

Visum provides a clear project overview, showing all variants of your model. When you enter
a meaningful name for a variant and its parts, your entry is not limited by any file system spe-
cifications.
To edit a variant, use it in calculations or for analyzing results, simply open it by entering its
name in the project view (you will not have to search for it in the Windows file system).
When you perform calculations or comparisons across all variants, scenario management
spares you many manual steps and automatically merges the calculation results of several
variants. You can easily adopt the results in form of a comparison table into your project
report.
In the Multi-user mode, multiple users can build up scenarios simultaneously.

4.2.1 Keywords: project, modification, scenario

Scenario management has three main concepts: project, modification and scenario.

A project contains all data required to use Visum. It has a unique name and a protocol in which
users can save notes on the project status. Each project is based on a base model which is also
called initial situation, analysis case or null case. It is saved as a version file, the so-called base
version. Just as other supporting files (procedure and graphic parameters, etc.), the base version
is saved to a uniform folder structure for which you can specify the path. All other project

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 4.2.1 Keywords: project, modification, scenario

information, specifically definitions of modifications and scenarios, are saved to the Visum project
database, a database file that is saved to the same folder structure.
A modification is a grouping of changes that belong together content-wise and are made to the
supply or demand. A modification could refer to the building of a by-pass road and include several
new links, changes to existing links and to nodes. Another modification might describe the intro-
duction of a speed limit on certain roads. It would consist of changing a single attribute (v0) for sev-
eral network links. Modifications may also refer to PuT supply, for example describing line route or
headway changes as well as new stops. On the demand side, typical modifications include
changes to data on the socio-demographic structure, i.e. changes to the zone attributes. Modi-
fications may also change matrix content, e.g. externally specified matrices for through trips. The
number of modifications is not limited per project. Modifications may also be based upon other
modifications, e.g. one describes the construction of a by-pass road and another its extension by
a second lane per direction. The second modification only changes the attributes Capacity PrT
and Number of lanes for those links that were added through the first modification of the base
model. When creating a modification, you specify the other modification it is based on.
A scenario corresponds to a variant you want to investigate. It is often also called planned case.
Each scenario is based on the base version of the project and includes one or several modi-
fications. The distinction between modification and scenario has the advantage that you can eas-
ily investigate all combinations of several measures. Let us assume your project is about the
construction of a by-pass road. At the same time it is suggested to introduce a speed limit in the
city center for traffic calming. Define two modifications for your project: M1 for the by-pass road
and M2 for the speed limit. Using these two modifications, you can easily define four scenarios
without any additional modeling effort:

Scenario code Meaning Base version M1 M2

S0 Null case
B by-pass road only
T speed limit only
BS by-pass road + speed limit

Table 40: Definition of scenarios based on modifications

Should your customer additionally ask for an investigation of the demand variant for 2020, you
can change your project with a minimum effort. First define a modification M3 for the second
demand variant. Then duplicate all previously created scenarios and in the copy additionally activ-
ate M3. Now you are ready to calculate the model for all eight scenarios.

Scenario code Meaning Base version M1 M2 M3

S0 Null case
B by-pass road only
T speed limit only

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 4.2.2 Managing projects efficiently

Scenario code Meaning Base version M1 M2 M3

BS by-pass road + speed limit
S0_2020 Null case 2020
B_2020 by-pass road 2020 only
S_2020 speed limit 2020 only
BS_2020 by-pass road + speed limit 2020

Table 41: Extension of scenarios for a demand variant

When combining scenarios based on modifications, make sure that the modifications do not con-
tain any contradictory information on the value of the same attributes. Visum can account for this
and check whether it is possible to combine two modifications. In few cases, you might want modi-
fications to overlap. Example: M1 describes the extension of a link sequence to two lanes. M2
includes a third lane for some of the same links. For some links, M1 and M2 contain contradictory
information on the attribute Number of lanes. If you first apply M1 and then M2, you will still
achieve the desired result: for some links the attribute Number of lanes will be overwritten twice.
This way you need not define a copy of M1 without the links mentioned in the original M1. In these
cases, it is important that you can specify in which sequence the modifications are applied. To
avoid conflicts when combining scenarios, you can also specify which scenarios must not and
which ones may be combined when defining the modification.
Similar to changes made in the network or to demand data via modifications, you can also vary
the parameters of procedures. For example, different parameters are tested or individual coef-
ficients are varied during the model construction phase. These parameters can be defined as vari-
ables and used as a basis for further scenarios. In the scenarios shown in the example above, you
could test the impact of different termination conditions of PrT assignment. For example, you can
define the maximum gap as a variable in the assigned set of procedure parameters. Duplicate
scenarios that you want to calculate using different gaps and define the respective variable value
in the table of scenarios. When the scenarios are calculated, the respective variable value is
applied and saved to the results version.

4.2.2 Managing projects efficiently

A project is ideally carried out in the following steps:
Creating or selecting a base version
Defining modifications
Defining scenarios based on modifications
Specifying the procedure sequence
Calculating scenarios
Comparing calculation results
All steps are carried out in the Project view. The Project view is a modeless window and remains
open while you are working on the project. It provides an overview of all modifications, scenarios
and other parts of the project. The Multi-user mode tab provides an overview of the parts of the
project that are locked by other users and cannot be edited at the moment. Changes made to he

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 4.2.2.1 Creating or selecting a base version

project are automatically tracked in the log. You can edit the changes. You may also use a pass-
word to protect parts of the project against unintended changes.

You can find a detailed description on how to use the Project view in the User Manual (see User
Manual: Chpt. 19.2, page 1689). In the following, you will find useful information on each step.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The examples Scenario Management I and Scen-
ario Management II show how scenarios can be efficiently created, edited, and analyzed net-
work-wide with Visum project management.

4.2.2.1 Creating or selecting a base version

When working on a new project, you first specify the version file of the base model. In most cases,
the version file already exists. Especially if you have started working on the project without using
scenario management. Select the existing version file, when creating the project. Visum stores a
copy of this version file with a different name to the project directory structure. This copy is now
used in scenario management. The original version file is not touched. Alternatively, you can use
the model currently loaded as the base version. If you select this option just after project start, the
model will still be empty and you can create your base model from scratch. All options are equally
suitable to create a base model, no matter whether you create the model within the context of
scenario management or of a project. The project becomes important once you define modi-
fications and scenarios.
A base version should already include the network topology that is capable of emulating all sub-
sequent cases you want to examine. You may edit the base version later on, but the result might
be that existing modifications become invalid. In particular calculation results, e.g. assignments,
should not be part of the base version. They are normally overwritten during scenario calculation
and take up storage and runtime resources.

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 4.2.2.2 Defining modifications

4.2.2.2 Defining modifications

When adding a new modification to your project, you assign a unique name and a project descrip-
tion, if required. You further specify any existing modifications your new modification depends on
and the ones it cannot be combined with. Visum then loads the base version and all its modi-
fications. Below the toolbar, a message is displayed informing you that the modification is being
edited and all changes are saved as a definition of the modification.
Now you can use all editing functions to change the model. Data processing, however, is disabled
in the Project view. After making all your changes, on the Information bar, click the Finish button
to finalize the definition. Visum calculates the differences between the current model and the base
model. These differences are saved as content of the new modification.
Of course you can add modifications during any stage of your project. You can also change modi-
fications later on. You can further have the content of modifications displayed any time.

4.2.2.3 Defining scenarios based on modifications

After you have defined modifications for your project, you can combine them to create scenarios.
Scenarios are also assigned a unique name and a description. For each scenario, you can
choose several modifications that are applied to the base version. If you do not select a modi-
fication, the scenario simply corresponds to the base model. If you select several modifications,
Visum applies them according to the sequence in your list of modifications. Then check to make
sure the modifications you selected can be combined. You can also remove or add modifications
to a scenario later on.
Under Project view, you can open any scenario in the entry view or the results view. Choose the
entry view to check the scenario or to perform an interactive analysis, e.g. isochrones calculation
or shortest path search.

Note: Avoid editing the model in this view, as your changes will then be lost the next time you
open the scenario. Instead, always make your changes to the base version or the modi-
fications.

If you save a scenario as a version file, your version file will have no connection to scenario man-
agement. However, you can use it to pass on the entry data of a certain scenario to other users.
The results view is described in a separate chapter (see Analyzing and comparing calculation res-
ults on page 203).

4.2.2.4 Specifying the procedure sequence

In most cases you will want to apply the same model calculation to several or all scenarios in
order to compare the results. By default, Visum uses the procedure parameters of the base ver-
sion to calculate a scenario. To specify the calculation sequence, in the Project view, click the
Edit base version button. Then, under Procedure sequence, choose the sequence in which you
want the operations performed.
Some operations require reading or writing access to files, e.g. to externally saved skim matrices
or filter files. Under Project view, you specify whether Visum has access to one file for the entire
project or to file copies of the respective scenarios. You can specify this for all files of a certain
type or globally for the entire project.

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 4.2.2.5 Calculating scenarios

However, sometimes you might want to use a different calculation sequence for a scenario than
the default one, e.g. when you want to vary the procedure parameters. In this case, define a vari-
able for the procedure parameter set of the base version. The definition of the variables contains a
reference to the procedure and the respective parameter, e.g. to the coefficient of the fare or toll
that represent the time values applied (value of time). On the Scenarios tab of the project, a
column is created for the variable. In the column, you can specify a value for each scenario (see
User Manual: Chpt. 19.2.5.2, page 1705). Variables are always part of a procedure parameter
set, i.e. the variable value can only be defined for a scenario if the corresponding procedure para-
meter set is used. If these are parameters of the general procedure settings, create a new pro-
cedure parameter set with changed settings based on the procedure parameters of the base
version. Allocate one set of procedure parameters stored in the project to each scenario. When a
scenario is calculated, the set of procedure parameters including the parameters defined by vari-
able values is saved in the result version.

4.2.2.5 Calculating scenarios

After specifying the calculation sequence for the project, assign it to all or part of the scenarios in
the Project view. If you activate several scenarios, Visum will automatically load the scenarios in
the sequence selected and will perform the respective calculations. This function is very helpful if
you have to carry out numerous calculations, e.g. overnight, and no interaction is required.
Moreover, you can distribute scenario calculations across multiple computers to exploit the com-
puting power available (see "Distributing calculations to several computers" on page 81). After all
calculations have been performed, Visum saves the model state with all results to a version file in
the project directory. Saving the results of each scenario to a separate version file might seem like
a "disruption" of scenario management, but this is the only way to save the many results (e.g.
assignment results) in a compact form.
In the Project view, the scenarios for which calculations have been performed are marked "Cal-
culated". If, after scenario calculation, you change the base version, its modifications, the cal-
culation sequence or the number of modifications, or the global layout Visum will reset the status
to "Calculated (not up-to-date)". The results version file then still exists, but the results might no
longer be up-to-date and you should have the calculation performed again.
If you run calculations of scenarios in multi-user mode, all modifications and scenarios used within
are locked for further editing by other users.

4.2.2.6 Analyzing and comparing calculation results

You need not open the results version file in the Windows file system. In the Project view, simply
open the respective scenario in the results view. You can assign previously defined global layouts
to the scenarios. Global layouts define the window configuration, graphic parameters and filter set-
tings used to open the scenarios. Visum then loads and displays the resulting version file and all
functions are available for analysis of the results for this scenario.
If you want to compare two or several scenarios with each other, highlight them in the Project
view. Then specify one of them as the master scenario. In the master scenario, open the version
comparison. Visum shows a comparison of the master scenario with each of the other scenarios.
Version comparison works the same way when used outside scenario management (see "Ver-
sion comparison" on page 189). In the course of the project, you are likely to use version com-
parison many times. Therefore, you can combine the parameters of the version comparison

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 4.2.2.7 Exchange of projects in multi-user mode

(including the global layout) into a so-called comparison pattern and save it with the project. Then
you can open version comparison in the Project view, without having to change the settings again
each time.
You can also compare all scenarios at a glance by using selected, network code numbers. You
specify the code number in the Basic settings tab of the Project view. They can then be selected
as columns in the Scenarios tab. You can use them to create a table with the scenarios as rows
and the columns containing the code numbers.

Note: You can use the Copy & Paste command to copy this table to a project report.

4.2.2.7 Exchange of projects in multi-user mode

Occasionally you might want to forward parts of a project to a third party for further processing. In
this case, you can define partial projects that you "cut" out of the overall project (see User Manual:
Chpt. 19.2.11.2, page 1732). These partial projects can be edited as independent projects and
later be integrated into the overall project again. PTV Visum ensures that the newly created
objects are integrated properly.
In order to avoid having to load numerous modifications, during partial project export, you can
raise modifications for the base version that are always used in the "cut out" part of the project.
During the integration process, the merging of these modifications will be taken into account.
Should you later wish to integrate the subproject into the overall project once again, do not
change the base version, the exported modifications or the modifications integrated into the base
version of the subproject. During the "Export partial project..." process, you can lock these objects
in the overall project to ensure trouble-free integration. In addition, you may also lock objects in
the exported partial project to avoid unintended changes to the base data.
If you are working on an extensive project, you can assign the creation of modifications in par-
ticular to several users. The prerequisite is that the project database of the scenario management
is administered in SQL server (see User Manual: Chpt. 19.2.1, page 1690). The modifications
edited by several users are then locked for editing by other users. This also applies to modi-
fications or scenarios depending on the modifications used. The Multi-user mode tab provides an
overview of all locked objects. The depicted approach ensures that scenarios and modifications
are kept consistent. We recommend the use of the multi-user mode if several users want to work

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 4.2.2.7 Exchange of projects in multi-user mode

on one project. With the conversion functions provided, you can convert your project back to a
standard SQL CE database without multi-user mode at any time.

Note: If several users are working on creating model transfer files, they might use the same
code for a new network object, although the content of their objects differs. PTV Visum will
recognize these code conflicts when you use the model transfer files in scenario management.
So, if the same code has been assigned twice, one of the objects is automatically assigned a
new, unique code.

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4.2.2.7 Exchange of projects in multi-user mode

206 © PTV GROUP
 5 Demand model

5 Demand model
One of the main uses of Visum is modeling transport demand. Demand modeling deals with traffic
forecasts. The most common travel forecasts analyze the daily travel behavior of people. These
forecasts provide answers to the questions, when, how often, where and how do people travel.
Visum provides the following procedures for demand modeling:
Standard 4-step model (see "Standard 4-step model in two variants" on page 215)
EVA (see "EVA (passenger demand model)" on page 232)
Tour-based model (see "Activity chain based model (tour-based model)" on page 267)
Tour-based freight model (see Tour-based freight model on page 291)
Activity-based demand model (see "Activity-based model (ABM)" on page 286)
The result of these procedures are matrices, which contain trips between the origin and des-
tination zones of the network. These matrices are assigned to one or more demand segments.
Assignment takes place on the basis of demand segments (see "User model PrT" on page 349
and "User model PuT" on page 573).
It is not mandatory to create a separate demand model in Visum, which calculates the matrices for
the assignment. You can also use and assign matrices from external sources. Therefore, a com-
plete demand description in Visum (that of course allows you to calculate an assignment) first only
consists of the following elements:
the transport demand in form of a matrix (see "Matrices" on page 208)
temporal distribution of the transport demand by specifying a time series (see "Time series"
on page 210). Specifying a time series is, however, only necessary for dynamic PrT assign-
ments and PuT assignments. The demand distribution is ignored in the case of static PrT
assignments.
the allocation of matrices to one or more demand segments (see "Demand segments" on
page 209)
There are several demand objects that allow you to display the demand within the Visum data
model (see "Demand objects" on page 207). Which of these demand objects are applied in your
model, depends on the type of demand modeling in your network.

Topics
Demand objects
Demand modeling procedures
Displaying and editing matrices
Matrix correction

5.1 Demand objects

A demand model consists of a set of demand objects which contain all relevant demand data, for
example, the origin and destination of demands and the number of them in demand matrices. The
demand object types in Visum are described below.

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 5.1.1 Matrices

Matrices
Demand segments
Time series
Demand models
Person groups
Activities, activity pairs, activity chains
Demand strata
In addition, the EVA and tour-based demand models also contain the demand object type struc-
tural properties (see "Structural properties" on page 233 and "Tour-based model" on page 267).
The tour-based freight model additionally includes the special demand object types sector and
delivery concept (see Tour-based freight model on page 291).
In activity-based demand models, the object types locations, activity locations, households, per-
sons, activity executions, schedules, tours and trips can also be created (see "Activity-based
model (ABM)" on page 286).

5.1.1 Matrices
Matrices are one of the most important components of traffic models. There are two different mat-
rix types:
Demand matrices are used to show the transport demand between origin and destination
zones.
Skim matrices show the origin-destination zone skims, e.g. the travel time.
In OD matrices, the demand is coded (by the number of trips) from origin zone i to destination
zone j. The temporal distribution of travel demand within the analysis period is described by a
start time and a time series that is considered during PuT assignment and dynamic PrT assign-
ments (see "Time series" on page 210). The demand distribution is ignored in the case of static
PrT assignments.
In Visum, OD matrices and time series are independent objects which can freely be allocated to
demand segments for assignment. This means that you can also use a matrix for more than one
demand segment.

Note: It is not mandatory to create a separate demand model in Visum, which calculates the
matrices for the assignment. You can also use and assign matrices from external sources.

The Matrix editor integrated in Visum allows you to process existing matrix data and perform cal-
culations based on the gravity approach (see "Gravity model calculation" on page 302). In addi-
tion, there are effective procedures that allow you to change individual or multiple matrices during
the calculation process.
You can organize working with matrices in various ways. You can create interactive matrices or
have matrices generated automatically during the calculation process. Matrices can basically be
selected via a number or via their properties, i.e. their attribute values. Both options have their
advantages and disadvantages that you should weigh against each other for your project.
The selection and use of matrices via properties provides a number of advantages:

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 5.1.2 Demand segments

You do not have to create matrices before using them. If output matrices with the defined
properties do not exist in the model, they are automatically generated during a procedure. If
they already exist, their matrix values are overwritten. On the other hand, you can use
matrices (e.g. skim matrices) in other procedures, although they are only generated during
the calculation process.
You can further perform analogous calculations for a number of matrices with the same func-
tion in the model, e.g. calculation of the total demand per demand segment based on the res-
ults of a demand calculation. The program, for example, iterates over all modes and sums up
matrices with certain properties if the ModeCode attribute of the matrices matches the code
of the mode being iterated over. In addition, you can use attribute values of network objects
that can be accessed by the target matrix through relations, e.g. a demand segment depend-
ent occupancy rate or a demand stratum dependent value of time.
Procedures using matrices can be defined in a universally valid form, so that extensions of
the model by a transport mode or a demand stratum only require slight or no adjustments at
all.
The transferability of procedure sequences to other models is simplified if matrices are
referred to via their properties, without using actual attribute values, e.g. when calculating util-
ity matrices for all demand strata of a demand model.
For the selection via properties (however not for the selection via matrix number), you need to
make sure that the matrices used are unique in terms of the combination of properties.
Example: Procedures for skim calculation create matrices that are uniquely defined through a
combination of Code, Demand segment and MatrixType. If you need time-interval based skims
for further processing and decide to calculate them, existing skims will lose their uniqueness. To
restore the uniqueness of existing skims, include the matrix attributes FromTime and/or ToTime
through properties into the matrix description.

5.1.2 Demand segments

A demand segment is a demand group or class, which is allocated in one step to a network,
because the demand is homogeneous to the group. Examples for a demand segment could be
pupils or commuters. The journey times from origin zones to destination zones are calculated per
demand segment (see "Demand segments" on page 94).
Demand segments are different from demand strata (see "Demand strata" on page 213). Demand
strata contain demand groups for the steps trip generation, trip distribution and mode choice of
the Standard 4- step model. Another important difference is that each demand segment is
assigned to exactly one mode (for example PrT or PuT).
The demand strata of a mode are generally aggregated to create demand segments. These
aggregated demand segments are then assigned to the network. Aggregation is possible since
the variables used to differentiate between the demand strata have no effect on the assignment.
Demand strata, for instance, are often distinguished by employment, e.g. employees with a car
and non-employees with a car. If the study area has no toll roads, the employee status plays no
role for route choice during the assignment. In other words: Everyone chooses the same route
between the origin and destination zone, irrespective of their income level. So demand strata can
be aggregated to a demand segment for assignment.

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 5.1.3 Time series

To calculate an assignment, the system needs to assign each demand segment exactly one mat-
rix (see "Matrices" on page 208) . For dynamic PrT assignments and all PuT assignments, a
demand time series must also be assigned to each demand segment (see "Time series" on
page 210). Visum establishes the link between demand and transport supply.

Notes: A possibly specified time series is ignored in the case of static PrT assignments.
A matrix can also be assigned to several demand segments. The same applies to time series.

5.1.3 Time series

The temporal distribution of trip demand over the evaluation period is described using a start time
and a demand time series. The demand time series is considered for PuT assignment and
dynamic PrT assignment. The demand distribution is ignored in the case of static PrT assign-
ments (see "Temporal distribution of travel demand" on page 78 and "Time reference of the
demand (time series)" on page 149).

Note: A time series can also be assigned to several demand segments.

There are two types of standard time series:

Time series of matrix numbers, i.e. selection of several matrices that form the time series.
proportional time series of one demand matrix
with distribution of travel demand in time intervals (in percent)
if required modified per pair of zone type relation

5.1.4 Demand models

Demand models are a particular kind of Visum demand objects to which the other demand objects
(person groups, activities, activity pairs and activity chains, demand strata, structural properties)
are assigned and which allow to define and store various calculation models for demand modeling
in Visum (see "Transport demand model" on page 76).
A demand model has the following attributes:

Attribute Description
Code Code (any string), for example EVA-P
(Key)
Name Name of the demand model, for example EVA-P model
Type Type of calculation model (standard 4-step, EVA passenger demand, tour-based or
ABM model)
Mode Abbreviation of the modes of the demand model
codes

5.1.5 Person groups

The population living in the planning area is broken down into so-called "behavior-homogenous"
groups. The traffic behavior of the different groups should be clearly different, but within the indi-
vidual groups it should be as homogenous as possible.

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 5.1.6 Activities, activity pairs, activity chains

This documentation uses examples in which the person groups are normally broken down accord-
ing to the criteria employment/education and motorization. The following table shows a division
into groups with homogenous behavior and their codes (Schmiedel 1984).

Employees with car available E+c

Employees without car E-c
Not-employed with car available NE+c
Not-employed without car NE-c
Apprentices Appren
Students 18 yrs and older Stud
Pupils from secondary school SPup
Primary school pupils PPup
Children under six Child

The demand object person group is described by the following attributes:

Attribute Description
Code (Key) Code (any string), for example Stud
Name Name of person group, for example students
DemandModelCode Abbreviation of the demand model the person group belongs to (any
string), e.g. DEFAULT

When using the Standard 4-step model, generally only one single person group is required, i.e.
there is a 1:1 relation between activity chain and demand stratum.

5.1.6 Activities, activity pairs, activity chains

The demand model is based on the assumption that trip purposes or external activities cause
mobility. The examples given in this manual use the activities listed in the table below. They are
derived from traffic surveys such as the MiD (Mobilität in Deutschland) (BMVBS 2010), whereby
the activity of education has been differentiated further.

Work W
Shopping O
Education: vocational school B
Education: university U
Education: secondary school S
Education: primary school G
Recreation R
Home H

The demand object activity is described by the following attributes:

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5.1.6 Activities, activity pairs, activity chains

Attribute Description
Code (Key) Code (any string), for example W
Name Name of the activity, for example housing
IsHomeActivity This Boolean attribute is true (= 1) if the activity is the starting point
and end point of an activity chain. This is typically the case for the
activity “Home“.
DemandModelCode Abbreviation of the demand model the activity belongs to (any
string), e.g. EVA-P.

Note: Activities are optional and can be defined interactively only for EVA and tour-based mod-
els. In case of Standard 4-step models one activity corresponds to exactly one activity pair.

An activity pair corresponds to the trip between two successive activities in the daily routine of a
person.
The demand object activity pair is described by the following attributes:

Attribute Description
Code (Key) Code (any string), for example HW
Name Name of the activity pair, for example home - work
DemandModelCode Abbreviation of the demand model the person group belongs to (any
string), for example DEFAULT.

The following attributes describing activity pairs are only relevant for EVA models.

Attribute Description
Origin activity code Code of the activity where the trip starts, for example H (home)
Destination activity Code of the activity where the trip ends, for example W (work)
code
OD type Direction of the activity pair in terms of the home activity
The following values are possible.
1 - Origin activity is home activity (for example home - work)
2 - Destination activity is home activity (for example shopping -
home)
3 – Neither origin nor destination activity are home activity (for
example others – others).
By default the value of the attribute is determined by the attribute
IsHomeActivity of origin and destination activity, but can also be
overridden manually. It has an influence on the calculation in trip gen-
eration and trip distribution (see "EVA trip generation" on page 237
and "EVA trip distribution and mode choice" on page 257).

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 5.1.7 Demand strata

An activity chain describes a sequence of typified activity pairs. For example, the chain home –
work – shopping – home (HWOH). Such a sequence of activity pairs implies trips, in this example
here three different trips (HW, WO, OH).
The following attributes describe the demand object activity chain.

Attribute Description
Code (Key) Code (any string), for example HWH
Name Name of the activity chain, for example home – work – home
Activity codes Comma-separated list of activity codes
DemandModelCode Abbreviation of the demand model the person group belongs to (any
string), for example DEFAULT.

In the tour-based demand model, the average mobility program of persons is described by activity
chains. The Standard 4-step model and the EVA model allow single-element activity chains only.
So an activity chain corresponds directly, i.e. 1:1, to the activity pair.

5.1.7 Demand strata

The demand stratum constitutes the basic demand object for calculating trip generation, trip dis-
tribution and mode choice. It links an activity chain with one or several person groups (in the tour-
based model with exactly one person group). The pointers to activity chains and person groups in
the Standard 4-step model are optional.
The correlations between the various demand objects can be display graphically as follows:

Illustration 54: Correlations between different demand objects

The demand object demand stratum has the following attributes.

Attribute Description
Code (Key) Code (any string), for example HWH Stud
ActChainCode Activity chain code (optional)

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5.1.7 Demand strata

Attribute Description
DemandGroupCodes Person group codes (optional)
Name Name of demand stratum, for example student-shopping or employ-
ee+car home-shopping-home
DemandModelCode Abbreviation of the demand model, for the respective demand
stratum, for example DEFAULT
Distribution matrix num- Number of demand matrix to which the result of the distribution for
ber this demand stratum is stored (optional)
Demand time series Number of demand time series for temporal distribution of demand
number (optional).

The following attributes describing demand strata are only relevant for EVA models.

Attribute Description
Origin structural prop- Origin of the structural property codes
erty codes
Destination structural Destination of the structural properties codes
property codes
Balancing Indicates the demand stratum (origin-destination type 3) in which bal-
ancing takes place
Quantity as potential This Boolean attribute describes whether the productions or attrac-
tions of the demand stratum impact as potentials in Trip dis-
tribution/Mode choice (=1) or only have to meet the constraints (=0).
Marginal totals type ori- Type of marginal totals of the constraint on origin or destination side
gin
Marginal totals type
destination

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 5.2 Demand modeling procedures

Attribute Description
Marginal totals min This Boolean attribute describes, whether the lower or upper limit of
factor origin constant the production and attraction is constant (=1) or zone-dependent
Constraints max factor (=0).
origin constant
Constraints min factor
destination constant
Marginal totals max
factor destination con-
stant
Constraints min factor Factor for the upper or lower limit of production or attraction.
origin
Constraints max factor
origin
Constraints min factor
destination
Constraints max factor
destination

5.2 Demand modeling procedures

Information on the demand within a planning area is required for the analysis of transportation net-
works. Demand matrices can only partially be created based on survey data. That is why math-
ematical models are used to reproduce real demand ratios, which calculate the traffic flows
between the zones of the planning area on the basis of the structure and behavior data, the spa-
tial utilization structure and the transport system. Another function of such a model is the provision
of prognoses and scenarios.
Visum currently offers the following procedures for demand modeling:
Standard 4-step model in two variants
EVA (passenger demand model)
Activity chain based model (tour-based model)
Activity-based model (ABM)
Tour-based freight model
There are also the following functions available to calculate the transportation demand:
Estimating gravitation parameters (KALIBRI)
Gravity model calculation
Using matrix references for demand calculation
Iterative repetition
Modeling Park + Ride trips

5.2.1 Standard 4-step model in two variants

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 5.2.2 4-step model with sequential calculation

The standard 4-step model generally includes the steps trip generation, trip distribution, mode
choice, and assignment. In Visum, two variants are offered that allow you to calculate a 4-step
model:
Fixed, sequential performance of the steps trip distribution and mode choice in separate pro-
cedures (4-step model with sequential calculation)
Flexible sequence of options, e.g. destination and mode choice in model structures (Nested
demand model)
The two variants have in common that both trip generation and assignment are carried out in sep-
arate steps, either before or after calculation of the demand matrices. To calculate the matrices,
you must define utilities. To do so, you need skims from assignments as well as other coefficients
and constants. The steps trip distribution, mode choice or calculation within the scope of nested
demand and assignment be repeated until a specified termination criterion is met. The condition
for termination can be determined through the change of demand matrices, of impedances in the
network or through a gap.
Using the procedure “Go to the procedure”, you can check whether the termination criterion is met
and control the repeated sequence of the loop (see "Go to procedure" on page 311).
For both variants, a demand model of the type standard 4-step must be defined in which the avail-
able modes and demand strata (if necessary obtained through combinations of person groups
and activity pairs) are specified.
Both variants differ in terms of the calculation of demand matrices.

Topics
4-step model with sequential calculation (overview of procedure)
A description of trip generation and the individual steps within sequential calculation can be found
in:
Trip generation
Trip distribution
Mode choice
Nested mode choice (Nested demand)
Time-of-day choice
For a description of the Nested demand model, see:
Nested demand model

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Demand 4-step example describes the structure
and use of the standard 4-step model for demand calculation.

5.2.2 4-step model with sequential calculation

The steps of the 4-step model performed according to prescribed sequential calculation are car-
ried out in the following sequence: trip generation, trip distribution, mode choice and assignment.

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 5.2.2 4-step model with sequential calculation

As Illustration 55 indicates, utility matrices are used for the model steps trip distribution and mode
choice. They are mainly calculated based on skim matrices from the assignment.

Illustration 55: Integrated 4-step model with sequential calculation in Visum

You can also improve convergence speed by averaging the demand matrices or impedances of
successive iterations within the loop. To do so, you can e.g. use the function Average determ-
ination according to MSA (see "Average determination using the Method of Successive Averages
(MSA)" on page 312).
As an extension of the conventional 4-step model, you can calculate mode choice in multiple
steps instead of in a single step (nested logit within the procedure nested demand). You can
optionally add a departure time after mode choice. The Illustration 56 illustrates the procedure in
such an extended demand model.

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 5.2.3 Nested demand model

Illustration 56: Extended 4-step model with sequential calculation

You normally carry out the procedures trip generation, trip distribution and mode choice for all
demand strata of the model. However, for special purposes you may perform them for individual
demand strata, as long as the required input attributes or matrices are known.
If necessary, additional operations on matrices may be fitted in between the individual stages, for
example in order to prepare skim matrices (e.g. setting the values on the matrix diagonal) or to
add externally predetermined demand data (e.g. through- traffic) (see "Displaying and editing
matrices" on page 313).

5.2.3 Nested demand model

The ‘Nested demand’ model is an extension of the standard 4-step model for demand calculation.
The calculation is based on a nested logit model, in which the destination choice (D), mode choice
(M) and choice of time of day (macro time period) (T) are arranged in random order within a model
structure. A model structure does not necessarily have to include all choices. The hierarchical
arrangement within the model structures reflects the responsiveness of persons of a demand
stratum to available alternatives. An example of a model structure is illustrated in Illustration 57,
which shows the choice of destination, time of day and mode from bottom to top. In addition, the
mode choice itself is nested at the top. The alternatives, on the lower level of mode choice, must
consist of modes defined in the demand model.

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 5.2.3 Nested demand model

Illustration 57: Example of a model structure with 4 levels (M-> M-> T-> D)
This procedure for demand calculation has the following characteristics:
It is a general procedure for demand calculation, which can include the choice of destination,
mode and time of day in any order. If the choice of destination is not part of the model struc-
ture, it is assumed that it has already taken place and the model is only needed for the sub-
sequent steps.
Model structures can be defined separately for each demand stratum.
The mode choice can be arbitrarily nested within itself.
Logsums are calculated and passed on in hierarchical order, from bottom level to top, and
can be output optionally for each level.
The procedure can be used to calculate the demand in absolute or incremental form. The
'absolute' form is an entirely new calculation of the demand. It is based on the productions
and attractions that must be calculated first through trip generation. The incremental form, on
the other hand, requires utility changes and a base demand to determine the resulting
changes in demand.
For demand strata, you can distinguish between singly or doubly-constrained when choosing
a destination. With a doubly-constrained destination choice, you may optionally allow mul-
tiple demand strata with the same destination potential (e.g. jobs) to use this potential jointly.
The demand calculation can either be performed for the outward and return trip or for one trip
only. In the first case, a 1 is entered in the result matrix for two paths: for the path from the ori-
gin zone to the destination zone and the path from the destination zone to the origin zone.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Demand Nested Logit example shows the
demand calculation based on a nested demand model. In addition, instructions for modeling
and designing the model are provided.

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 5.2.3.1 Absolute and incremental calculation

5.2.3.1 Absolute and incremental calculation

Illustration 58 depicts the calculations for the absolute and incremental form.

Illustration 58: Calculation for the absolute and incremental form

The triangles shown against a gray background represent model structures without specifically
naming the choice on the levels. The calculation is generally performed as depicted by the
colored arrows:
In both cases – absolute and incremental – the logsums are calculated in hierarchical order
(starting at the bottom) and then passed on to the next level until the top is reached. With the
absolute form, you need to enter utilities for the lowest leaf node of the model structure. With
the incremental form, you require the utilities of the base case as well as of a scenario in
order to determine utility changes for the calculation of logsums. Please note: The values of
the utilities must be smaller than or equal to zero if you use the Nested demand gap cal-
culation procedure.
To recalculate the demand (absolute form) with destination choice, you need productions
and attractions (P+A), which are entries on the level of destination choice. By default, these
values are expected in the zone attributes productions (<DStrCode>) and attractions
(<DStrCode>). Only with coupling across demand strata, i.e. when multiple demand strata
use the same destination potential, do you have to save the values to a user-defined zone
attribute.
To recalculate the demand (absolute form) without destination choice within the Nested
demand procedure, e.g. during a solely nested mode choice, you must specify input
matrices, i.e. it is assumed that a destination choice has already been computed.
With incremental calculation, demand shares of the base demand are calculated in hier-
archical order, starting at the bottom of the leaf nodes, and are then aggregated accordingly
to the top level. Matrices are always required as base demand at the leaf nodes.

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 5.2.3.1 Absolute and incremental calculation

Calculation for the absolute model form

In the following, we will take a look at the model structure in the form of a decision tree with nodes.
Each node has one or multiple child nodes that represent the alternatives. The calculation is car-
ried out individually for each origin zone.
Let node N be a node with a number of child nodes N1,…,NJ. At node N there are a scaling factor
λ and an alternative-specific constant ASC The ultility of the child nodes N shall be .
N N j
If a mode or time of day choice takes place at node N (i.e. the child nodes N 1 ,…,N J are either
mode nodes, nest mode nodes or time of day nodes), then the utility of node N is determined by:

If the choice type at node N is destination choice (i.e. the alternatives at the child nodes N1,…,NJ
are the destination zones), then the utility of node N is given by:

Aj is the destination potential of zone j.

When calculating demand, a distinction is also made according to the type of choice. Let TN be the
demand at node N. If the choice type at node N is mode choice or time-of-day choice, then the
demand at child node N is given by:
j

If the choice type at node N is destination choice, then the demand at child node Nj is given by:

Calculation for the incremental model form

At the lowest level of the leaf nodes, instead of the the utility U(Scenario), incremental calculation
uses the the utility difference ∆U = U(Scenario) - U(Base) between the scenario and base case. In
the first step, the utility differences are calculated upwards from the lowest level. The utility dif-
ference of the child nodes N is .
j

The demand at the child nodes N in the base case is . The demand at node N in the base
j
case is and the share of demand in the base case shall be .
Then the utility difference of node N is given by:

.
In the second step, the demand is calculated from top to bottom in the tree. Suppose there is a
demand of T at node N. This results in a demand at child node N given by:
N j

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 5.2.3.2 Singly or doubly-constrained destination choice

5.2.3.2 Singly or doubly-constrained destination choice

Illustration 59 illustrates the difference between singly and doubly-constrained destination choice
for demand calculation (absolute form). For a clearer representation, the figure shows the des-
tination choice at a medium level. You can still define options in any desired sequence.

Illustration 59: Calculation for singly and doubly-constrained destination choice

With a doubly- constrained destination choice, the aim is that a given destination potential is
exhausted by the arriving demand at a zone. An iterative approach is used for this. The iterations
run through the levels between destination choice and top level. Subsequent to demand cal-
culation at the destination choice level, the termination criterion - defined through a tolerance
value - is checked. If the condition is not met and the maximum number of iterations is not
reached, the balancing factors are updated and the loop is run again.
Specifically this means in the absolute calculation that after the distribution of demand for each
destination zone j, the sum of the demand arriving there, Tj is formed. Furthermore, be T the total

demand and .

The aim is that T = Ã . To this end, A is replaced by This means that A is multiplied by the
j
demand that should j
arrive in the zone, j divided by the demand that does arrive.j With the new val-
ues for the destination potential A j , the utilities are again calculated upwards in the decision tree
and then demand is distributed downwards to the destination choice level. The iterations end

when is less than the tolerance or the maximum number of iterations has been
reached. The demand is then distributed further down the decision tree.

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 5.2.3.3 Trip form in combination with time of day choice

The incremental calculation works in a similar way, except that the Aj are correction factors that all
have the value 1 in the first iteration. These correction factors work with the aim of achieving the
demand shares of the base case demand arriving at the zone.
If the destination potential is used by multiple demand strata, the balancing factors Aj are determ-
ined across the model structures of the demand strata. This option is available in both model
forms. Illustration 60 outlines this by showing two demand strata of employed persons with and
without cars for absolute model calculation.

Illustration 60: Destination potential over several demand strata (absolute calculation)

5.2.3.3 Trip form in combination with time of day choice

For calculation purposes, two types of trip form are distinguished:
outward and return trip (PA)
path (OD)
Accordingly, the matrix entry 1 for PA equals two trips in the results matrix - one from the origin
zone to the destination zone and one for the trip back to the origin zone.
In a calculation with the trip form OD, the matrix entry corresponds to the number of paths.
A special case arises when both the outward and return path are considered and you can choose
a time of day in the model structure. The outward and return path can be taken during different
times of day, i.e. the number of possible alternatives actually consists of different time pairs. It is
assumed that the return path is taken during the same or a later time of day than the outward path.
You thus have to take the sequence into account when defining the time of day. Table 42 shows
possible alternatives when specifying three times of day.

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 5.2.3.4 Alternative-specific constants (ASC)

Return path
Outward path AM IP PM
AM X X X
IP - X X
PM - - X

Table 42: Examples of possible alternatives (x) with three given times of day, in the sequence
AM, IP, PM
Utilities are always specified per time of day. The utilities of an alternative with a time-of-day pair
are calculated based on the input data while the procedure is executed. In this case, the utilities
result from the utilities of the time of day of the outward path, plus the transposed utility of the time
of day of the return path.
Example OD vs PA:
If we accept the model structure of Illustration 57, with three alternatives for each mode choice
and time of day choice, nine utility matrices (3 modes*3 times of day) are required for recal-
culation of the demand (“absolute”). As a result, nine demand matrices are calculated for single
path trips. When both the outward and return path (trip form PA) are into account, the number of
demand matrices increases to 18 (3 modes*6 time of day combinations), as there are six possible
combinations of time-of-day pairs.

5.2.3.4 Alternative-specific constants (ASC)

Alternative-specific constants are optional and can only be entered for the absolute calculation.
They consist of utility components that can be entered at the nodes of the model structure - with
the exception of at the lowest and the highest level - and can be included in the logsums, e.g.

.
Above the destination choice level, alternative-specific constants are vectors and therefore must
be specified as zone attributes. From the destination choice level and below, they must be defined
and entered as matrices. If the model structure does not include a destination choice level, then it
is assumed that the destination choice has already been calculated. This means that alternative-
specific constants must be specified as matrices.

5.2.3.5 Scaling parameters (λ)

The scaling parameters (λ) must be defined as alternative-specific constants at the nodes of the
model structure. They must become greater from top to bottom within the model structure, i.e. at a
node N, the scaling parameter must be at least as great as the scaling parameter of the overlying
node in the model structure., i. e. for λ at the parent node the following applies:

Applied to the persons' choice decisions, this means that decisions at nodes further down the
decision tree are more sensitive than decisions at nodes further up the decision tree.
On the levels with nodes for destination choice, you can only specify one scaling parameter. In
this case, you cannot define scaling parameters per alternative (destination zone).

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 5.2.3.6 Conversion of WebTAG to Visum

5.2.3.6 Conversion of WebTAG to Visum

This section describes how to convert the formulation used in WebTAG (Department for Trans-
port 2017) for use in a Visum model. To simplify the description, we will be looking at an absolute
model form, a model structure without time-of-day choice and only two levels: the mode choice
with the alternatives car and PT on the upper level and the destination choice on the lower level.

The following indices are used:

Origin zone of the trip: i
Destination zone of the trip: j with the alternatives k
Modes m with the alternatives r
The following quantities are also used:
Generalized cost (negative utility at the leaf nodes of the decision tree): G
Composite utility (utility at the nodes above the leaf nodes of the decision tree): U
Trips: T
Attraction factors: Aj in Visum and Bj in WebTAG
Finally, there are the following scaling parameters:

Distribution parameter:
Mode choice parameter: in Visum and in WebTag
In Visum, scaling parameters are used for all nodes except the leaf nodes, i.e. at the root node
there are for mode choice and at the destination choice nodes and .
The following section describes the Visum formulation:

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5.2.3.6 Conversion of WebTAG to Visum

For utility Uim (mϵ{car,PT}) this results in:

For the demand Tim (mϵ{car,PT}) this results in:

And at the lowest level:

The following shows the same model structure with the formulation used in WebTAG.

In WebTAG, and are also on the level of destination choice. At the level of
mode choice, however, there is . In general, this results in

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 5.2.3.6 Conversion of WebTAG to Visum

, i.e. the quotient of λ of the same level and λ of the level below. The problem is that in
the WebTAG formulation there are two different λ on the lower level, which should lead to two dif-
ferent θ.
According to the WebTAG formulation, the utility is calculated based on Uim (mϵ{car,PT}):

.
According to WebTAG, for demand Tim (mϵ{car,PT}) this results in:

And at the bottom level:

There are two ways to model the WebTAG formulation in Visum. In both cases, Aj = Bj can be set.
In addition, the same λ are needed on the bottom level.

One option is to set .

If at the level of the leaf nodes the utility is defined by

then the result is:

As a result, the Visum formulas are converted into WebTAG formulas.

An alternative would be to set λ on the top level to 1, i.e.:

In addition, you set:

As a result, the Visum formulas are converted into WebTAG formulas.

The same way, model structures with time of day choice can be converted from WebTAG into the
Visum formulation. We assume the following model structure to this end:

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 5.2.3.7 Nested demand gap calculation

In the WebTAG formulation, there is λ on the level of destination choice, namely:

λdest,car,AM, λdest,car,PM, λdest,PT,PM, λdest,PT,PM, θ on the level of time-of-day choice, θtime,car and/or
θtime,PT and θmode on the top level of mode choice.
For conversion to Visum, Aj = Bj must be set here as well. As described for the previous structure,
there are several ways to convert the WebTAG formulation into Visum formulas. The most direct
and simplest form is as follows:

It can also be shown for this model structure that the WebTAG formulas can be converted into the
Visum formulation.
The model structures listed here are examples. In principle, this is how all WebTAG model for-
mulations can be converted into Visum.

5.2.3.7 Nested demand gap calculation

For gap calculation, inputs are used that are defined in a Nested demand procedure. You need to
define a reference to such a procedure. The cost-weighed relative deviation of current demand
from the demand of the last iteration is calculated.

where:

Tnew Demand of current iteration

Told Demand of last iteration

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 5.2.4 Trip generation

Ua Utility of alternative
a Index of all demand strata and alternatives (modes, time-of-day choice, des-
tination zones)

A prerequisite for gap calculation is that the values of utilities in the Nested demand procedure are
smaller than or equal to zero.

5.2.4 Trip generation

Trip generation is calculated for both variants of the standard 4-step model in a separate pro-
cedure (see "Standard 4-step model in two variants" on page 215). In that stage for each zone
and each demand stratum the production and attraction rates are calculated. These parameters
are also called productions and attractions. The productions either correspond to the actual origin
traffic of the zone i.e. the number of trips starting there, or the attractiveness of the zone for the
demand stratum, meaning they have an influence on the probability of trips starting in that zone
with the next Trip distribution procedure. Which of the two cases applies can be determined by a
procedure parameter of Trip distribution. The same holds for destination traffic.
The productions of a demand stratum in a zone depend on its structural or demographical indic-
ators describing the intensity of the production activity. For the production activity “Home” the num-
ber of inhabitants of a zone, if necessary, disaggregated into age, income and/or car availability
can be used. For the production activity “Work” the number of jobs may be appropriate, perhaps
broken down into different sectors. For such skims user-defined zone attributes are the best. First,
production Qi of zone i is calculated with the help of a formula,

whereby SGg is summed up across all structural properties. SGg(i) designates the value of SGg in
zone i. The coefficient αg is a production rate which describes how many trips per structural prop-
erty unit occur. They specify the production rates per demand stratum and zone attribute used.
The same calculation is performed for the attraction Zj.
In most applications the total production of a demand stratum (added up over all zones) cor-
responds to the total attraction.

If equality has not already been the outcome of the attributes and production rates used, it can be
set by means of a procedure parameter whether all productions and attractions have to be scaled
so that their totals are equal. As reference values you can predetermine total productions, total
attractions or the minimum, maximum or mean value of both parameters.
You can limit calculation to the active zones. This might be useful in cases where the network
model covers both the actual planning area and its surrounding sub network cordon zones. If you
only want to calculate planning area-internal trips by means of the demand model, first of all
define a filter for the zones of the planning area only. Proceed in a similar way if the production
rates are not uniform for all zones. Break the zones down into groups of homogeneous production

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 5.2.5 Trip distribution

rates and insert the operation trip generation for each of the groups into the process. Prior to each
such operation set a filter for the zones of that group (operation Read filter (see User Manual:
Chpt. 17.7.5.2, page 1143)) and calculate trip generation only for the respective active zones.
For each zone the results of trip generation are stored per demand stratum in the zone attributes
productions and attractions.

5.2.5 Trip distribution

The trip distribution procedure is part of the 4-step model with sequential calculation of the steps.
The productions and attractions calculated in the trip generation procedure only determine the
constraints of the total demand matrix of a demand stratum. The elements of the matrix them-
selves are calculated in the trip distribution procedure. On the one hand, the allocation of a certain
destination zone to a given origin zone is based on its attractiveness for the demand stratum
(measured by its destination demand = attractions), on the other hand the impedance of the trip
from origin to destination zone is vital (measured by the skim matrices for journey time, fares and
other elements of generalized costs).
These input data being available, a gravity model is formulated and solved (see "Gravity model
calculation" on page 302).

Notes:
Origin and destination traffic of the individual zones have to be available per demand
stratum as zone attributes productions and attractions.
To each demand stratum for which Trip distribution is to be calculated a demand matrix
has to be allocated into which the results are stored.
The parameters for the gravity model can be estimated beforehand (see "Estimating grav-
itation parameters (KALIBRI)" on page 301).

5.2.6 Mode choice

The mode choice procedure is part of the 4-step model with sequential calculation of the steps.
The single-step mode choice breaks down the total demand (total demand matrix) into the indi-
vidual transport modes per demand stratum (for example PrT, PuT) based on mode- specific
impedance skims (for journey time, costs, etc.).
First of all for each mode m the utility is calculated as a linear combination of the impedance para-
meters.

where

cijmg The impedance of the cost type g for the trip from zone i to zone j by mode m.

The respective shares of the trips of each relation result from the utilities of the different modes.
Hereby, you can choose between several distribution functions (see "Gravity model calculation"
on page 302). As an example see below the calculation for the Logit model.

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 5.2.7 Nested mode choice (Nested demand)

whereby Tij is the total number of trips of the demand stratum in the relation i-j, Tijm is the number
of trips made by mode m and c is a procedure parameter.
There are two types of demand strata.
Those referring directly to a demand matrix allocated to one single demand segment or sev-
eral demand segments
Those whose demand matrix is not related to any demand segment
No mode choice will be calculated for demand strata referring directly to a matrix with demand
segment(s).
For demand strata whose demand matrix is not related to any demand segment it is determined
per mode to which demand matrix the demand allocated to that mode has to be added in mode
choice.

5.2.7 Nested mode choice (Nested demand)

Nested mode choice can be defined in a Nested demand procedure. It thus represents one step
of the 4- step model with sequential calculation. The total demand (total demand matrix) per
demand stratum is distributed to the transport modes defined in the network (for example car PrT,
bus PuT), using mode-specific utilities (Illustration 61).

Illustration 61: Modeling based on model structure in Nested demand procedure decision tree
In the Nested demand procedure, the decision tree illustrated in Illustration 61 is defined through
a model structure with the choice level mode choice. The modes at the leaf node must correspond
to the modes defined in the demand model.

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 5.2.8 Time-of-day choice

Leaf node utility can be specified through a formula of skims, demand stratum-specific para-
meters and constants. Nest node utility is computed during calculation of the Nested demand
model (see "Nested demand model" on page 218).
As a result, the procedure calculates a demand matrix for each leaf node and - optionally - for
each nest node as well. The logsums calculated per nested node can be optionally saved to a
skim matrix and used later for evaluations.

5.2.8 Time-of-day choice

By trip distribution or mode choice, demand matrices can be calculated which are used by
demand segments for assignments (see "Trip distribution" on page 230 and "Mode choice" on
page 230). In addition to the demand matrix further entries may be required for an assignment. A
demand segment can refer to a time series for an analysis time interval dependent assignment.
With operation Time-of-Day Choice, a demand matrix of a demand segment can be spread over
the time intervals of a standard time series. This standard time series can then be used as
demand time series in PuT assignments or in the dynamic PrT assignments.

5.2.9 EVA (passenger demand model)

The EVA model developed by Lohse at Dresden Technical University constitutes an alternative
approach to the first three stages of the classical traffic planning model (Lohse 1997). The model
differs from the above-described Standard 4-step model (see "Standard 4-step model in two vari-
ants" on page 215) by the following features.
If trip generation and trip distribution are calculated independently, i.e. one after the other and
above all separately for each activity pair as in the Standard 4-step model, it often happens
that differences occur between the origin and destination traffic of the zones. The EVA model
links generation and distribution by an explicit constraints step to make up for the differences.
In the EVA model trip distribution and mode choice are performed simultaneously, i.e. by
applying a one-stage discrete choice model to three-dimensional utility matrices indexed
according to origin zone, destination zone and mode.

5.2.9.1 EVA data model

The data model for EVA also comprises demand object types (see "Demand objects" on
page 207) relevant for other models, such as the additional demand object type structural prop-
erty. Compared to the standard-4-stage model, these demand objects have some additional attrib-
utes in the EVA model. These attributes have an effect on EVA trip generation (see "EVA trip
generation" on page 237).

Activities and activity pairs

In the EVA model activities and activity pairs have the following additional attributes.

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 5.2.9.1 EVA data model

Type of Attribute and Meaning

demand range of values
object
Activity IsHomeActivity The value of 1 specifies the activity representing the road user’s
bool (0,1) home. Just one activity can be specified as such. The attribute
influences the default setting of the OrigDestType attribute for the
type of demand object of Activity pair.
Activity OD type 1 = Origin activity is home activity
pairs {1, 2, 3} 2 = Destination activity is home activity
3 = neither origin nor destination activity are home activity
Activity Joint coupling Consideration of coupling across demand strata under con-
pair of demand straints
strata Calculate separately: The constraints apply per demand
stratum
Origin together for all demand strata: The constraints apply to
all demand strata on the origin side of this activity pair
Destination together for all demand strata: The constraints
apply to all demand strata on the destination side of this activity
pair
Joint double binding: The constraints apply to all demand
strata on both the origin and destination side of this activity pair

Table 43: Demand object types in the EVA demand model

Structural properties
Structural properties are used to measure the zone attractiveness as origin or destination of a jour-
ney. They, for example, include sales floor areas or the number of school places. Structural prop-
erties are very simple demand objects, their only attributes are a code and a name. Instead, you
could also use user-defined zone attributes. However, defined as structural properties, they better
reflect their role in the demand model.
To each structural property SP defined in the demand model the numerical zone attribute
ValueStructuralProp(SP) in which the values of the structural property per zone can be filed is
created automatically.

Demand strata
Demand strata, too, have several additional properties, particularly in connection with their con-
straints. Moreover, demand strata refer to an activity pair having an origin-destination type. Since
that type determines the treatment of the demand strata in the different operations and therefore
is referred to frequently, it is called the origin-destination type of the demand stratum itself below.

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5.2.9.1 EVA data model

Attribute Meaning and range of values

Origin struc- Parameters specifying the structural potential of the demand stratum on the ori-
tural property gin side.
codes Range: set of structural properties
Destination Parameters specifying the structural potential of the demand stratum on the
structural destination side.
property Range: set of structural properties
codes
Balancing Value 1 specifies the demand stratum in which the differences between total
(Balancing on origin and destination traffic are absorbed during balancing. Just one demand
the user inter- stratum can be marked as such, it has to be of origin-destination type 3.
face) Range: bool (0, 1)
Quantity as 1 = productions or attractions also define the structural potential (attract-
potential iveness) of the zone for the demand stratum.
0 = productions or attractions have to be kept as constraint during Trip dis-
tribution, but do not reflect any attractiveness. Instead all zones show the
same structural potential.
Range: bool (0, 1)
Marginal Type of constraint on origin side. For origin-destination type 1 it is always hard,
totals type ori- in all other cases variable.
gin Range: {hard, weak, elastic, open}
(Constraint
Orig. on the
user interface)
Marginal Type of constraint on destination side. For origin-destination type 1 it is always
totals type hard, in all other cases variable.
destination Range: {hard, weak, elastic, open}
(Constraint
Dest on the
user interface)
Marginal 1 = ConstraintMinFactorOrig is constant, i.e. zone-independent. The value of
totals min the ConstraintMinFactorOrig attribute of the demand stratum is applicable.
factor origin Select this option if the factor for the lower limit of the productions is equal for
constant all zones.
(CF OMin Con- 0 = ConstraintMinFactorOrig is zone-dependent. The value of the Con-
stant on the straintMinFactorOrig(DStr) zone attribute is applicable. This option makes
user interface) sense if you want to use the individual lower limits.
This attribute can only be edited if the factor has not been determined by the
selected type of constraint.
Range: bool (0, 1)

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 5.2.9.1 EVA data model

Attribute Meaning and range of values

Constraints As above for the upper limit on origin side
max factor ori- Range: bool (0, 1)
gin constant
(CF OMax con-
stant on the
user interface)
Constraints As above for the lower limit on destination side
min factor des- Range: bool (0, 1)
tination con-
stant
(CF DMin con-
stant on the
user interface)
Marginal As above for the upper limit on destination side
totals max Range: bool (0, 1)
factor des-
tination con-
stant
(CF DMax con-
stant on the
user interface)
Constraints Factor for the lower limit of the productions if Con-
min factor ori- straintMinFactorOrigConstant = 1
gin This attribute can only be edited if the factor has not been determined by the
(CF OMin on selected type of constraint.
the user inter- Range: floating point number ≥ 0
face)
Constraints As above for the upper limit on origin side
max factor ori- Range: floating point number ≥ 0
gin
(CF OMax on
the user inter-
face)

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5.2.9.1 EVA data model

Attribute Meaning and range of values

Constraints As above for the lower limit on destination side
min factor des- Range: floating point number ≥ 0
tination
(CF DMin on
the user inter-
face)
Constraints As above for the upper limit on destination side
max factor Range: floating point number ≥ 0
destination
(CF DMax on
the user inter-
face)

Table 44: Properties of the demand strata in the EVA demand model

Zones
Due to the definition of the objects of the demand model several zone attributes are created.

Attribute Subattribute Meaning and range of values

Balance Demand Weighting of demand stratum productions
factor pro- stratum This value can be included in and recalculated during trip dis-
duction tribution.
Balance Demand Weighting of demand stratum attractions
factor attrac- stratum This value can be included in and recalculated during trip dis-
tion tribution.
Constraints Demand Factor for the lower limit of the productions if Con-
min factor stratum straintMinFactorOrigConstant = 0
origin This attribute can only be edited if the factor has not been determ-
ined by the selected type of constraint.
Range: floating point number ≥ 0
Constraints Demand As above for the upper limit on origin side
max factor stratum Range: floating point number ≥ 0
origin
Constraints Demand As above for the lower limit on destination side
min factor stratum Range: floating point number ≥ 0
destination
Constraints Demand As above for the upper limit on destination side
max factor stratum Range: floating point number ≥ 0
destination
Number of Person group Number of inhabitants of the person group in zone
persons Range: integer ≥ 0

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 5.2.9.2 EVA trip generation

Attribute Subattribute Meaning and range of values

Structural Structural Value taken by the structural property in zone
property property Range: floating point number ≥ 0
value
Mobility rate Demand Specific traffic demand of a person group for the demand
stratum stratum. Only effective if MobilityRateConstant(DStr) = 0 in the
Person group procedure parameters of EVA trip generation.
Range: floating point number ≥ 0
Production Demand Production rate of structural property for the demand stratum on
rate stratum origin side. Only effective if ProductionRateConstant(DStr) = 0
Structural in the procedure parameters of EVA trip generation.
property Range: floating point number ≥ 0
Attraction Demand As above for destination side
rate stratum Range: floating point number ≥ 0
Structural
property
Study area Demand Remaining share of home trips of the person group for the
factor home stratum demand stratum. Only effective if StudyAreaFact-
Person group orHomeConstant(DStr) = 0 in the procedure parameters of EVA
trip generation.
Range: floating point number ≥ 0
Study area Demand Effective share of the structural property for the demand stratum
factor origin stratum (on origin side). Only effective if StudyAreaFactor Pro-
Structural ductionConstant(DStr) = 0 in the procedure parameters of EVA
property trip generation.
Range: floating point number ≥ 0
Study area Demand As above for destination side
factor des- stratum Range: floating point number ≥ 0
tination Structural
property

Table 45: Zone attributes for the EVA demand model

5.2.9.2 EVA trip generation

In the EVA model and Standard 4-step model, productions and attractions are calculated sim-
ilarly, namely based on demographic (number of inhabitants) and structural (jobs, size of retail
sales floor…) parameters as well as on mobility rates (taken from statistical surveys on traffic
behavior). It is performed separately for each demand stratum, which means for each activity pair
and its major person groups.
In EVA trip generation productions and attractions normally refer to a closed time interval with
regard to traffic (generally the average working day). The following model stages, EVA Weighting
and EVA Trip distribution and Mode choice, too, refer to the overall period. The demand matrices
available at the end of the model chain only can be combined with an empirically determined or

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5.2.9.2 EVA trip generation

standardized daily time series (Illustration 62) to get the shares of demand for the individual times
of the day. The daily time series depend on the demand stratum.

Illustration 62: Daily time series for origin-destination groups of HW and WH (SrV 1987 Dresden)
The following table shows the allocation of activities, activity pairs, structural properties and per-
son groups on demand strata. Thereby the abbreviations used stand for the following: H: Home;
W: Work; C: Child care facility, S: School; F: Shift; P: Shopping; R: Recreation; O: Others.

From/To H W C S F P R O
H HW HC HS HF HP HR HO
W WH WO
C CH
S SH
F FH
P PH
R RH
O OH OW OO

Table 46: Typical break-down of a demand stratum into 8 activities and 17 demand strata = activ-
ity pairs

Demand stratum Structural property (S) / Person group (P) of source zone i
HW P Employees
HC P Young children
HS P Pupils, apprentices, students
HF P Employees
HP P Inhabitants
HR P Inhabitants
HO P Inhabitants

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 5.2.9.2 EVA trip generation

Demand stratum Structural property (S) / Person group (P) of source zone i
WO S Jobs
WH S Jobs
CH S Jobs / capacity
SH S Jobs / capacity
FH S Jobs
PH S Jobs / sales floor
RH O Jobs / capacity
OH S Other jobs
OW S Other jobs
OO S Other jobs

DStr Structural property (S) / Person group (P) of destination zone j

HW S Jobs
HC S Jobs / capacity
HS S Jobs / capacity
HF S Jobs
HP S Jobs / sales floor
HR S Jobs / capacity
HO S Other jobs
WO S Other jobs
WH P Employees
CH P Young children
SH P Pupils, apprentices, students
FH P Employees
PH P Inhabitants
RH P Inhabitants
OH P Inhabitants
OW S Jobs
OO S Other jobs

Table 47: Examples of relevant structural properties and person groups of the demand strata
Thus, for the demand strata HW and WH only the Employees person group (which could be
broken down into further subgroups) is relevant, whereas for the demand strata HO and OH gen-
erally all person groups are relevant. The number of persons of all person groups in each zone
make up an important part of input attributes for the trip generation of a certain demand stratum.
Further structural properties measure the intensity of the activities at the origin or destination. An
example of the allocation of certain structural properties to individual demand strata is illustrated
in Table 47.

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5.2.9.2 EVA trip generation

The person groups specified here can be broken down into further subgroups according to other
features (car availability, age) and used for trip generation.
For each demand stratum and each relevant person group, mobility rates have to be defined. The
mobility rate of a person group is defined as the average number of trips per day and person.

In most cases, the MR pc values are known from national surveys on traffic behavior and are
assumed to be constant for all zones of the study area. If the individual zones feature different spe-
cific traffic demands, for example distinguishing between urban and rural areas, they can be used,
too. Then MRepc specifies the particular demand of the person group or reference person group p
in zone e (in a certain demand stratum c).
Analogously production rates − defined as the number of trips per day and structural property −
are determined for the major structural properties like number of jobs, sales floor, etc. To do so
empirical studies or available historical values can be referred to. Here, too, a differentiation
according to zones is possible. The structural potential of the zone results from the value of the
structural property and the related production rate.
A certain number of trips of the total production of a zone remains within the study area only, the
rest targets destinations outside. The same holds for destination traffic. Since the EVA Model usu-
ally serves the calculation of study area-internal traffic (incoming and outgoing traffic as well as
through-traffic are often added by other sources), the share of trips of the total origin (or des-
tination) traffic made within the study area can be determined for all origin (or destination) zones.
Example: The origin traffic of the demand stratum of Home-Work (HW) results from the number of
persons of the person group of Employees (EP) and the mobility rate MREP,HW. In a zone R on the
edge of a study area, however, part of the employees will commute to destination zones outside
the study area. It is not available for a later trip distribution and mode choice. In that case, the
study area factor U R,EP,HW is below 1, conveying that only that share of trips remains within the
study area. For a zone Z in the center, however, all trips of the demand stratum lie within the study
area. Therefore the following applies: UZ,EP,HW = 1. Study area factors do not only depend on the
zone but also on the demand stratum and the person group. It is more probable that employees
with car (E+c) commute over great distances – and therefore to destinations outside the study
area than those without car (E-c). If you differentiate these two person groups in the model, then
would typically be UR,E-c,HW > UR,E+c,HW. And in analogy hereto would be UR,Child,HC > UR,E+c,HW,
because child care facilities are rather found in the proximity of homes than jobs.
As the mobility rate of a person group the production rate of a structural property, too, can have
partial impacts in the study area only. So, for example, the structural potential of the demand
stratum HW is determined by the number of jobs (structural property J) and the related production
rate. On the edge of the study area part of the jobs are taken by employees living outside the
study area. Therefore, these jobs are not available as potential destinations of HW trips of the
study area. Therefore, in that case, too, the total structural potential is multiplied by a study area
factor VR,J,HWA < 1.
You can limit calculation to the active zones. This allows you to e.g. exclude cordon zones from
the calculation.

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In the trip generation stage (Table 48, Table 49 and Table 50) from the structural data and values
mentioned for all demand strata c, the productions Qic and attractions Zjc or the upper limits Qicmax
and Zjcmax of these demands are calculated.
The approach depends on the origin-destination type of the activity pair of the demand stratum. It
specifies whether the activity pair affects the home activity of the road user as origin or des-
tination. Three types are possible.
Type 1: origin activity = home activity (own apartment, own work)
Type 2: destination activity = home activity (own apartment, own work)
Type 3: origin and destination activity ≠ home activity
The calculation specifications can be taken from Table 48, Table 49 and Table 50. For the types 1
and 2 calculation starts with the home trips (of number of persons, mobility rate, study area factor)
which independently from the travel direction always occur in the origin zone. For type 1 the num-
ber of trips corresponds exactly to the production, for type 2 to the attraction of the respective
zone. For type 1 the total production (of all zones) is distributed onto the destination zones, in pro-
portion to their potentials (taken from structural properties, production rates and study area
factors). Type 2 is treated equally. The total attraction is distributed proportionally to the potentials
onto the origin zones. For type 3 total volume is equally calculated on the basis of the total home
trips. However, the sizes of the road users’ origin zones are relevant, which do not have to cor-
respond with origin or destination of the trip. Proportionally to the potential the total volume is then
distributed onto the origin zones on the one hand and onto the destination zones on the other
hand.
The productions and/or attractions so calculated can have various meanings.
Hard constraints
Traffic demand solely results from the spatial structure and has to be fully exhausted by the
trips calculated in the model.
Example: if the number of employed inhabitants and jobs per zone is known, hard constraints
will be applicable to the demand stratum Home – Work (HW), since every employed person
necessarily has to commute to work and each job has to be destination of commutation.
Weak constraints
Traffic demand does not only depend on the spatial structure but also on the convenience of
the location and the resulting “competitive conditions“. In these cases traffic demands resulting
from trip generation are like upper limits. Only trip distribution and mode choice will determine
the extent to which the limits will be exhausted by the actual origin and/or destination traffic
determined.
The structural potential of the destination zone for the demand stratum Home – Shopping (HP)
is usually calculated based on the structural property of sales floor and a production rate for
example. It is conceivable that there may be overabundance of sales floor so that the shopping
facilities are not used to their full potential. Therefore, the attraction calculated by trip gen-
eration from the potential only constitutes an upper limit for real destination traffic. Therefore,
the constraint is hard on the destination side, whereas weak on the origin side, because each
road user has to shop (somewhere).
Elastic constraints

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Elastic constraints are a generalization of weak constraints. Additionally to upper limits lower
limits are equally known, for the demand stratum Home - Shopping (HP), for example, from
sales statistics. In this case, the structural potential of the sales floor determines an interval for
the attraction of the respective zone.
Open constraints
The potential of the structure properties merely expresses the attractiveness of the zone as an
origin or destination of the demand stratum. However, the production or attraction is not linked
to a constraint condition.
The attractiveness of some destinations in recreational traffic can even be measured by
means of their attributes if capacity impacts do not play a role. For example, the structural
potential of a nearby recreational area can be determined by its forest. During trip distribution
this attractiveness is to impact as potential of the destination zone, but no constraints are
linked herewith because there is neither a minimum number of persons seeking recreation nor
do visitors go to other places, because the "capacity" of the forest is fully exhausted.
The scope of the constraints is defined by selecting the corresponding activity pair attribute
Couple DStrata together:
calculate separately
The constraints are met on the origin and destination side for each demand stratum.
couple jointly on origin side
The constraints are met on the origin side for all demand strata with this pair of activities.
couple jointly on destination side
The constraints are met on the destination side for all demand strata with this pair of activities.
couple jointly on both sides
The constraints are met on the origin and destination side for all demand strata with this pair
of activities.
The constraints are loosened by binding them across demand strata. Imagine the following
example: There are two groups of people. One of them mainly uses cars, the other mainly uses
public transport. Plus there are two origins and two destinations as well as a single activity pair
"home - work" of the origin-destination type 1 with strict constraints on the destination side. One of
the two destinations is easily accessible by car, the other by public transport.
If destination binding is used without coupling together, both destinations are approached equally
by both groups of people, although one would expect the destination choice to be based on reach-
ability via the preferred means of transport.
This is precisely what happens when you couple jointly on the destination side: people of the pub-
lic transport group will preferably head for the destination that is easily reachable by public trans-
port, while people of the passenger car group will preferably head for the other destination.

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 5.2.9.2 EVA trip generation

Illustration 63: Result of destination-bound coupling of constraints

Zone "Work A" with good public transport connections was mainly visited by public transport
affine persons, while zone "Work B" was mainly visited by car affine persons. Overall, the des-
tination side constraints (100 paths per zone) were met.
Note: If you want to validate the data, note that the specified constraints per zone are not ful-
filled by the attraction or production of each individual demand stratum when using the coup-
ling, but only apply to the totaled values.

In Table 48, Table 49 and Table 50 the calculation formulas are listed up separately for the cases
for which they differ. Coupling together is not taken into account in the calculation formulas.

Step 1 Home trips H

Step 2 Production Q, Qmax

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5.2.9.2 EVA trip generation

Step 3 Total volume V

Step 4 Attraction Z, Zmax

Table 48: Trip generation in EVA model: OD type 1

Step 1 Home trips H

Step 2 Attraction Z, Zmax

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 5.2.9.2 EVA trip generation

Step 3 Total volume V

Step 4 Production Q, Qmax

Table 49: Trip generation in EVA model: OD type 2

Step 1 Home trips H

Step 2 Total volume V

Step 3 Production Q, Qmax

Attraction Z, Zmax

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5.2.9.2 EVA trip generation

Table 50: Trip generation in EVA model: OD type 3

e Index of a zone producing trips (origin zone)
i Index of a zone being origin of trips
j Index of a zone being destination of trips
s Index of a structural property
p Index of a person group
c Index of a demand stratum
m Number of zones in study area
MRepc Mobility rate of person group p per time interval
ERisc Production rate of structural property s per time interval
BPep Number of persons per person group p
SG Structural property
uepc Factor of trips realized study area-internally
visc Structural property factor effective for study area-internal traffic
Hepc Home trips (expected value) of person group p
Hec Home trips (expected value) total
Qic Production (expected value)
Zjc Attraction (expected value)
Qic max Maximum possible production

Zjcmax Maximum possible attraction

Factor for upper or lower limit of production

Factor for upper or lower limit of attraction

Qicpot Potential for origin traffic

Zjcpot Potential for destination traffic

Vc Total volume (expected value)

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 5.2.9.2 EVA trip generation

fc

Factor, which takes the compliance of the total constraint for

the calculation of the zones traffic volume into consideration
∆Qic*, Ancillary parameters for balancing (see below)
∆Zjc*

Table 51: Explanation of variables and indexes used

When analyzing the passenger demand flows it turns out that certain activity chains dominate in
the course of a day. So, for example, the chain of H – W – P – H occurs more often than the chain
of H – P – W – H. With this, imbalances in the respective demand stratum pairs arise (for example
HW compared to WH) that are expressed in mobility or production rates. Consequently, when cal-
culating the total production of a certain zone i across all demand strata, this sum does generally
not correspond to the total attraction. This, however, should be the case for a period considered
“closed with regard to traffic”. Hence, in the EVA model, the production or attraction of a selected
c a demand stratum of the type 3 (mostly Others – Others, OO) is modified, so that the total pro-
duction equals the total attraction across all demand strata. This procedure is called balancing
(see "EVA trip distribution and mode choice" on page 257).
Balancing can either be performed after trip generation or trip distribution and mode choice. It
takes place after trip generation if the following conditions are fulfilled.
All constraints (except those of demand stratum ca) are hard.
The total volume in ca is higher than the difference between production and attraction that
needs to be balanced.
All modes are interchangeable.
Balancing after trip generation takes place in three steps.
1. Calculation of total production and total attraction for all demand strata except ca.

;
2. Calculation of the demand to be compensated of all zones i.

3. Correction of traffic volume in ca, whereby and are "preliminary" values taken from
the formulas in Table 48, Table 49 and Table 50.

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5.2.9.2 EVA trip generation

If there are non-interchangeable modes, you need to perform the balancing procedure for each of
them individually. Then you perform a single balancing procedure for the sum of all inter-
changeable modes. This, however, is only possible during distribution and mode choice.
The following example will illustrate the method. For simplification it is limited to five demand
strata covering all origin-destination types.

Activity Person group

No Code OD type Origin Destination Origin zone
1 HW 1 Home Work Employees
2 HO 1 Home Others Inhabitants
3 WH 2 Work Home Employees
4 OH 2 Others Home Inhabitants
5 OO 3 Others Others Inhabitants

Relevant structural potential

No Code OD Origin zone Destination zone
type
1 HW 1 Like home Jobs
2 HO 1 Like home Jobs in tertiary sector and inhab-
itants
3 WH 2 Jobs Like home
4 OH 2 Jobs in tertiary sector and inhab- Like home
itants
5 OO 3 Jobs in tertiary sector and inhab- Jobs in tertiary sector and inhab-
itants itants

Table 52: Example data for demand strata in an EVA model

The model covers 18 zones, 10 of which belong to the actual study area (type 1) and 8 zones form
a cordon around them (type 2). The zones of type 1 feature study area factors of 1.0, those of type
2 of 0.9. The relevant zone attributes are set as follows.

Zone Type Inhabitants Employees Jobs Jobs tertiary

1 1 7.000 3.000 2.000 1.100
2 1 10.500 5.500 7.000 4.500
3 1 7.000 3.000 2.000 1.300
4 1 5.000 2.000 1.700 1.000
5 1 3.000 1.200 2.500 1.600
6 1 2.000 900 1.600 1.000
7 1 500 200 2.000 1.200
8 1 5.000 2.000 1.000 600

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Zone Type Inhabitants Employees Jobs Jobs tertiary

9 1 7.000 3.100 2.500 1.400
10 1 5.000 2.000 1.500 1.000
11 2 3.500 1.200 1.000 600
12 2 3.000 1.100 1.000 600
13 2 2.500 1.000 1.000 600
14 2 1.500 700 500 100
15 2 1.500 600 500 100
16 2 2.000 900 1.000 600
17 2 2.000 800 500 300
18 2 2.000 800 500 300

Table 53: Example data for zone attributes in the EVA demand model (value of the structural
properties)
Depending on demand stratum and zone type the following mobility rates are applicable (trips per
person in relevant person group).

Zone type HW HO WH OH OO
1 0.7800 0.9000 0.6200 0.9000 0.6000
2 0.8100 0.9000 0.6400 0.9000 0.6000

Table 54: Example data for mobility rates in the EVA demand model
The production rates of the structural properties equally depend on demand stratum and zone
type.

Demand stratum Structural property Zone type 1 Zone type 2

HW 1.00 1.00
HO Inhabitants 0.50 0.50
Jobs in tertiary sector 0.50 0.50
WH 1.00 1.00
OH Inhabitants 0.50 0.50
Jobs in tertiary sector 0.50 0.50
OO Inhabitants 0.50 0.50
Jobs in tertiary sector 0.50 0.50

Table 55: Example data for production rates in the EVA demand model
All demand strata have strong constraints. This results in the productions and attractions of the
demand strata displayed in the following tables. The demand strata are based on the formulas in
Table 48, Table 49 and Table 50. For clarification the respective step of the calculation process is
indicated on top of each column.

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H = Home trips
Q = Production
Z = Attraction
QP = Structural potential origin
ZP = Structural potential destination
Demand stratum HW
Home Origin Destination
Person groups or struc- Employees Like home Jobs
tural property
Calculation step 1 2 3 4
Zone Zone Type H Q ZP Z
1 1 2.340 2.340 2.000 1.578
2 1 4.290 4.290 7.000 5.523
3 1 2.340 2.340 2.000 1.578
4 1 1.560 1.560 1.700 1.341
5 1 936 936 2.500 1.972
6 1 702 702 1.600 1.262
7 1 156 156 2.000 1.578
8 1 1.560 1.560 1,000 789
9 1 2.418 2.418 2.500 1.972
10 1 1.560 1.560 1.500 1.183
11 2 875 875 900 710
12 2 802 802 900 710
13 2 729 729 900 710
14 2 510 510 450 355
15 2 437 437 450 355
16 2 656 656 900 710
17 2 583 583 450 355
18 2 583 583 450 355
Total 23.038 23.038 29.200 23.038

Table 56: Sample computation of the production and attraction rates for the demand stratum HW

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 5.2.9.2 EVA trip generation

Demand stratum HO
Home Origin Destination
Person groups or Inhab. Like Jobs in tertiary sector and inhabitants
structural property home
Calculation step 1 2 3.1 3.2 4 5
Zone Zone H Q ZP Inh. ZP Jobs ZP Total Z
Type tert
1 1 6.300 6.300 3.500 550 4.050 5.796
2 1 9.450 9.450 5.250 2.250 7.500 10.733
3 1 6.300 6.300 3.500 650 4.150 5.939
4 1 4.500 4.500 2.500 500 3.000 4.293
5 1 2.700 2.700 1.500 800 2.300 3.292
6 1 1.800 1.800 1.000 500 1.500 2.147
7 1 450 450 250 600 850 1.216
8 1 4.500 4.500 2.500 300 2.800 4.007
9 1 6.300 6.300 3.500 700 4.200 6.011
10 1 4.500 4.500 2.500 500 3.000 4.293
11 2 2.835 2.835 1.575 270 1.845 2.640
12 2 2.430 2.430 1.350 270 1.620 2.318
13 2 2.025 2.025 1.125 270 1.395 1.996
14 2 1.215 1.251 675 45 720 1.030
15 2 1.215 1.251 675 45 720 1.030
16 2 1.620 1.620 900 270 1.170 1.674
17 2 1.620 1.620 900 135 1.035 1.481
18 2 1.620 1.620 900 135 1.035 1.481
Total 61.380 61.380 34.100 8.790 42.890 61.380

Table 57: Sample computation of the production and attraction rates for the demand stratum HO
Demand stratum WH
Home Destination Origin
Person groups or structural Like home Jobs
property
Calculation step 1 2 3 4

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5.2.9.2 EVA trip generation

Zone Zone Type H Z QP Q

1 1 1.860 1.860 2.000 1.253
2 1 3.410 3.410 7.000 4.384
3 1 1.860 1.860 2.000 1.253
4 1 1.240 1.240 1.700 1.065
5 1 744 744 2.500 1.566
6 1 558 558 1.600 1.002
7 1 124 124 2.000 1.253
8 1 1.240 1.240 1.000 626
9 1 1.922 1.922 2.500 1.566
10 1 1.240 1.240 1.500 939
11 2 691 691 900 564
12 2 634 634 900 564
13 2 576 576 900 564
14 2 403 403 450 282
15 2 346 346 450 282
16 2 518 518 900 564
17 2 461 461 450 282
18 2 461 461 450 282
Total 18.288 18.288 29.200 18.288

Table 58: Sample computation of the production and attraction rates for the demand stratum WH
Demand stratum OH
Home Destination Origin
Person groups or Inhab. Like home Jobs in tertiary sector and inhabitants
structural property
Calculation step 1 2 3.1 3.2 4 5
Zone Zone H Z QP Inh. QP Jobs QP Total Q
Type tert
1 1 6.300 6.300 3.500 550 4.050 5.796
2 1 9.450 9.450 5.250 2.250 7.500 10.733
3 1 6.300 6.300 3.500 650 4.150 5.939
4 1 4.500 4.500 2.500 500 3.000 4.293

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 5.2.9.2 EVA trip generation

5 1 2.700 2.700 1.500 800 2.300 3.292

6 1 1.800 1.800 1.000 500 1.500 2.147
7 1 450 450 250 600 850 1.216
8 1 4.500 4.500 2.500 300 2.800 4.007
9 1 6.300 6.300 3.500 700 4.200 6.011
10 1 4.500 4.500 2.500 500 3.000 4.293
11 2 2.835 2.835 1.575 270 1.845 2.640
12 2 2.430 2.430 1.350 270 1.620 2.318
13 2 2.025 2.025 1.125 270 1.395 1.996
14 2 1.215 1.215 675 45 720 1.030
15 2 1.215 1.215 675 45 720 1.030
16 2 1.620 1.620 900 270 1.170 1.674
17 2 1.620 1.620 900 135 1.035 1.481
18 2 1.620 1.620 900 135 1.035 1.481
Total 61.380 61.380 34.100 8.790 42.890 61.380

Table 59: Sample computation of the production and attraction rates for the demand stratum OH
Demand stratum OO
Home Origin
Person groups or struc- Jobs in tertiary sector and inhabitants
tural property
Calculation step 2.1 2.2 2.3 2
Zone Zone Type H QP Inh. QP Jobs tert QP Total Q
1 1 4.200 3.500 550 4.050 3.864
2 1 6.300 5.250 2.250 7.500 7.156
3 1 4.200 3.500 650 4.150 3.959
4 1 3.000 2.500 500 3.000 2.862
5 1 1.800 1.500 800 2.300 2.194
6 1 1.200 1.000 500 1.500 1.431
7 1 300 250 600 850 811
8 1 3.000 2.500 300 2.800 2.671
9 1 4.200 3.500 700 4.200 4.007

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5.2.9.2 EVA trip generation

10 1 3.000 2.500 500 3.000 2.862

11 2 1.890 1.575 270 1.845 1.760
12 2 1.620 1.350 270 1.620 1.546
13 2 1.350 1,125 270 1.395 1.331
14 2 810 675 45 720 687
15 2 810 675 45 720 687
16 2 1,080 900 270 1.170 1.116
17 2 1.080 900 135 1.035 987
18 2 1.080 900 135 1.035 987
Total 40.920 34.100 8.790 42.890 40.920

Table 60: Sample computation of the production and attraction rates for the demand stratum OO
(1)
Demand stratum OO
Destination
Person groups or struc- Jobs in tertiary sector and inhabitants
tural property
Calculation step 3.1 3.2 3.3 3
Zone Zone Type ZP Inh. ZP Jobs tert ZP Total Z
1 1 3.500 550 4.050 3.864
2 1 5.250 2.250 7.500 7.156
3 1 3.500 650 4.150 3.959
4 1 2.500 500 3.000 2.862
5 1 1.500 800 2.300 2.194
6 1 1.000 500 1,500 1.431
7 1 250 600 850 811
8 1 2.500 300 2.800 2.671
9 1 3.500 700 4.200 4.007
10 1 2.500 500 3.000 2.862
11 2 1.575 270 1.845 1.760
12 2 1.350 270 1.620 1.546
13 2 1.125 270 1.395 1.331
14 2 675 45 720 687

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 5.2.9.2 EVA trip generation

15 2 675 45 720 687

16 2 900 270 1.170 1.116
17 2 900 135 1.035 987
18 2 900 135 1.035 987
Total 34.100 8.790 42.890 40.920

Table 61: Sample computation of the production and attraction rates for the demand stratum OO
(2)
Since all demand strata feature hard constraints, balancing can be performed immediately after
trip generation. First of all the total origin and destination traffic of each zone and of the demand
strata HW, HO, WH, OW is calculated and the resulting differences are compensated in the OO
demand stratum.

Note: Note that neither total origin and nor total destination traffic of this demand stratum
change.

Total HW+HO+WH+OH Differences

Zone Q Z Q Z
1 15.689 15.534 155 0
2 28.857 29.116 0 259
3 15.832 15.677 155 0
4 11.418 11.375 43 0
5 8.493 8.708 0 215
6 5.651 5.767 0 116
7 3.075 3.368 0 293
8 10.693 10.536 157 0
9 16.294 16.205 89 0
10 11.293 11.217 76 0
11 6.914 6.877 37 0
12 6.114 6.092 22 0
13 5.314 5.307 7 0
14 3.038 3.004 34 0
15 2.965 2.946 19 0
16 4.514 4.523 0 9
17 3.966 3.917 49 0

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5.2.9.2 EVA trip generation

18 3.966 3.917 49 0
Total 164.086 164.086 892 892

Table 62: Sample computation for balancing (1)

OO before balancing OO after balancing
Zone Q Z Q Z
1 3.864 3.864 3.780 3.934
2 7.156 7.156 7.258 7.000
3 3.959 3.959 3.873 4.028
4 2.862 2.862 2.800 2.843
5 2.194 2.194 2.361 2.147
6 1.431 1.431 1.516 1.400
7 811 811 1.087 793
8 2.671 2.671 2.613 2.770
9 4.007 4.007 3.920 4.009
10 2.862 2.862 2.800 2.876
11 1.760 1.760 1.722 1.759
12 1.546 1.546 1.512 1.534
13 1.331 1.331 1.302 1.309
14 687 687 672 706
15 687 687 672 691
16 1.116 1.116 1.101 1.092
17 987 987 966 1.015
18 987 987 966 1.015
Total 40.920 40.920 40.920 40.920

Table 63: Sample computation for balancing (2)

The results of operation EVA trip generation are stored in zone attributes.

Attribute Subattribute Meaning and range of values

HomeTrips Demand Home trips for demand stratum
stratum Range: floating point number
ProductionsTarget Demand Productions for demand stratum, before taking account
stratum of constraints
Range: floating point number

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 5.2.9.3 EVA trip distribution and mode choice

Attribute Subattribute Meaning and range of values

AttractionsTarget Demand Same for attractions
stratum Range: floating point number
Productions Demand Productions for demand stratum after taking account of
stratum constraints and balancing
Note
This attribute is only available after EVA trip generation if
all demand strata feature hard constraints, otherwise
after EVA trip distribution / mode choice only.
Range: floating point number
Attractions Demand Same for attractions
stratum Range: floating point number

Table 64: Zone attributes with results of trip generation of the EVA demand model

5.2.9.3 EVA trip distribution and mode choice

In gravity models, trip distribution or destination choice is made according to the bilinear approach
(for example Kirchhoff 1970), using various evaluation or utility functions Wij.

Hereby Tij is the number of trips from i to j, Wij is the cost function for the trip from i to j, Qi is the
production of zone i and Zj is the attraction of zone j. The factors fqi, fzj are calculated so that pro-
ductions and attractions are kept as marginal sums.
The EVA model generalizes this approach of a simultaneous trip distribution and mode choice to
a trilinear model.

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5.2.9.3 EVA trip distribution and mode choice

Here, index k is the mode (means of transport) and Wijk assesses the costs for the trip from i to j
by modes k. For each demand stratum c there is a separate equation system to be solved inde-
pendently. For more clarity index c has been dropped for all variables in the problem formulations
above.
For the trilinear case, besides origin and destination traffic, the total number VKk of trips with mode
k is required. There are two possibilities.
If EVA trip distribution and mode choice for the analysis case is performed, which means
without having run a pre-calculation for the same study area, specify the modal split as input
data.
If, however, a forecast case is calculated, the modal split of the analysis case can be re-used.
You thus assume that the modal split may change on single relations, but modal split of the
whole model (including all relations), however, remains unchanged.
The problem formulation is applicable in case of hard constraints. For weak, elastic or open con-
straints equations will be replaced by inequations in the side conditions or a side condition will be
dropped completely. This will be dealt with when describing the problem solutions.
The models can be justified by the probability theory using Bayes‘ axiom or the information gain
minimization. Both ways lead to the same result.
Minimizing the gain of information has the target that the deviations from a priori assessments of
trip relations which would lead to the actually desired trips road users have to experience are as
minor as possible, but which have become necessary due to the constraints of the system.
The demand matrix T can be interpreted as the solution to the convex optimization task

with
taking account of the constraints. The solution is the trilinear equation system previously determ-
ined.
The parameter I represents the information gained through the replacement of distribution w ijk
(solely determined by the weighting matrix) by distribution pijk (additionally derived from marginal
totals).

Weighting probabilities (impedance functions)

In general, the total trips costs include various factors (e.g. journey time, egress/access time, mon-
etary costs, number of passenger transfers etc.). In the EVA model, these are called assessment
types. In the EVA model the different assessments of each assessment type are transformed sep-
arately by a utility function and then multiplied.
If caijk is the assessment of type a of a trip from i to j by mode k, then the following applies:

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 5.2.9.3 EVA trip distribution and mode choice

where

Here Mijk stands for the availability of mode k on OD pair (i,j) and Cijk for the capacity utilization of
mode k on (i,j). a‘, a‘‘ and a‘‘‘ are the predefined assessment types: journey time, competing walk
time and external weighting matrix. A is the number of user-defined assessment types.
Mijk and Cijk are defined independently from the demand stratum as follows:

OD Definition of Mijk and Cijk

type
Type Mijk = mk(i) for all j, i.e. value of zone attribute mk set for source zone i
1 Cijk = ck(j) for all i, i.e. value of zone attribute ck set for destination zone j
Type Mijk = mk(j) for all i, i.e. value of zone attribute mk set for destination zone j
2 Cijk = ck(i) for all j, i.e. value of zone attribute ck set for source zone i
Type without accounting for home zone
3 Mijk = 1 for all i,j,k
Cijk = ck(i) • ck(j)
including accounting for home zone

Cijk = ck(i) • ck(j)

whereby hn stands for the home trips of zone n, represents the product matrix from
the top, but the predefined assessment type External weighting matrix is not included in
the product:

Table 65: Definition of the mode availability and capacity utilization according to the OD type
For demand strata of the origin-destination type 3 (which are calculated accounting for the home
zone), the assessment type External weighting matrix is used to produce a specific weighting
between zones and modes. This weighting has an immediate impact on the total product, since it
is not part of the scaling using home zones, as in the formula for M ijk . In all other cases, this
assessment type has the same effect as a user-defined one.
You can use different function types as f a evaluation functions. All distribution functions of the
gravity model can be taken, but additionally the EVA1, EVA2, Schiller and Box-Tukey functions
(see "Gravity model calculation" on page 302) too.

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5.2.9.3 EVA trip distribution and mode choice

EVA1

where
EVA2

Schiller

Logit

Kirchhoff

Box-Cox

Box-Tukey

f(x)=exp(c∙α) whereby
Combined

TModel

None f(x) = x

Table 66: Function types for evaluation

In practice particularly the functions EVA1 and EVA2 have proved to be suitable. The EVA1 func-
tions are monotonously falling with f(w) ≤ 1 for w ≥ 0. Some of them have been illustrated in Illus-
tration 64. Their parameters can be interpreted geometrically.

a Parameter marking the horizontal asymptote of function φ(w), thus influencing the degree
of approximation of the function f(w) to the w asymptote.
b Parameter influencing the degree of approximation to the horizontal F(w)=1 in the prox-
imity of low assessment
c Parameter influencing the slope of the function f(w)
b/c Position of the inflection point WP=F/G of function Φ(w) where the function Φ(w) features
the greatest rise or the highest "impedance sensitivity"

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 5.2.9.3 EVA trip distribution and mode choice

Table 67: Parameters of the evaluation function EVA1

The related elasticity functions are determined by

The elasticity function is defined as the

limit of the quotient of the relative variation of the function f and the relative variation of the imped-
ance w.
It is obvious that the elasticity functions first take values near zero for low impedances, then for a
limited range in which the “impedance sensitivity“ is at its highest take various values, but all far
from zero and for high impedances “approximate“ the limit of -E.
Thus, this curve very much differs from the constant or linear elasticity functions of simple power
and exponential functions. Therefore, this type of function allows the adaptation to various basic
weighting situations (person groups, trip purposes, means of transport etc.). In the range of low
assessment or utility the weighting probability should be almost one, drop further in the clearly
noticeable range of assessment and utility which is relevant for the respective type of traffic or pur-
pose before asymptotically approximating zero. For example, the assessment in the proximity of
or in smaller towns plays a minor or no role at all for the road users when choosing the destination
or the means of transport (here mainly the random model with WP = 1 is applicable).

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Illustration 64: EVA1 function dependent on impedance w

The EVA2 function has the following parameters.

a, Exponents whose product determines the asymptotic behavior for high impedance values.
b For b > 1 the curve is similar to that of the EVA function (1).
...
c Scale parameter for impedance values.
...
applies.

Table 68: Parameters of the evaluation function EVA2

The Illustration 65 shows the influence of a and b on the progression of the function. The two other
parameters are both kept constant.

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 5.2.9.3 EVA trip distribution and mode choice

Illustration 65: EVA2 function dependent on the parameters a and b

The Schiller function is a special case of the EVA2 function, however, with one parameter less. As
the first applications in practice have shown, the function can also be adapted sufficiently well
enough to observed data. Due to the lower number of parameters the calibration effort is by far
lower than for EVA2.

Problem solution 1: The trilinear FURNESS method

The mostly investigated method for solving bilinear problems in technical literature is named after
K. P. Furness (Furness 1962, 1965). However, in fact, Bregman had already applied this method
in the thirties (Bregman 1967a, 1967b). It can be generalized and transferred directly to the tri-
linear case.
After you have specified start values for the trilinear FURNESS method

during iteration step p (p=1,2,...), the system calculates approximations for fq i , fz j and fa k as fol-
lows.

(i = 1,…,m)

(j = 1,…,n)

(k = 1,…,K).

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5.2.9.3 EVA trip distribution and mode choice

For convergence of the method (towards the solution of the trilinear problem), the condition for
unique solvability of the optimization problem is necessary and sufficient, i.e. existence of a matrix
Tijk that matches the constraints and for which Tijk = 0 is true for all pairs (i,j) with Wij = 0. This con-
dition is fulfilled when W ij > 0 is true for all (i,j) , since then the matrix with elements

(the matrix that corresponds to the random model) can be chosen as a feas-
ible solution. For this special case A. W. Evans provided a convergence proof that also allows for
a (however rough) estimation of the convergence rate (Evans 1970). The practical experience
has shown that the method quickly converges in most application cases.

Problem solution 2: The trilinear Multi method

Another possibility to solve the problem is to set separate fixed point equations for the vectors fqi,
fzj and fak and use them to derive rules for determining successive approximations for these vec-
tors (Schnabel 1997). The Multi-Procedure can also be extended to the three dimensional case
(see "Projection" on page 323). Approximations for the solution of the trilinear problem then can
be determined according to the following iteration rule.

(p = 1, 2,…)
with

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 5.2.9.3 EVA trip distribution and mode choice

Strictly speaking the method presented solves the problem with hard constraints only. If some con-
straints are weak or elastic, there will be an optimization problem with inequations as side con-
ditions instead of equations. At the example of weak constraints it is illustrated how the problem
and correspondingly its solution alters (according to Schiller 2004). It is assumed that a demand
stratum shows weak constraints on the destination side, which means attraction calculated by trip
generation constitutes an upper limit. Thus, the trilinear problem changes into

under the constraints

The procedure for multi-problem solving is mostly identical with the constraint equation method,
except that zj(p) and zzj(p) are calculated differently.

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5.2.9.3 EVA trip distribution and mode choice

If some demand strata do not feature hard constraints, not only has the method to be adapted but
also balancing has to be made up.

Note: Differences in marginal sums can only be balanced after trip generation if all demand
strata feature hard constraints.

In that case first of all the trilinear problem is solved for all demand strata except for the bal-
ancing one. This results in the total productions and attractions of the zones covering these
demand strata and all modes. According to the formula for calculating productions and attractions
(see "EVA trip generation" on page 237) the productions and attractions of the balancing demand
stratum are modified. Finally Visum runs trip distribution and mode choice for this last demand
stratum, too.
The proceeding assumes that differences have to be balanced within the framework of the total
volume. This is only true if all modes are exchangeable, which means if they can be used altern-
atively in a closed trip chain. If at least one mode cannot be exchanged, a second phase begins
after the total balancing in which calculations are performed for each non-exchangeable mode
separately and for all exchangeable modes jointly. Hereby, the productions and attractions of the
respective modes are calculated over the non-balancing demand strata, their differences are
compensated by an adaptation of the demand of the balancing demand stratum, and based on
that modified demand Trip distribution and Mode choice are calculated for the last time. For non-
exchangeable modes this last step corresponds to a simple mode choice.
The implementation of the EVA model for trip distribution and mode choice has been established
in two separate operations. EVA Weighting operation uses skim matrices to calculate the weight-
ing matrices W ijk (one weighting matrix each per demand stratum). During EVA trip distribution
and Mode choice, the equation systems for determining the demand matrices are set up accord-
ing to the constraints of the demand strata and solved by applying one of the above-described
methods. The result of the operation is one demand matrix per demand stratum and mode. You
can also display the balance factors for productions and attractions fqi and fzj, that result from the
equation system. The balance factor for mode choice fak is calculated for analysis, but not for fore-
cast scenarios.
The EVA weighting procedure can be applied to all active OD pairs or only to those OD pairs
whose origin or destination zone are active. This allows you to perform an analysis based on fil-
tering by several OD pairs with different parameters. This option is not available for combined dis-
tribution and mode choice, as for successful balancing, all traffic types need to be accounted for in
one step.

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 5.2.10 Activity chain based model (tour-based model)

5.2.10 Activity chain based model (tour-based model)

The tour-based model is a disaggregated, behavior-oriented demand model which allows the
planner to include all kinds of data relating to socio-demography and traffic policy issues. The
tour-based model calculates three logical work units.
1. Trip generation (calculating the home trip)
2. Trip distribution (determining the trip destination)
3. Mode choice
These three logical units are not processed separately in succession by the tour-based model, but
are interlocked. Especially steps 2 and 3, Trip distribution and Mode choice are carried out sim-
ultaneous in a single procedure. In all three work units two important concepts have been imple-
mented for the tour-based model: Calculation on the basis of groups with homogeneous behavior
and activity chains.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Demand Visem example describes the structure
and use of the tour-based model for demand calculation.

5.2.10.1 Tour-based model

The tour-based model is based on the assumption that external activities cause mobility. In the fol-
lowing examples previously defined activities are being used (see "Activities, activity pairs, activity
chains" on page 211).
An activity chain describes a sequence of typical activities during a person's day. An example
would be: Home – Work – Shopping – Home (HWOH). Such a sequence of activity pairs implies
trips, in this example here three different trips: HW, WO, OH. The average mobility program of per-
sons is described by activity chains for the tour-based model.
You can find the demand object activity chain attributes in the general description of the demand
objects (see "Activities, activity pairs, activity chains" on page 211).
Some changes in the demand objects, which are especially necessary for the tour-based model,
are described below.

Note: In a Visum-tour-based demand model, a demand stratum is specified by exactly one per-
son group (e.g. E+c) and one activity chain (e.g. HWOH). In the other demand models, several
person groups can be assigned to one demand stratum.

Changes to activities in the tour-based model

Each activity from the activity chain, apart from the home activity, has to be assigned to exactly
one structural property, whose value flows in as target potential into the trip distribution.
The following table shows examples for activities and respective structural properties.

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5.2.10.1 Tour-based model

Activity Structural property Structural property value = target potential

Work ('W') Jobs Number of jobs
Home ('H') Homes Number of homes
Shopping ('O') Shopping pos- Retail sales floor
sibilities
Recreation ('R') Recreational facil- Number of mentions of the zone as recreation destination
ities in a household survey
School ('S') School places Number of school places (up to 18 years)
Vocational Vocational school Number of vocational schools
school ('V') places
Primary school Primary school Number of primary school places
('P') places
University ('U') University places Number of university places

Table 69: Examples of activities and their structural properties

You can specify whether a possible destination-binding can be considered for trip distribution, per
activity. If desired, a constraint for the destination side (for example hard, weak, elastic, open) can
be defined analog to the EVA demand model using two real- valued factors Con-
straintMinFactorDest and ConstraintMaxFactorDest. Depending on the constraint on origin
and destination side, the doubly-constrained trip distribution is calculated for each activity trans-
fer. If destination binding is used, you can also also specify whether you want the demand to be
distributed across all demand strata. This means that the structure size is maintained, but that it is
not important which person group people belong to. The allocation to a person group is an output
of the demand model.
This results in the following new attributes:

Type of Attribute and range of val- Meaning

demand ues
object
Activity StructuralPropertiesCodes Reference to the activity relevant structural prop-
Range: set of structural prop- erties
erties
Activity ConstraintDest Destination-sided coupling during trip distribution
Range: bool {0, 1} (yes / no). Home activity always =1.
Activity ConstraintMinFactorDest / Factor for the lower or upper limit of the constraint
ConstraintMaxFactorDest on destination side if ConstraintDest = 1.
Range: floating point number For home activity, both factors are always = 1.0.
≥0
Activity Joint coupling of demand Distribution of the destination potential across all
strata demand strata with the activity jointly or individually
Range: bool {0, 1} (only for destination-bound binding)

Table 70: Activity attributes in the tour-based model

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 5.2.10.2 Tour-based model - Trip generation

Changes to activity pairs in the tour-based model

The tour-based model offers a hourly calculation of the demand. This calculation requires as
input, proportional time series which are defined separately per activity pair and person group.
This results in the following new attribute:

Type of Attribute and range of values Subattribute Meaning

demand
object
Activity TimeSeriesNo Person group Reference to a standard time
pairs Range: set of standard time series series, which has to be pro-
(see "Time series" on page 210) portional

Table 71: Attribute of an activity pair in the tour-based model

5.2.10.2 Tour-based model - Trip generation

Trip generation uses a list of group-specific activity chains which, for example, can be determined
from the sample of the MiD (Mobilität in Deutschland) (BMVBS 2010) by applying a PTV optim-
ization procedure for activity chains. For each activity chain probabilities of your daily practice
have to be specified for each person group. The following table (to calculate the probabilities,
these values must be divided by 100) contains examples of activity chain percentages for each
person group.

E+c E-c NE+c NE-c Appren Stud SPup PPup Child

HWH 74.25 62.60 8.18 2.82 33.48 11.08 1.92 0.30 0.00
HBH 0.00 0.00 0.00 0.00 47.57 0.00 0.00 0.00 0.00
HOH 17.42 25.94 60.60 62.93 12.37 23.91 12.99 9.08 0.00
HRH 27.03 25.32 52.50 39.74 38.08 37.33 40.12 38.67 0.00
HGH 0.00 0.00 0.00 0.00 0.00 0.00 0.00 74.99 0.00
HUH 0.00 0.00 0.00 0.00 0.00 45.19 0.00 0.00 0.00
HSH 0.90 1.82 0.96 0.47 0.00 0.00 80.48 0.00 0.00
HWWH 3.12 0.85 0.13 0.06 0.52 0.16 0.11 0.00 0.00
HWOH 4.67 7.05 0.96 0.33 1.79 0.80 0.37 0.00 0.00
HWRH 1.64 1.46 0.18 0.02 0.86 1.56 0.09 0.00 0.00
HWSH 0.08 0.04 0.00 0.00 0.00 0.00 0.00 0.00 0.00
HBWH 0.00 0.00 0.00 0.00 0.16 0.00 0.00 0.00 0.00
HBBH 0.00 0.00 0.00 0.00 0.11 0.00 0.00 0.00 0.00
HBOH 0.00 0.00 0.00 0.00 0.97 0.00 0.00 0.00 0.00
HUROH 0.00 0.00 0.00 0.00 0.00 0.23 0.00 0.00 0.00
HURRH 0.00 0.00 0.00 0.00 0.00 0.55 0.00 0.00 0.00
HURUH 0.00 0.00 0.00 0.00 0.00 0.76 0.00 0.00 0.00

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 5.2.10.3 Tour-based model: trip distribution / mode choice combined

E+c E-c NE+c NE-c Appren Stud SPup PPup Child

HUUOH 0.00 0.00 0.00 0.00 0.00 0.17 0.00 0.00 0.00
HUUUH 0.00 0.00 0.00 0.00 0.00 0.12 0.00 0.00 0.00
HSWWH 0.01 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
HSWOH 0.01 0.04 0.00 0.00 0.00 0.00 0.00 0.00 0.00
HSWRH 0.01 0.00 0.00 0.00 0.00 0.00 0.03 0.00 0.00
HOWOH 0.00 0.00 0.00 0.00 0.00 0.00 0.12 0.00 0.00
HSRRH 0.00 0.00 0.00 0.00 0.00 0.00 0.25 0.00 0.00
HSORH 0.00 0.00 0.00 0.03 0.00 0.00 0.14 0.00 0.00
HSOSH 0.00 0.00 0.00 0.00 0.00 0.00 0.04 0.00 0.00
HSRSH 0.00 0.00 0.00 0.01 0.00 0.00 0.17 0.00 0.00
HSRSH 0.00 0.00 0.00 0.00 0.00 0.00 0.11 0.00 0.00
HSSSH 0.00 0.00 0.00 0.00 0.00 0.00 0.03 0.00 0.00

Table 72: List of the activity chains: mobility rates per person group in %
The sum of the probabilities of a person group is often greater than 1.0 (or 100 %), because a per-
son can complete more than one activity chains one after the other in a day (for example, person
group E+c first HWH, then HRH).
The list displayed above, describes an average mobility for persons depending on the group they
belong to. In the tour-based model, trip generation (i.e. determining the absolute number of activ-
ity chains and thus the trips starting from any of the individual zones) is calculated by multiplying
the inhabitants of each person group with the probabilities of all activity chains. Trip generation
can be limited to the active zones.
Thus, in the tour-based model, trip generation (the number of trips created with each activity in the
activity chain) is determined together with the number of inhabitants and distribution of person
groups. The result is saved in the zone attribute Home trips for each demand strata.

Example of trip generation with the tour-based model

2,000 employees with a car (E+c) live in zone 1. After the activity chain distribution above, run the
activity chain HWOH per day with 4.67 % probability. This is why there are 2,000 • 4.67 % = 93.4
chains of the type HWOH. Consequently, home trips for the demand stratum E+c x HWOH add up
to 93.4.
The 2,000 persons in this activity chain produce a total of 3 • 93.4 = 280.2 trips, namely 93.4 HW
trips and just as many for WO and OH.

5.2.10.3 Tour-based model: trip distribution / mode choice combined

Using tour-based calculation, you can save output matrices with different aggregation levels. The
demand matrices are calculated from possible combinations of person group, mode, production
and attraction activity, and time interval.

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 5.2.10.3 Tour-based model: trip distribution / mode choice combined

Trip distribution: route links through destination choice according to activities

Depending on the destination activity of a trip, the tour-based model assigns it to a destination
zone. This destination zone is chosen depending on several factors.
The utility matrix, which shows the separation from the origin zone (spatially and traffic-wise)
The utility is inversely proportional to impedance values, such as run times or distances, so
that the greater the run time or distance to a destination zone, the less its utility.
The utility matrix may also include the logsum of mode-specific utility. In this way, specific
skims (e.g. PrT journey time or PuT number of transfers) are included in the total utility with
their share in the respective mode.
The utility matrix may also include the logsum. It is composed of the specific utilities of all
modes:
Logsum = Utility transformed in Σk of the mode k,
i.e. the natural logarithm of the sum of the transformed mode utilities. The logsum thus sim-
ultaneously takes into account mode-specific skims such as the PrT journey time and PuT
number of transfers and can thus be interpreted as a general accessibility index.
The target potential of the zones competing as destinations
The impact of utility defined via the utility function parameters for each group and each des-
tination activity
These parameters can be estimated beforehand (see "Estimating gravitation parameters
(KALIBRI)" on page 301)
This is how a multitude of trip chains is created through each activity chain. The result of trip dis-
tribution is not only a total traffic matrix but also a set of all route chains.
With the destination choice model, the tour-based model needs a target potential Zj for each activ-
ity. The target potential specifies the quantitative attractiveness of a zone. This target potential for
each zone j, corresponds to the value of the structural property that belongs to the activity (see
"Tour-based model" on page 267).
The utility function f(u ij ) is pivotal in the destination choice model. It specifies the probability P ij
with which one of the zones j is selected as destination zone (from all destination alternatives) of
origin zone i.

where

Fij Number of trips from zone i to zone j

Qi Productions in zone i
Pij Choice probability of destination j for origin zone i

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Zj Target potential in zone j

k Index of zones (with k = the smallest zone number and B = the number of zones)

whereby u ij describes the utility relation ij and the utility function f(u j) ) (e.g. of the type Logit) can

consequently be defined as . All other weighting functions of the EVA demand

model can also be used as utility functions in the tour-based model (see "EVA trip distribution and
mode choice" on page 257).
In this case, the choice of the parameter c for each activity plays the decisive role in the des-
tination choice. c expresses the influence of the utility over the destinations of the activity. If c = 0,
then the utility u ij has no influence on the choice of destination. The larger c is, the larger is the
impact of utility uij on the choice of the destination (see "Gravity model calculation" on page 302).
Separate function parameters are defined for each combination of group of persons and target
activity.
To give you a better idea of what the three main model elements of destination choice, namely
destination potential, utility function and utility matrix stand for, we will continue with the example
we used for trip generation (see "Example of trip generation with the tour- based model" on
page 270).

Example of trip distribution

A Logit utility function ( with parameter c = 0.4) is used to represent the changeovers
from and to the individual activities.
The 93.4 trips of the activity pattern HW have to lead from the origin (zone 1) to the potential des-
tination zones, containing jobs. The tour-based model distributes these 93.4 trips to the des-
tination zones, according to the previously described destination choice model.
To make it easier, let us assume that zone 2 is the only zone with jobs, which therefore has a pos-
itive destination potential for the activity work. Expressed in numbers this would be approximately
Z1 = 0, Z2 = 100, Z3 = 0. The tour-based trip distribution formulas produce the following results P11
= 0, P12 = 1 and P13 = 0, and therefore F11 = 0, F12 = 93.4 and F13 = 0. Zone 2 is therefore the des-
tination of all trips of zone 1.

Note: The definition of the utility function in this case does not influence the calculation.

After the activity work, based on zone 2, the probability for the choice of shopping destinations is
calculated for the subsequent trips WO. It is assumed, that the destination potentials for the activ-
ity "Shopping" are defined as follows: Z 1 = 0, Z 2 = 50, Z 3 = 50. Based on travel times and dis-
tances, the utility defined for changeover WO, with the relation 2- 2, is twice as high as the
changeover with the relation 2-3, thus approximately u22 = 2 and u23 = 1. The tour-based trip dis-
tribution formulas produce the following results P21 = 0, P22≈ 0.6 and P23≈ 0.4, and therefore F21 =
0, F 22 ≈ 56.0 and F 23 ≈ 37.4. 40 % of the trips thus lead to zone 3 and 60 % to zone 2 (i.e. trips
within the cell).

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Here, multiplication of the destination probability of the work and shopping destinations takes
place in the system.
For the last activity pair of the chain, namely PH, destination choice is no longer necessary,
because zone 1 as a residential district and origin of the first trip of the chain, is also the des-
tination of the last trip of the chain.
This results in the following transition matrices.
Matrix F1 for the first activity transfer (Destination activity W)

Zone 93.4 1 2 3
93.4 Total 0 93.4 0
1 93.4 0 93.4 0
2 0 0 0 0
3 0 0 0 0

Matrix F2 for the second activity transfer (Destination activity O)

Zone 93.4 1 2 3
93.4 Total 0 56.0 37.4
1 0 0 0 0
2 93.4 0 56.0 37.4
3 0 0 0 0

Matrix F3 for the third activity transfer (Destination activity H)

Zone 93.4 1 2 3
93.4 Total 93.4 0 0
1 0 0 0 0
2 56.0 56.0 0 0
3 37.4 37.4 0 0

Summed up, the following total demand matrix applies FG.

Zone 280.2 1 2 3
280.2 Total 93.4 149.4 37.4
1 93.4 0 93.4 0
2 149.4 56.0 56.0 37.4
3 37.4 37.4 0 0

Summary of this destination choice example

HW: 100 % leave zone 1 with destination zone 2
WO: 60 % remain in zone 2 and 40 % leave zone 2 to zone 3
OH: 100 % return to zone 1.

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5.2.10.3 Tour-based model: trip distribution / mode choice combined

The corresponding route chains are as follows:

1-2-2-1: 93.4 • 100 % • 60 % • 100 % = 56.0
1-2-3-1: 93.4 • 100 % • 40 % • 100 % = 37.4
The following route chains have been created:
56.0 route chains 1-2-2-1
37.4 route chains 1-2-3-1
Notes: The following behavioral aspects should be taken into consideration when you define
the utility parameters.
Traffic behavior analyses show, that persons with a car cover greater distances than per-
sons without a car. Accordingly, the absolute value of parameter c of the Logit function for
groups E+c and NE+c have to be smaller than for groups E-c or NE-c.
This also complies with the empirical perception, to give activity Work a c parameter with a
low absolute value, rather than for example activity Shopping.

The tour- based model allows specific utility matrices to be imported for each activity. Com-
binations of distances and journey times can be used as a basic parameter in utility matrices.

Note: The absolute value of a destination potential is first of all irrelevant, because it only flows
into the destination choice model comparatively to the sum of destination potentials of all
zones. Destination potential " jobs = 1,000" for a zone does not necessarily mean that the tour-
based model produces 1,000 trips for destination activity work. In fact, the destination traffic
depends on the product of destination potential and utility function value in relation to the other
zones.

If, however, the absolute value of the destination potential of an activity is very important, as for
example for the number of jobs, this can flow into the calculation via the Destination- sided
attraction option. If there are approx. 6,000 jobs in the study area, 1,000 jobs mean there is a rel-
ative destination potential of 1,000/6,000 = 1/6 for the activity work. If a demand stratum has a
total of 3,000 home trips, the absolute zone destination potential standardized to the total of home
trips for this demand stratum is 3 • 1/6 = 500. This absolute value for the demand stratum is used
as a constraint in the doubly- constrained gravity model (see "Gravity model calculation" on
page 302).
In general, this preset distribution of destination potential for individual demand strata does not
correspond to reality. In fact, for destination-bound binding, the destination potential of all demand
strata is utilized together. A calculation performed across all demand strata allows for distribution
of the destination potential across all demand strata, producing one result. The examination of
individual demand strata is based on the assumption of a preset distribution.
You can save your trip distribution results in an aggregated form to total demand matrices per per-
son group as well as per combination of time interval, mode, origin and destination activity.

Mode choice: discrete distribution model

The tour- based demand model has a behavior- oriented concept, which models the following
aspects of the decision-making of road users.

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 5.2.10.3 Tour-based model: trip distribution / mode choice combined

The socioeconomic position and the mode availability of the person making the decision (by
differentiating according to person groups)
Different attributes of all modes (through the utility model)
Freedom of choice restrictions within trip chains (by definition of exchangeable and non-
exchangeable modes)
This decision problem is illustrated in a discrete distribution model, which specifies the probability
for mode choice in every available route link.
To do so, the subjective utility has to be calculated in dependency of the mode skims (in-vehicle
time, access and egress times, fare, etc.). If required, you can define several utilities per des-
tination activity.
This model has the following functional form.

where

i, j Indices of the traffic zones

m Index of modes (M = total number)
Pmij Probability of selecting mode m for trip from i to j

umij Utility when choosing mode m for trip from i to j

The utility function can for example be a Logit utility function and thus be defined as

As an alternative, all available types of evaluation functions can be used from the
EVA demand method as a utility function for the tour-based mode choice (see "EVA trip dis-
tribution and mode choice" on page 257).
As a base parameter for the utility matrices any distance combinations and mode specific skims
can be used, such as travel times, access and egress times, and fares.
The nested Logit model is a special variant for which mode choice is nested using the Logit
approach. For this purpose, a decision tree is defined that shows the hierarchical structure of the
model. The decision tree may look as follows:

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5.2.10.3 Tour-based model: trip distribution / mode choice combined

Under the root node, nested nodes (such as "private transport", "motorized", "non-motorized") or
mode nodes (such as "car", "bike", "walk") can be defined. There must be at least one mode node
for each mode of a demand model. Any nesting depth can be used if each mode is only used once
in the decision tree. If a mode is used multiple times in a decision tree, the nesting depth is limited
to two levels under the root node and calculations are based on the cross-nested Logit model.
For the nested Logit model, the probabilities of mode choice are calculated as follows:
Let us assume there is a node N with a number of child nodes (mode nodes or nested nodes)
N1,…,NJ. The utility of each node Nj is specified as UNj, and the scaling parameter at node N is μN.
Then child node Nj is selected with the following probability:

The utility in the utility definition of the node is called VN.

If N is a mode node on the bottom level, then UN=VN.
Otherwise, N1,...,Nj are the child nodes of nested node N. The scaling parameter of N is μN.
The utility UN of a node N is calculated from:

the summand on the right called LogSum

The probability of selecting a mode node results from the product of probabilities of the hierarchy
levels of the respective branch. The parent node of a node N is specified as parent(N). N is a mode
node. For a k∈ N, the parentk(N) is the root node of the decision tree. The the probability of select-
ing mode node N results from:

If a mode is defined multiple times in the decision tree, calculations are based on the cross-nested
Logit model (Abbe, Bierlaire, Toledo, 2007, pp. 795-808).
We assume that under the root node there are many nested nodes C1,…,CM, and in each nest Cm,
there are a lot of mode nodes N 1m ,…, . Each mode node N jm is assigned an allocatin

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 5.2.10.3 Tour-based model: trip distribution / mode choice combined

parameter αjm≥0. The scaling parameter of the root node is specified as μ, the scaling parameter
of a nest node C m is specified as μ m . Finally, V jm and V m are the utilities of the utility definition of
mode node Njm or nested node Cm.
The probability of selecting a mode node N im , given nested node C m was selected, is calculated
with the following formula:

.
If the utility of nested node Cm is null, i.e. Vm=0, then the probability of selecting a nested node Cm
is:

This means

Last but not least, we would like to explain the importance of the route chain concept for mode
choice.
In Visum the modes are divided into the following groups:
exchangeable modes (generally walk, passenger and public transport)
non-exchangeable modes (car, bike)
The tour-based model calculates a discrete distribution model (for example Logit) when first cal-
culating the trip of each route link (for a person group) and chooses one from all modes. If the first
mode is a non-exchangeable mode, the entire trip chain is maintained independent of the attrib-
utes of this mode of the successive trip. If an exchangeable mode was selected for the first trip,
mode choice is carried out for the remaining chain trips, however, only within the exchangeable
modes.

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5.2.10.3 Tour-based model: trip distribution / mode choice combined

Example of mode choice

We will continue with the example from the trip distribution (see "Example of trip distribution" on
page 272) and will determine the matrices for each activity transfer for the three modes Car (C),
PuT (X) and Walk (W). Only mode P cannot be exchanged. The set of exchangeable modes X
and W in short is also designated with A. A Logit utility function is used again to represent the
changeovers from and to the individual activities,

i.e. , using the parameter c = 0.4. The utility matrices u for each mode m are
provided by
uC

Zone 1 2 3
1 3 3 3
2 3 3 3
3 3 3 3

uX

Zone 1 2 3
1 2 1 1
2 1 2 2
3 1 2 2

uW

Zone 1 2 3
1 1 1 1
2 1 1 1
3 1 1 1

After analyzing the formula above, the following probability matrices apply.
PC

Zone 1 2 3
1 0.472 0.526 0.526
2 0.526 0.472 0.472
3 0.526 0.472 0.472

PX

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 5.2.10.3 Tour-based model: trip distribution / mode choice combined

Zone 1 2 3
1 0.316 0.237 0.237
2 0.237 0.316 0.316
3 0.237 0.316 0.316

PW

Zone 1 2 3
1 0.212 0.237 0.237
2 0.237 0.212 0.212
3 0.237 0.212 0.212

PA = PX + PW

Zone 1 2 3
1 0.528 0.474 0.474
2 0.474 0.528 0.528
3 0.474 0.528 0.528

Interesting are also the probabilities for modes X and W within the exchangeable modes.
PAX = PX / PA

Zone 1 2 3
1 0.598 0.5 0.5
2 0.5 0.598 0.598
3 0.5 0.598 0.598

PAW = PW / PA

Zone 1 2 3
1 0.402 0.5 0.5
2 0.5 0.402 0.402
3 0.5 0.402 0.402

The matrix of the first non-exchangeable mode Car for all activity transfers is calculated. The mat-
rix for the first activity transfer is the product of PC with the total demand matrix F1 of the first trans-
fer.
Total demand matrix F1 for the first activity transfer (Destination activity W)

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5.2.10.3 Tour-based model: trip distribution / mode choice combined

Zone 93.4 1 2 3
93.4 Total 0 93.4 0
1 93.4 0 93.4 0
2 0 0 0 0
3 0 0 0 0

Matrix FP1 for mode C and the first activity transfer (destination activity A)

Zone 49.12 1 2 3
49.12 Total 0 49.12 0
1 49.12 0 49.12 0
2 0 0 0 0
3 0 0 0 0

With the next activity changeover, these 49.12 trips will be distributed across zones 2 and 3
according to the distribution probabilities (P22 = 0.6 or P23 = 0.4).
Matrix FC2 for mode C and the second activity transfer (Destination activity O)

Zone 49.12 1 2 3
49.12 Total 0 29.47 19.65
1 0 0 0 0
2 49.12 0 29.47 19.65
3 10 0 0 0

Finally, the trips have to end back at the last activity transfer in their origin zone 1.
Matrix FC3 for mode C and the third activity transfer (Destination activity H)

Zone 49.12 1 2 3
49.12 Total 49.12 0 0
1 0 0 0 0
2 29.47 29.47 0 0
3 19.65 19.65 0 0

Summed up, the following Car total demand matrix applies: FCT

Zone 147.36 1 2 3
147.36 Total 49.12 88.59 19.65
1 49.12 0 49.12 0
2 88.59 29.47 29.47 19.65
3 19.65 19.65 0 0

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 5.2.10.3 Tour-based model: trip distribution / mode choice combined

To determine the total demand matrix for non-exchangeable modes, this Car matrix is subtracted
from the total demand matrix FT (from trip distribution).
FT

Zone 280.2 1 2 3
280.2 Total 93.4 149.4 37.4
1 93.4 0 93.4 0
2 149.4 56.0 56.0 37.4
3 37.4 37.4 0 0

The difference first results in the total demand matrix for all non-exchangeable modes.
FA

Zone 132.84 1 2 3
132.84 Total 44.28 70.81 17.75
1 44.28 0 44.28 0
2 70.81 26.53 26.53 17.75
3 17.75 17.75 0 0

For this matrix mode choice now takes place within the exchangeable modes PuT and Walk, to
obtain the total demand matrices for modes PuT and Walk. The matrix is multiplied with the prob-
abilities PAX and PAW.
PuT total demand matrix FX

Zone 70.75 1 2 3
70.75 Total 22.14 38.00 10.61
1 22.14 0 22.14 0
2 39.74 13.27 15.86 10.61
3 8.87 8.87 0 0

Walk total demand matrix FW

Zone 62.09 1 2 3
62.09 Total 22.14 32.81 7.14
1 22.14 0 22.14 0
2 31.07 13.26 10.67 7.14
3 8.88 8.88 0 0

Make sure that the Car total demand matrix has identical row and column sums for each zone,
whereas this is not mandatory for the PuT and Walk matrices.

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 5.2.10.4 Using the rubber banding function for trip distribution

The mode choice results are saved in an aggregated form to demand matrices per person group
and mode. In addition, you can limit the usage of time interval and origin and destination activity
data for matrices with disaggregated data.

5.2.10.4 Using the rubber banding function for trip distribution

The rubber banding function was implemented to make the choice of destinations and modes
along an activity chain more realistic. The idea behind it is that the destination choice for all activ-
ities is made based on a main activity, which allows us to determine more consistent route chains.
Mode choice is based on the main activity and not on the first destination activity.
In the Combined distribution/mode choice, the destination choice for an activity transfer takes into
account not only the location of the origin activity but also the home location or location of the
main activity of the chain (e.g. workplace). The impedance is not considered in isolation from an
activity, but as a total of impedances from the home location via an in-between activity to the main
activity. A scaling parameter w needs to be defined which determines how the path legs’ imped-
ances between the in-between activity and the main activity are weighted against each other.
The main activity can be defined by specifying the rank. The rank is an activity attribute. The smal-
ler the number, the higher the rank (and the more important the activity). The main activity is the
top-ranking activity within the activity chain. If there are multiple top-ranking activities, the first
activity is rated as the main activity.
Rubber banding only shows effect if the activity chain outside the home location consists of at
least two activities. The activity chain home-work-home (HWH) is not calculated any differently
when you include the rubber band function. Important is how you define the main activity. It
determines where the weighting is carried out.
An example calculation:
In our example, the activity chain consists of the activities home-shopping-work-home (HSWH).
Our main activity shall be work.

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 5.2.10.4 Using the rubber banding function for trip distribution

The above figure depicts the position of the activity type as well as the impedances between the
activities. The origin demand is 100 persons. There is a destination potential for the workplace
and shopping of 50 persons each.
Thus the following applies:

To calculate the destination choice, we will use a Logit function, with c = 1, i.e. f(u)= e -u . Without
accounting for rubber banding in our calculation, only activity transfer H-S will be considered for
the destination choice. As the utility of S1 and S2 are the same when starting out from the home loc-
ation, namely 1.5, 50 persons each choose S 1 and S 2 in the calculation scenario without rubber
banding. This scenario, however, does not account for the fact that for persons working in W2 it is
more convenient to shop in S 2 , as the utility (impedance) from S 2 to W 2 is 1, whereas the utility
from S1 to W2 is 2.5.
In the rubber banding calculation scenario, the destination choice for the main activity is cal-
culated first. This is also the case when, as in the example, the main activity is not the first activity,
and there is no direct transfer of activity from H to W. The same applies to mode choice, which is
based on the activity transfer from home activity to main activity.

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5.2.10.4 Using the rubber banding function for trip distribution

Step 1: Destination choice H->W

The number of trips from home to work is thus

and
These, however, include several legs: Part of the legs traverses S 1 , whereas the other part tra-
verses S2. As there is no data available on individual legs yet, and we merely distributed the origin
potential of 100 persons across the zones for the main activity work, we will call the new matrix
OH→W, or destination-related origin potential.
The exact distribution across individual paths, i.e. which town the persons choose to shop in
depending on their workplace is calculated in the next step.
Step 2: Destination choice H->S
As the shopping location is chosen depending on the destination choice for the main activity, the
shopping location choice is determined separately for the workplaces W 1 and W 2 . Utility is
replaced with . The factor w determines the impact of the rubber band, i.e. the effect
between the in- between activity and the main activity. In our example, w = 1 the weighting
between both path legs is the same.
This means, for persons working in W1 the following applies:

Persons working in W1 are equally likely to shop in S1 or S2.

Accordingly, persons who work in W2:

As S2 is much closer to W2 than S1, more people working in W2 go to S2 to shop.

Now we can calculate the trips from home to S1 and S2.

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 5.2.10.4 Using the rubber banding function for trip distribution

Step 3: Destination choice S->W

We determined the destination choice for the activity work in step 1. Now we only need to expand
the leg combinations.

If there are several home locations, the legs must also be added.
Step 4: Destination choice W->H
As everyone returns to their home location, a destination choice is not determined in this case.
Our path matrix is simply a transpose matrix SH→W of step 1, namely

The activity chains and volumes are depicted in the following figure.

Cases with more activity chains than shown in the above example require special steps. It is then
Important how you define the main activity.

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 5.2.11 Activity-based model (ABM)

1. If you extend the activity chain in our example by activity B (for bakery) to HBSWH, during cal-
culation of legs FH→B, the activity shopping is initially ignored. The relevant activity chain is
then HBW. First, as in our example, the destination-related production SH→W and the path mat-
rix FH→B are calculated. By adding the trips in the next step, we determine a destination-
related production starting at activity B, with OB→W. Afterwards we can look at the remaining
chain up until the main activity, namely BSW. We calculate the destination choice B→S as in
step 2: For each destination zone k of the main activity W, we replace the utility with S (for the
destination choice), that means with .
2. If between the main activity and home there is another activity (e.g. HWSH), our calculation
between W and H is based on a total impedance between W and H. For a fixed destination
zone k for H, you then replace with for the destination choice S.
The scale parameter w determines the weighting of the impedances of the path legs between the
in-between activity and the main activity in contrast to the other path leg. A value of w = 1 means
that both path legs are weighted equally. A value range of 0,5 ≤ w ≤ 2is recommended. A 0 value
indicates a calculation without rubber banding. By selecting a very high value for w a pro-
portionally high weighting would be given to the second path leg. The destination choice for the in-
between activity would then be very close to the main activity.

5.2.11 Activity-based model (ABM)

The activity-based model (ABM) is an alternative approach for demand modeling that represents
travel demand in a region as a result of many individual travel decisions.
In classical macroscopic demand models, the population is aggregated into behaviorally homo-
geneous person groups. For each group, activity pairs or activity chains are modeled. The cal-
culation of the demand is based on negative utilities of traveling. These models are also referred
to as trip-based or tour-based demand models, because they focus on the pure number of trips or
chains rather than on the formation of trips in the context of persons and their individual attributes.
The results of a macroscopic demand model are several trip matrices differentiated by person
group, trip purpose, and mode.
In contrast, in activity-based models (ABM) the focus lies on individual persons and their mobility.
Activity-based models are microscopic demand models in which mobility decisions of all persons
are individually simulated as successive discrete choices. Such a choice can be a long-term
decision such as the choice of workplace or a short-term decision such as the number of tours
and trips. Activity-based models are popular for some areas of demand modeling, as they model
the behavior of individuals in a very intuitive way and have the potential to better account for some
aspects of mobility (e.g. new modes, multi-modality, household interactions,…) than aggregated
models.
The individuals are represented as a "synthetic population". The persons in a synthetic population
are not exact reproductions of the true population, but are typically generated by Monte Carlo sim-
ulations of person attributes (gender, age, income, job, home location,…) based on statistical
demographic data. The decisions of the persons depend on the characteristics associated with
the generated persons. As a result of the model, schedules are generated in the form of
sequences of activity executions. The schedules contain information about the activities, for
example start times, duration and locations, as well as the trips including the choice of mode.

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 5.2.11 Activity-based model (ABM)

While the general concepts of activity- based models are similar, no common structure has
emerged that is used as a generally accepted standard among transport planners. Therefore,
activity-based models may differ in many respects. This concerns the definitions of the utility func-
tions, the decisions considered and their order, the decision models themselves, as well as vari-
ous model parameters. The approach of microscopic demand modeling in PTV Visum is therefore
not to provide a complete activity-based model implementation, but to provide useful data struc-
tures, data management tools, COM APIs, file input/output, and visualizations for creating and
applying custom activity-based models. The integration of custom activity-based models in PTV
Visum allows you to benefit from all other features such as handling of large data sets, model
sequence control, powerful assignments, and evaluation tools.
The following figure shows the basic features of the concept.

The synthetic population is calculated externally or can be generated in PTV Visum, for example
on the basis of survey data. The data of the persons and households are stored in the new data
structures persons and households(see "Managing persons" on page 1778 and "Managing house-
holds" on page 1777). Like other activity locations, households are also located by means of
coordinates. All objects of the ABM data model can be extended by user-defined attributes.
The calculation of schedules and the resulting tours and trips (see "Managing tours" on
page 1780 and "Managing trips" on page 1780) is based on scripts that must be created by the
user as part of the modeling process. The results are saved as schedules, activity executions,
tours, and trips. Lists are available for editing and evaluating these object types. They are syn-
chronized with the network editor, which allows geographical examination of a single tour, as
shown in the following figure.

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 5.2.11.1 Demand objects of the activity-based model

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Demand ABM example explains the structure of
an activity-based model in PTV Visum.

5.2.11.1 Demand objects of the activity-based model

In the following, the demand object types of the activity-based model type in PTV Visum are
described.

Demand Description
object
Locations A location represents a place in the network where people live in households and
where activities can take place. A location can be assigned to a zone or POI.
Activity loc- An activity location clearly a location to an activity and indicates that the chosen
ations activity can be carried out at that location.
Activity exe- An activity execution is the performance of an activity and typically takes place
cutions between two trips. It is linked to several other demand objects:
Activity location
Person
Schedule
From- and To-trip
An activity execution can have a duration and a start and end time.
Trips A trip corresponds to a person's path between two activity executions. It has no
spatial course and is not connected to an assignment path. Therefore, it does not
have an exact departure and arrival time, but a planned departure and arrival
time.

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 5.2.11.2 Structure of the activity-based model

Schedules Schedules represent the total mobility of a person in one day. Schedules can con-
tain several tours. A person can have several schedules.
Persons Persons are the central objects of an activity-based model. A person must be
assigned to a household. As a rule, a person has one or more schedules, each
consisting of activities, tours, and trips.
Households Households group persons who have the same residence. The residence is an
activity location whose activity is a home activity.

5.2.11.2 Structure of the activity-based model

Although no generally accepted standard structure of activity- based models has been estab-
lished, many aspects are widely applied in the community. The following figure shows a typical
sequence of discrete choices of an ABM:
1. Long-term choices
Long-term choices remain quite stable in case of short-term changes in supply. They comprise
the choice of workplace and school place as well as the choice of mobility tools such as public
transport subscriptions or car ownership. In forecast scenarios, the long-term choices usually
remain unchanged.
2. Choice of tour and stop frequency
The tour and stop frequencies are the number of tours and their stops in a person's daily mobil-
ity plan. Typically, the frequencies are interdependent: the number of mandatory tours affects
the likelihood of the number of other tours.
3. Choice of activity type
For each stop an activity type such as shopping or leisure is chosen.
4. Destination choice
Each activity has a concrete destination. The destinations / activity locations chosen along a
tour are generally not independent of each other: the decisive factor is the overall travel time
(or more precisely: the impedance).
5. Mode choice
A mode is chosen for each trip.
6. Choice of activity duration
Each activity gets a duration.
7. Time-of-day choice
Each trip receives a concrete departure time. Since all tours and trips of a person are inter-
related, this step can be quite challenging. The departure time decision for a certain trip affects
the execution time of all previous and subsequent activities, which should not overlap.
The single choices are typically modeled by random simulations based on logit models. A logit
model is a discrete choice model with a set of alternatives, each of them providing a certain utility.
The probability for an alternative to be chosen is then a function of these utilities. For example, in
case of the mode choice for a certain trip, the alternatives are the different available modes while

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5.2.11.2 Structure of the activity-based model

the utilities are the negated values of the corresponding travel times. The smaller the utility (i.e.
the larger the travel time), the smaller is the probability to be chosen.

In ABM, the utilities often also depend on person attributes. An exemplary model specification is
found in the following table.

Attribute Walk Car Bicycle PuT

Travel time -0.1 -0.05 -0.07 -0.09
Dist_to_PuT_Stop 0 0 0 -1.3
Old_Person 0.3 0.7 -0.4 0.2
Young_Adult -0.3 -0.2 0.5 0

The last three attributes are attributes of the persons. Consequently, the mode choice is individual
for each person.
A sequence of discrete choices, as it is the case with ABM, is often modeled with a nested struc-
ture. That means, that each choice is based on the utilities of the subsequent choices. A utility
then consists of the so-called logsum of the subordinate choice model.
For the case of a destination choice, which is followed by the mode choice, the utility of a des-
tination UD is then
UD = log Σm exp(Um)
where the sum is calculated over all modes m with utility Um . That means especially, that the per-
formance of every mode influences the destination choice. Since the mode choice is again com-
posed by the utilities of its subordinate choice model, the nested approach links a decision finally
to all subsequent decisions.

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 5.2.11.3 Comparison of macroscopic and activity-based demand models

An important and occasionally elaborate step in the model building process is the specification of
the sub-models and the estimation and calibration of the model parameters. The basis is typically
the outcome of a household survey with detailed trip diaries. The model parameters can be estim-
ated from such datasets using statistical software packages.

5.2.11.3 Comparison of macroscopic and activity-based demand models

Both macroscopic and activity-based demand models have their advantages and disadvantages.
Compared to macroscopic demand models, the main advantages of activity-based models lie in
aspects such as
individual user preferences instead of behavioral homogeneous person groups
continuous time dimension instead of 24-hour models
high spatial resolution instead of zones
individual model specification instead of fixed model structures
On the other hand, activity-based models have some disadvantages, such as
They require higher budgets for time and effort.
They do not achieve comparatively stable results like macro models.
They have longer run times than macroscopic demand models.
However, a decision for or against activity-based models should be based on the requirements of
the model.

5.2.12 Tour-based freight model

Particularly in urban areas a large amount of traffic is caused as a result of economic activities.
These include various trip purposes, such as the delivery and distribution of goods, the supply of
construction materials and disposal of construction waste or the provision of services, e.g.
through craftsmen or nursing services. Tour-based freight transport largely differs from passenger
transport in terms of its characteristics and spatial and temporal trip distribution. Instead of groups
of people that are homogeneous in their behavior, we are dealing with sectors. These are inter-
related and generate and process orders. Orders are delivered in trips. Here a different numbers
of similar activities are combined to a trip, while in passenger transport different activity chains are
formed during the day. Depending on the sector and the delivery concept or vehicle type used,
trips are marked by different characteristics. While in some sectors (e.g. parcel service) trips are
highly optimized to make sure the individual destinations are in proximity to each other, in other
sectors trips are controlled via external requirements, and the spatial distribution of the des-
tinations is less important. In other sectors, trips are e.g. formed based on the vehicle type. Larger
vehicles are used to deliver to less destinations, covering a longer distance than smaller vehicles.
This means a combination of sector requirements and delivery concept (i.e. vehicle type) rep-
resents the demand stratum level relevant for calculations. As a result of this structure, mode
choice is not part of the model, but is specified in advance via the input parameters.
For modeling tour-based freight, there is a separate demand model available that includes the cor-
responding demand objects and procedures. Key elements of the model are based on the WIVER
model (Sonntag, 1995), jointly developed by IVU and PTV in the 90s and applied in numerous
transport models. This model allows you to model origin and destination traffic resulting from
orders as well as interrelations between different industries. On this basis, you can then model

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 5.2.12.1 Tour-based freight data model

how these orders are delivered in trips. The model provides the necessary data structures for
modeling sector requirements and delivery concepts or vehicle types. Trip matrices of tour-based
freight are calculated in two procedures. In the first step, generation and distribution, order
volumes and their spatial distribution are determined. In the second step, trip generation, trip
matrices are derived from the data obtained through step 1.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Demand Freight example shows the structure of
a tour-based freight demand model and how some parameters impact the calculation of
demand.

5.2.12.1 Tour-based freight data model

The data model for tour-based freight is comprised of the objects required for modeling. As in pas-
senger transport models, the demand strata represent the significant unit for calculations. In this
case, however, they are not formed based on person groups or activities. Instead, a combination
of source sector and delivery concept form the basis for derivation of the demand strata.

Sectors
The sectors represent different parts of the economy that differ in terms of their activity and traffic
behavior. Due to the intensive interconnections between different parts of the economy, sectors
can act as sources or destinations of economic activity. Manufacturing industries, e.g., generate
many trips to supply goods to their customers, but at the same time are the destination of the
primary sector, disposal industry and service providers (e.g. mechanics to install and maintain the
factory equipment). The degree of interconnections between individual sectors varies strongly,
and certain sectors only act as sources or destinations. Of course private households are also the
destination of many economic activities and are thus often modeled as an additional destination
sector.
The classification of sectors may be freely defined according to the model requirements. If a traffic
survey is conducted in the area under investigation in order to calibrate the model, differentiation
of the sectors can be specifically directed towards the model requirements. However, if the model
is strongly based on the statistical information available (e.g. motor vehicle traffic in Germany),
sector classification must generally be geared towards the sectors listed in the statistics. In many
surveys and statistics, a mostly standard classification of sectors is used, such as NACE or WZ
2008 (based on NACE and used in German-speaking countries).
Sector attributes

Attribute Description
Code Code (any string), for example HWH Stud
Name Name (any string)

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 5.2.12.2 Tour-based freight calculation procedure

Attribute Description
Is source sector Specifies whether the sector generates orders. Only source sectors are
considered for defining the demand strata.
Is receiving sector Specifies whether the sector receives orders. Sectors that are receiving
sectors only (i.e. do not act as source sectors) are not included in the
demand strata, but merely play a role within the generation and dis-
tribution procedure (see Tour-based freight calculation procedure on
page 293) .

Delivery concepts
In addition to the interconnections between sectors, the delivery concept used for order execution
is also relevant in terms of traffic impact. While national or international freight traffic flows are
marked by complex, mostly multistep, multimodal transport chains with various types of transport
containers, transshipment processes and storage actions, urban freight transport is characterized
by single-step concepts with one main transport process. The differentiation between the delivery
concepts used in the models here mainly consists of the different vehicle categories used.
The classification of delivery concepts may be freely defined according to the model require-
ments. If a traffic survey is conducted in the area under investigation in order to calibrate the
model, differentiation between the delivery concepts can be specifically directed towards the
model requirements. However, if the model is strongly based on the statistical information avail-
able (e.g. motor vehicle traffic in Germany), classification must generally be geared towards the
sectors listed in the statistics.
The vehicle categories modeled with delivery concepts do not directly relate to vehicle categories
modeled elsewhere in Visum, such as the vehicle units in the PuT model or the vehicle fleets in
HBEFA . If such a reference is required, the delivery concepts can be modeled and named accord-
ingly.
Attributes of delivery concepts

Attribute Description
Code Short name (any string), for example HGV
Name Name (any string)

5.2.12.2 Tour-based freight calculation procedure

The calculation of traffic flows for tour-based freight is performed in two related, successive pro-
cedures: In a first step, the procedure "Tour-based freight generation and distribution" is used to
calculate order volumes and their spatial distribution. In a second step, the procedure "Tour-
based freight trip generation" is used to calculate the actual trip matrices based on the orders.

Generation and distribution

The procedure Tour-based freight generation and distribution combines the steps of generation
and spatial distribution of the orders. The procedure is closely based on the 4-step model(see
Standard 4-step model in two variants on page 215), but also has some particulars.

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5.2.12.2 Tour-based freight calculation procedure

Generation
The productions of a demand stratum in a zone depend on its structural indicators that describe
the intensity of the economic activity. Common indicators are the number of workplaces, factory
space, number of cars or similar information. These indicators can mostly be derived from stat-
istics and land use documents. In our case, they must be broken down by source sectors. In addi-
tion, production rates are required as a behavioral parameters that indicate how many orders are
generated per structural skim unit. In general, the following formula is used to generate

orders:
During the procedure, the productions are calculated per demand stratum analogous to the 4-step
model. The latter uses a production definition that can be freely defined by formulas. This allows
you to flexibly derive skims from other values and maintain production rates in the data model.
The productions determined are implicitly available in order units (not explicitly used in data
model) and are saved to the attribute Productions(DStr) of the zones.
There are two alternative ways to calculate productions. Firstly, analogous to the 4-step model,
productions can be defined by a formula. If productions and attractions have not already been
evened out through the attributes and production rates used, you can set a procedure parameter
to have them scaled to the same level. As reference values, you can predetermine total pro-
ductions, total attractions or the minimum, maximum or mean value of both parameters.
In many cases it is difficult to determine the data and coefficients required for a direct calculation
of productions, as surveys and statistics generally only provide data on the source (origin) sec-
tors, but not on the target (destination) sectors. Alternatively, the attractions can be derived from
the productions. In this case, additional information on economic interrelations is needed, i.e. data
on how the total order volume of a source sector is distributed across the receiving sectors. This
data can be obtained from company surveys. If such surveys are not available, you can fall back
on publicly available statistics, such as the input-output accounts. In addition, the receiving poten-
tial of the receiving sectors in the zones must be described through indicators. Calculation of the
attractions is then performed according to the following formula:

where

Productions at origin zone i for demand stratum n

Attractions at destination zone j for demand stratum n

Share of receiving sector e of total productions in demand stratum n

Receiving potential of receiving sector e for destination zone j

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 5.2.12.2 Tour-based freight calculation procedure

n Demand stratum
e Receiving sector
i, j, k Zone indices

In the procedure parameters, for each demand stratum, the program specifies its share in total
productions across all receiving sectors and how the respective receiving potentials of zones in
the receiving sectors are determined. The software also includes sectors that are merely defined
as target (destination) sectors and are thus not directly assigned to a demand stratum, e.g. private
households that are merely recipients of services. The attractions determined per demand
stratum and receiving sector are then aggregated to the demand segments.
Both calculation options ignore possible external interrelations, i.e. it is always implicitly assumed
that the total of order productions does not take place in the area examined and the receiving sec-
tors are merely supplied by the area examined. In both cases, the results are saved per demand
segment to the attribute Attractions(DSeg) of the zones.
You can limit calculation to the active zones. This might be useful in cases where the network
model covers both the actual planning area and its surrounding sub network cordon zones. If you
only want to calculate planning area-internal trips by means of the demand model, first of all
define a filter for the zones of the planning area only. Proceed in a similar way if the production
rates are not uniform for all zones. Break the zones down into groups of homogeneous production
rates and insert the procedure Trip generation for each of the groups into the process. Prior to
each such procedure, set a filter for the zones of that group (Procedure Read filter (see Reading
filters during a procedure sequence on page 1144)) and calculate trip generation only for the
respective active zones.
If the procedure is used in an iterative demand model that has a GoTo procedure(see Iterative
repetition on page 311), it might not make sense to have the generation recalculated with each
iteration. This is why there is an option in the procedure parameters that only allows for generation
calculation with the first iteration.

Distribution
Distribution entirely corresponds to trip distribution used in the 4-step model(see Trip distribution
on page 230). In lieu of OD trips, calculations are performed in the virtual unit order. Orders, how-
ever, do not explicitly occur. The result of the procedure is a distribution matrix of orders per
demand stratum.

Trip generation
The procedure Trip generation is meant to create trip matrices from the distribution matrices for
orders. As previously illustrated, with tour-based freight, several orders are supplied during the
trip of a vehicle. The extent to which tours are created and the spatial characteristics of a tour vary
depending on the sector and delivery concept used. The procedure Trip generation does not expli-
citly create tours as contiguous trip chains on a (microscopic) level of individual vehicles. Instead,
the procedure uses a macroscopic approach and creates individual tour segments as trips
between zones that are saved to joint matrices for all vehicles. For a (fictitious) tour of a vehicle
belonging to a certain delivery concept of a certain sector, several types of trips are created:

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5.2.12.2 Tour-based freight calculation procedure

A start trip from origin zone to first order location (zone)

If required, several connection trips between additional order locations are made
A return trip from last order location back to origin zone
To determine spatial assignment of the different trip types, proceed as follows:
1. Determine start trips per origin zone
2. Spatial distribution of start trips
3. Determine outstanding orders and required connection trips
4. Spatial distribution of connection trips
5. Determine return trips
6. Output trip matrices

Determine start trips per origin zone

As the procedure uses a macroscopic approach, order assignment is not optimized (Traveling
Salesman), but instead it is assumed that all tours of a demand stratum supply the same number
of orders specified in the procedure parameters "Average number of orders per tour". All origin
zone orders of a demand stratum (i.e. the row sums of the assigned distribution matrix) are dis-
tributed evenly across virtual tours. This results in the number of tours created in an origin zone
kand thus in the number of start trips as

where

Number of tours of demand stratum n with origin zone k

Productions of demand stratum n from origin zone k

Average number of orders per tour for demand stratum n

It can be assumed that the average number of trips per tour is greater than 1, i.e. that there are no
empty trips. is thus smaller than or equal to , which means there are normally orders left
that are not supplied via start trips. These orders are supplied via connection trips between zones.

Spatial distribution of start trips

For spatial distribution of start trips, two aspects must be considered. Firstly, spatial distribution,
as is common, follows a demand stratum-specific characteristic defined by skims (utility matrix)
and a weighting function. Secondly, the attractions per zone determined through generation and
distribution must be kept as an upper limit (boundary condition) - there must not be more start trips
to a zone than the number of orders to be supplied. For this reason, a bilinear version of the multi-
procedure is used, similar to EVA distribution and mode choice. With a soft, destination-sided con-
straint, fixing the total volume

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 5.2.12.2 Tour-based freight calculation procedure

means
that the attraction total is also be fixed. Through this procedure, the start trips are distributed to the
destination zones. This is done proportionally to the attractions as well as to the transformed utility
of the destination zones, whilst the maximum value, the attraction in the destination zones, is
observed. The results are listed in a matrix .

Determine outstanding orders and required connection trips

The connection trips are considered separately per origin zone k. In a first step, it is determined
which orders to be supplied from k to the destination zones are not covered via start trips. To do
so, the start trips are subtracted from the order matrix . The remaining orders
must be supplied via connection trips between the destination zones.

Spatial distribution of connection trips

In this step, OD pairs are determined with which the required connection trips are realized. As for
the spatial distribution of start trips, several aspects must be considered. The extent to which con-
nection trips are optimized in terms of costs is different for the individual demand strata. Highly
optimized sectors that generally handle the same type of mostly homogeneously distributed
orders (e.g. parcel services) tend to realize large potential savings. In other sectors, where order
processing is rather determined by factors such as fixed deadlines or the use of special resources
and employees (e.g. service providers), cost optimization of the distribution trips plays a lesser
role. Within the sectors, different optimization approaches for different logistics structures might
be followed. Modeling of the OD trips thus depends on the cost matrices and a weighting function
and varies between the demand strata.
As a boundary condition for determining connection trips, as previously for the distribution of start
trips, the maximum attractions of the order distribution matrix must be observed. When skims are
considered (e.g. run time), please note that due to the macroscopic approach, there is no inform-
ation available on the sequence of order supply via connection trips. Instead of explicit trip chains,
the distribution of connection trips is considered. It is thus not appropriate to use the skims (e.g.
run time) for evaluation of the OD pairs between zones that are to be connected. Instead a pro-
cedure is applied that is based on the SAVINGS algorithm, which widely used for tour optim-
ization. It is carried out with a reference to origin zone k:
For each pair in zones i and j (incl. k), the savings are determined that are obtained when two sep-
arate trips k- → i→ k + k→j→ k are replaced through a round tour with connection trip k→ i→ j→ k.
In this case, the remaining attractions must be > 0. Zone i could have also been reached with a
start trip. Here the order volume must be > 0. The cost matrix used for the calculation cor-
responds to the utility matrix of start trip distribution.
As described further above, the extent to which potential savings are achieved is different depend-
ing on the demand stratum. For this reason, an evaluation of viable savings is performed with
demand stratum-specific parameters. Note that here, unlike in the start trip distribution, savings
are evaluated, not costs. Thus, while a monotonically decreasing function graph is used for the
evaluation of the start trips, the graph for the weighting function of the savings is increasing. This

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 5.2.13 Modeling Park + Ride trips

means that if you use logit functions, for example, you should choose an opposite sign for the
parameter c. If negative values occur when determining savings, then the transformed savings
are mapped to zero. This happens independently of the weighting function used and should only
occur if tours from k to i via j to k are more expensive than the sum of the tours k-i-k and k-j-k if the
parameters are set correctly. In that case, the round tours are not used.
Then based on the evaluation results for the savings listed in a utility matrix, a bi-linear multi-pro-
cedure is calculated (see above). Thus the remaining orders must be kept as a column total,
i.e. as "hard", destination-sided constraints. For the row totals, the total number of orders is
the upper threshold, as it is also the maximum number of connection trips that can start there. The
are thus "soft", origin-sided constraints. The result is a matrix of all connection trips of
tours that start in zone k.

Determine return trips

The return trips from zone i of tours that originated in zone k are determined as the difference
between the total number of orders delivered to i and the connection trips that start in i:

Output trip matrices

As a result of the calculation steps performed during the procedure, matrices are created per
demand stratum for start trips, connection trips and return trips. These are then combined to total
trip matrices per demand stratum. By default, the procedure only saves the total trip matrices.
However, if required, you can also output other individual matrices. If applicable, the trip matrices
may again be combined in the following procedure steps (see Combining matrices and attribute
vectors during the procedure sequence run on page 1948), e.g. based on implicitly referenced
transport systems or delivery structures. These aggregated matrices can then be assigned to the
road network during an assignment procedure and be evaluated, e.g. in terms of emission levels.

5.2.13 Modeling Park + Ride trips

Modeling the use of paths and of combined modes of transport is an integral part of many trans-
port models. The most prominent example is the modeling of Park + Ride trips, during which
people use PrT or PuT for part of their path. P+R trips represent a special mode in demand cal-
culation.
Skim matrices include the costs and/or the utility of path legs derived thereof. In addition, a
vol/cap ratio independent component is used that reflects use of the P+R parking lot.
For an OD pair, there are multiple parking lots to choose from.
The parking lots have capacities that in combination with VD function they are assigned are
essential for choosing a P+R parking lot.

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 5.2.13 Modeling Park + Ride trips

The path legs are accounted for separately during demand assignment of the respective
transport system.
This means that e.g. in a standard 4-step model, additional procedure steps are required in which
parking lots are selected. Based on this information, utility matrices for the mode P+R are then cal-
culated per demand stratum. Before assignments are performed, the P+R- total demand is to be
distributed across the demand matrices for PrT and PuT, taking into account the P+R lots selec-
ted. The total of P+R paths calculated can be saved and displayed as path sequences. Path
sequences are data structures reserved for applications with multimodal paths. Park + Ride
presents a special case. (see "P+R procedures and path sequences" on page 701)
The procedures of P + R calculation are included in the 4-step model as follows:
1. Calculation of PrT and PuT skim matrices and utility per demand stratum
2. P+R lot choice for calculating P+R skims
3. Mode choice
4. P+R lot choice for calculating the distribution of P+R demand across P+R parking lots
5. P+R leg split
6. PrT and PuT assignment
7. If required, Go to the procedure step 1.
This list is limited to the steps required for modeling Park + Ride trips. Other procedures, such as
the calculation of trip distribution or the averaging of demand and skim matrices are not explicitly
listed.
Distribution of the demand across the parking lots and calculation of the combined skim matrices
are performed within the procedure P+R lot choice. The procedure referred to in step 2, P+R lot
choice, only determines P+R utility. Distribution of the demand across the P+R parking lots is not
dealt with in this step. In general, when performing this step for the first time, there is no P+R
demand data available. In any additional iterations - the procedure must be defined within the
feedback loop - the utility is determined based on the updated utility of private transport and the
distribution of P+R demand across the P+R parking lots. The utilities determined in this step are
then used as input data for mode choice calculation.
The Park + Ride demand calculated as a result of mode choice is then distributed across the P+R
parking lots during the procedure P+R lot choice. As a result of the procedure, path sequences
are created that can be used to display P+R lot choice. Path sequences can be saved separately,
by direction, to two different path sequence sets.
During P+R partial leg split and based on the saved data structures, demand matrices are created
as path legs and are added to the respective assignment matrices for PrT or PuT.
The two procedures for modeling Park + Ride trips are described in detail (see "Park + Ride lot
choice" on page 300 and "Park + Ride leg split" on page 301).

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples you

will find various examples of use for modeling P+R in different demand model types.

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 5.2.13.1 Park + Ride lot choice

5.2.13.1 Park + Ride lot choice

For a given demand, the P+R lot choice procedure determines the distribution of this demand
among the P+R lots. This distribution is used to calculate a parameter that is incorporated into the
utility function of the P+R mode in the demand model. The paths resulting from the distribution
can be visualized in the form of path sequences (see "Park + Ride leg split" on page 301).
P+R lots are zones that are identified as P+R lots via an attribute. In this zone attribute, the capa-
city of the P+R lot is defined. P+R paths that start in a zone with a P+R lot cannot use that P+R lot,
since such a path is essentially a pure public transport path. It may still make sense for paths to
use the P+R lot located in the starting zone. This is especially the case if the zones are relatively
large and thus there are actually such car trips to P+R lots. If you want to include these trips in
parking capacity, the P+R lots must be modeled as separate zones with no production potential of
their own.
The distribution of demand among P+R lots is basically equivalent to a capacity-based equi-
librium assignment, where the choice of a path is equivalent to the choice of a P+R lot. The path
impedances are derived from the impedances of the two path legs origin - P+R lot and P+R lot -
destination, as well as the volume-dependent impedances of the P+R lots. In the procedure, an
iterative process is used to achieve a demand split in which each path of an OD relation has the
minimum total path impedance. For an OD relation, it is, therefore, possible that a conveniently
located P+R lot is not used because its volume capacity ratio or its volume-dependent impedance
is too high and another P+R lot can be used with less impedance.
The impedances of the trips to and from the P+R lots are defined by skim matrices, one each for
the car trip to the P+R lot and one for the public transport trip from the P+R lot. The volume-
dependent impedances of the P+R lots result from the VD functions selected for them. These gen-
erate increasing impedances with increasing utilization. The steeper the selected VD function, the
more overloads are "punished" with high impedances. However, even very steep VD functions do
not guarantee that overloads will not occur.
The iterative distribution procedure is finished when either the maximum number of iterations has
been reached or the gap value goes below the defined threshold. Similar to an assignment, the
gap corresponds to the ratio of actual to optimal total utility. The total utility is the sum of the util-
ities of all paths weighted by the volumes. In the case of optimal total utility, the optimal shortest
path is used in the calculation instead of the path actually chosen. The gap utility calculation is car-
ried out simultaneously across all OD pairs and demand strata.
From the distribution, the total impedance for the path origin - P+R lot - destination is calculated
for each relation and stored in a skim matrix. There is no need to average over the impedances of
different paths since the impedances of all paths of a relation are minimal and thus identical.
From a technical point of view, the incoming and outgoing skims of the procedure represent utility
matrices, even though impedances are referred to here. The difference is essentially in the sign:
while impedances typically have a positive sign (such as the travel time), utilities usually have a
negative sign.
Mostly, the utility definitions of the corresponding modes (i.e. car and public transport) are taken
from the mode choice model as incoming skims, which also already include a weighting of the dif-
ferent utility components. A negative weight must be defined in the procedure for the volume-
dependent impedance of the P+R lots so that this component also represents a utility.

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 5.2.13.2 Park + Ride leg split

For the outgoing skim, it is important to note that this is also a utility matrix. Consequently, it typ-
ically enters the P+R mode utility function without a negative weighting parameter in the mode
choice model. A utility of -999999 or lower is interpreted as unattainable in the procedure. To pre-
vent certain OD pairs from using a P+R lot, you will need to manipulate the skim matrix data of
their path legs accordingly. Since there is no P+R internal traffic, the value of the diagonal of the
outgoing skim is also -999999.

5.2.13.2 Park + Ride leg split

Based on the P+R path sequence sets and the distribution of the demand across the P+R lots, the
procedure calculates demand matrices for PrT and PuT. For the transport system used on the first
path leg, the paths end at the P+R lots and begin at the origin zone. For the second path leg, all
paths begin in zones that are marked as P+R lots and lead to the destination zone.

5.2.14 Estimating gravitation parameters (KALIBRI)

The Estimate gravitation parameters function (short KALIBRI) allows you to calibrate two different
utility functions (determine parameters b and c) for the gravity model used for trip distribution.

1.
where

Uij Value of the utility (for example distance or travel time) between zone i and zone j
b,c Parameters to be estimated

2.
where

Uij Value of the utility (for example distance or travel time) between zone i and zone j
c2 parameter to be estimated

The KALIBRI function adjusts these utility functions to a given trip length distribution.
Then the Trip distribution function calculates the traffic flow Fij (from zone i to zone j) with the aid
of the gravity model and known data, namely the source traffic Qi (of zone i), destination traffic Zj
(of zone j) and the parameters b, c (or justc) specified here (see "Gravity model calculation" on
page 302).
The KALIBRI function provides two options that allow you to estimate the parameters for the grav-
ity model.
Singly-constrained production
Doubly-constrained (Multi procedure)

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 5.2.15 Gravity model calculation

Parameters b, c or c respectively are determined in an iterative process. The utility function is

transformed during this process; with
[2]

or
[3]

Within each KALIBRI iteration a temporary demand matrix is calculated (for example via Multi pro-
cedure with option doubly-constrained gravity model). The resulting values of the utility function
are smoothed by linear regression until the maximum number of KALIBRI iterations is reached or
the values do not change anymore. The smoothed values then describe a function of type [2] or
[3].

5.2.15 Gravity model calculation

The Gravity model is a mathematical model for trip distribution calculation (see "Trip distribution"
on page 230 and "Tour-based model: trip distribution / mode choice combined" on page 270). It is
based on the assumption that the trips made in a planning area are directly proportional to the rel-
evant origin and destination demand in all zones and the functional values of the utility function
between the zones (Ortúzar 2001).
The gravity model calculates a complete matrix of traffic relations F ij , using the OD pairs of mar-
ginal totals (origin and destination traffic of the individual zones). A consistent utility matrix of the
planning region is required.
The gravity model works with distribution parameters, therefore with values within the utility func-
tion, which map the reaction of road users to distance or time relations. These parameters are
determined by comparing the demand per OD pair arising from the model, with the counted
demand per OD pair (calibration).
The capability of the models to predict future conditions (forecasting) depends on whether they
manage to predict the behavior of road users in relation to the network impedances, as well as
knowledge of the model input data applicable for the future (for example future travel demand).

General form of the distribution formula

where
Logit

Kirchhoff

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 5.2.15 Gravity model calculation

Box-Cox

Combined

TModel

The distribution formula is referred to an attraction or utility function, with the following para-
meters.

Uij Value for the utility between zones, for example distance or travel time from zone i to zone j
Qi Origin zone i
Zj Destination zone j
kij Scaling factor (attractiveness factor) for OD pair zone i to zone j
n Number of zones

Determining the scaling factor kij and formulating the utility function f(Uij) are essential for various
modifications and extensions.
The scaling factor kij must be chosen so that the boundary conditions of the distribution models
[4.1]

and
[4.2]

are (at least approximately) fulfilled.

Retaining only the first direction of distribution, we speak of production distribution. Retaining only
the second direction of distribution, we speak of attraction distribution. Retaining both directions of
distribution at the same time, we speak of doubly-constrained. For coupling in terms of production

kij only depends on i, so we write .

For logical reasons, coupling for production requires that there are as many free parameters as
there are zones.
This leads to the formulation

with the following secondary conditions for zone i.

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5.2.15 Gravity model calculation

From the n secondary conditions, all can thus be determined by substitution in the distribution
function:

This results in

for Qi ≠ 0
This produces a destination choice model of production distribution.

for all i, j
The destination choice model of attraction distribution is derived analogously.

for all i, j with

The adjustment of the model to reality (calibration) by variation of the free parameters is very
important.
Since the input parameters Q i and Z j have been specified, the only free parameters that remain

besides the scaling factors ( and ) are the parameters of the utility function f(Uij).
Since for doubly-constrained calculation both directions of the distribution, [4.1] and [4.2] must be

met at the same time, the following must also apply for the scaling factors and as well as

= for i = j. In practice, however, this can seldom be achieved, so a true doubly-constrained

calculation can only be achieved with much more complex iteration models.
As an iteration model the Matrix Editor uses the so-called Multi procedure according to Lohse
(Schnabel 1980) (see "The multi-procedure according to Lohse (Schnabel 1980)" on page 324).
The general form of the utility function f(Uij) is

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 5.2.15 Gravity model calculation

It is depicted for several b and c parameters in the following two figures.

Notes: Choose a suitable specification for the utility functions, which means suitable para-
meters. Among other things, the specification depends on the trip purpose and the mode used.
A trip to work is for example, on average longer than a trip for shopping. This means that the util-
ity function for the trips to work does not depend on utility (distance or travel time) at all, or only
to a small extent, depending on the size of the town. Shopping trips on the other hand, are
much more dependent on the utility.
The use of a trip distribution model can therefore call for a separation of the travel demand
based on the trip purpose. This depends essentially on the requirements in terms of accuracy
and the demands on the matrix to be calculated. Benchmark figures for the percentage split
based on the trip purpose can be obtained for example from the MiD (Mobilität in Deutschland)
(BMVBS 2010) or local surveys.

The following four examples show gravity models that are differently constrained and with and
without balancing.

Example 1: Gravity model singly-constrained in terms of production, with and without bal-
ancing
The effect of the location factor on the calculation of the trip distribution according to the gravity
model depends on the type of “coupling” of the gravity model.
With the distribution method that includes coupling for EITHER attraction or production, the
source or destination traffic is adjusted to the marginal totals in the code file. The location factor
then only affects the "complementary" destination or origin demand. However,

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5.2.15 Gravity model calculation

or
whereby ki or kj are attractiveness factors of the i or j zone.
With the distribution method that includes coupling for attraction AND production, the impact of
the attractiveness factor on the origin and destination traffic depends on the function command in
the code file. If for example $GQH is given as function command, the origin demand is changed
by the location factor that is listed in the same line as the factor within the code file. However,

with ki being the attractiveness factor of the i zone.

Input file Utility
* Zone numbers
1 2 3 4
* 2.66 1.75 1.99 1.50
* 1 2.08
1.00 0.50 0.33 0.25
* 2 2.33
0.33 0.50 1.00 0.50
* 3 1.41
0.33 0.25 0.33 0.50
* 4 2.08
1.00 0.50 0.33 0.25
* 7.90
Input data for calculation without balancing
*Zone Production Attraction Factor External
1 10.0000 50.0000 0.50000000 0
2 20.0000 10.0000 1.00000000 0
3 30.0000 20.0000 1.00000000 0
4 40.0000 20.0000 1.00000000 1
The parameters are set as follows:
Combined utility function (exponential)
Parameter b = 0,5 and c = -1
Singly-constrained for production without balancing
Output
* Zone numbers
1 2 3 4
* 36.76 15.91 30.79 16.55
* 1 10.00
3.11 1.45 2.80 2.64
* 2 20.01
6.76 2.81 4.82 5.62
* 3 30.00
9.97 3.76 7.98 8.29
* 4 40.00

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 5.2.15 Gravity model calculation

16.92 7.89 15.19 0.00

* 100.01
Input data for calculating balancing and scaling according to average value
*Zone Production Attraction Factor External
1 10.0000 50.0000 0.50000000 0
2 20.0000 10.0000 1.00000000 0
3 30.0000 20.0000 0.30000000 0
4 40.0000 20.0000 1.00000000 1
The parameters are set as follows:
Direction of the distribution according to the production distribution with boundary sum bal-
ancing enforced by the multi procedure.
Combined utility function (exponential)
Parameter b = 0.5 and c = -1
Scaling according to mean value of both sums
Max. number of iterations = 10, Quality factor = 3
Output
* Zone numbers
1 2 3 4
* 32.99 13.19 7.92 26.39
* 1 8.04
2.22 0.94 0.56 4.32
* 2 16.10
4.62 1.74 0.93 8.81
* 3 24.16
6.95 2.38 1.57 13.26
* 4 32.19
19.20 8.13 4.86 0.00
* 80.49

Example 2: Gravity model singly-constrained for production, with balancing

Input file Utility
* Zone numbers
1 2 3 4 5
* 166.183 107.560 88.972 134.710 155.725
* 1 165.571
0.001 22.700 35.183 50.387 57.300
* 2 107.414
22.700 0.001 15.991 31.017 37.705
* 3 90.008
35.926 16.284 0.001 15.153 22.644
* 4 134.633
50.387 31.017 15.153 0.001 38.075
* 5 155.524
57.169 37.558 22.644 38.152 0.001
* 653,150
Input data
*Zone Production Attraction
1 18990.0 18990.0
2 4960.0 4960.0
3 7110.0 7110.0

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5.2.15 Gravity model calculation

4 16080.0 16080.0
5 2300.0 2300.0
Location factor and zone property external are not specified. Default values are used.
The parameters are set as follows:
Direction of the distribution according to the production distribution with boundary sum bal-
ancing enforced by the multi procedure.
Combined utility function (exponential)
Parameter b = 0.5 and c = -1
Scaling according to the production total
Max. number of iterations = 10, Quality factor = 3
Output
* Zone numbers
1 2 3 4 5
* 18990.000 4959.951 7109.758 16080.290 2300.000
* 1 18990.000
18990.000 0.000 0.000 0.000 0.000
* 2 4959.999
0.000 4959.897 0.102 0.000 0.000
* 3 7110.000
0.000 0.054 7109.426 0.520 0.000
* 4 16080.000
0.000 0.000 0.230 16079.770 0.000
* 5 2300.000
0.000 0.000 0.000 0.000 2300.000
* 49439.999

Example 3: Gravity model singly-constrained for attraction, without balancing

Input file impedances
* Zone numbers
1 2 3 4
1.00 0.50 0.33 0.25
0.33 0.50 1.00 0.50
0.33 0.25 0.33 0.50
1.00 0.50 0.33 0.25
Input data for marginal totals
*Zone Production Attraction
1 10 50
2 20 10
3 30 20
4 40 20
The parameters are set as follows:
Singly-constrained for attraction, without balancing
Combined utility function (exponential)
Parameter b = 0.5 and c = -1
kj = 1 for all j
This produces the following function values of utilities f(Uij)
Zone 1 2 3 4

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 5.2.15 Gravity model calculation

1 0,37 0,43 0,41 0,39

2 0,41 0,43 0,37 0,43
3 0,41 0,39 0,41 0,43
4 0,37 0,43 0,41 0,39

and so

F11 = 4.71
The matrix is produced after the other 15 equations have been calculated.
Output
* Zone numbers
1 2 3 4
* 50.00 10.00 19.99 19.99
* 1 9.68
4.71 1.03 2.04 1.90
* 2 20.47
10.58 2.06 3.64 4.19
* 3 31.09
15.87 2.80 6.13 6.29
* 4 38.74
18.84 4.11 8.18 7.61
* 99.98
The desired values for destination demand were very well approximated, while the values for ori-
gin demand were not reached so well. This circumstance is characteristic for such distribution for-
mulas. Either the origin or the destination sums are reached close enough. If both constraints are
to be aligned as closely as possible, it is necessary to use a boundary compensation model. The
function doubly-constrained projection (Multi-Procedure) is suitable for this purpose (see "Pro-
jection" on page 323).

Example 4: Gravity model singly-constrained for attraction, with balancing

Now the trip distribution in Example 3 (see "Example 3: Gravity model singly-constrained for
attraction, without balancing" on page 308) shall be calculated using a balancing procedure
(Multi-procedure).
Input file impedances
* Zone numbers
1 2 3 4
1.00 0.50 0.33 0.25
0.33 0.50 1.00 0.50
0.33 0.25 0.33 0.50
1.00 0.50 0.33 0.25
Input data
* ZoneNo Productions Attractions
1 10 50

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 5.2.16 Using matrix references for demand calculation

2 20 10
3 30 20
4 40 20
The parameters are set as follows:
Direction of the distribution according to the production distribution with boundary sum bal-
ancing enforced by the multi procedure.
Combined utility function (exponential)
Parameter b = 0.5 and c = -1
Scaling according to mean value of both sums
Max. number of iterations = 10, Quality factor = 3
Output
* Zone numbers
1 2 3 4
* 50.00 10.01 20.00 20.00
* 1 10.01
4.87 1.06 2.11 1.97
* 2 20.00
10.34 2.01 3.55 4.10
* 3 30.00
15.32 2.70 5.91 6.07
* 4 40.00
19.47 4.24 8.43 7.86
* 100.01

5.2.16 Using matrix references for demand calculation

In procedures of demand modeling various matrices are used as input and output variables.
Where suitable, the program, by default, suggests that you define matrices based on their prop-
erties. You then use matrix references. They allow for a better description of the function of the
respective matrix in the model.
Examples
Matrices created as the result of trip distribution in a 4-step model are demand matrices with
the zones, demand model and demand stratum dimension.
The matrix attribute Matrix type, Reference type, DemandModelCode, DemandStrat-
umCode are assigned values for the result matrix. The ModeCode attribute value remains
empty.
Matrices created as the result of mode choice in a 4-step model are demand matrices with
the zones, demand model, demand stratum and mode dimension.
The matrix attribute Matrix type, Reference type, DemandModelCode, DemandStrat-
umCode and ModeCode are assigned values for the result matrix.
Matrices created as the result of skim calculation belong to the matrix type skim matrices.
Code and demand segment are defined. The matrix dimension (e.g. zones, main zones)
depends on the respective procedure used.
The matrix attributes Code, Matrix type, Reference type, DemandSegmentCode are
assigned values for the result matrix.

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 5.2.17 Iterative repetition

The utility definition in demand procedures allows you to enter formulas directly into the definition.
In these formulas, you can then use coefficients depending on the context. The context depends
on your selection of reference objects. Each selection includes exactly one demand model. Other
context dependencies result from the type of demand model (e.g. demand strata, person groups)
and the calculation (distribution, mode choice) used.
Example 1
You cant to calculate mode choice for all demand strata of a 4-step model. The utility definition
uses coefficients that you have defined as attributes of the demand strata. For mode C, you can
use the following formula:
Matrix([CODE] = "TTC" & [MATRIXTYPE] = 4 & [DSEGCODE] = "C") * CONTEXT
[DEMANDSTRATUM\C_TTCCOEFF]
+ FROM[ACCESSTIMECAR] * CONTEXT[DEMANDSTRATUM\C_ACCEGRCOEFF]
+ TO[EGRESSTIMECAR] * CONTEXT[DEMANDSTRATUM\C_ACCEGRCOEFF]
+ CONTEXT[DEMANDSTRATUM\C_CONST]
The context is determined by the respective demand stratum. In this example, the run time,
access time (attribute of origin zone) and egress time (attribute of destination zone) are each mul-
tiplied by the attributes of the demand stratum and a constant defined for the demand stratum is
added.
Example 2
You want to calculate the mode choice for all demand strata of a tour-based model within com-
bined trip distribution/mode choice. The utility definition for mode choice uses coefficients that you
have defined as attributes of person groups. For mode B, you can use the following formula:
Matrix([CODE] = "TT0" & [MATRIXTYPE] = 4 & [DSEGCODE] = "B") * CONTEXT
[PERSONGROUP\B_TT0COEFF]
In a tour-based model, the mode choice context results form the person group and mode used.
This means you can use coefficients for these two network objects in the formula. In the example,
the skim matrix run time in the empty network is multiplied with an attribute defined for the person
group.

5.2.17 Iterative repetition

Iterative repetition allows the steps in a process flow to be repeated; it provides the ability to feed
(attribute or matrix) values that have been computed in previous steps back into one of the pre-
ceding stages.

5.2.17.1 Go to procedure
Use the Go to procedure to carry out a convergence check. You can choose between the fol-
lowing checks
1. It is checked whether, during the last iteration, attribute or matrix data has changed by less
than the user-defined threshold value. To find the values that have changed, the following for-
mula is used:

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 5.2.17.2 Average determination using the Method of Successive Averages (MSA)

where

a Factor of relative deviation

b Tolerance value
c Absolute value for maximum change

The following figure shows how the tolerance value is applied. For smaller attribute values, it
allows for acceptance of larger relative deviations than for larger attribute values. In Illustration 66
the green curve represents the relative deviation, whereby the tolerance value was considered
part of the attribute value.

Illustration 66: Application of tolerance value in Go to procedure

2. It is checked whether a user-defined attribute lies under a specific value. This is useful when
you first add a script that recalculates the respective value.
If the convergence condition has been fulfilled, Visum continues with the next step of the pro-
cedure. If not, Visum returns to the point specified as Go to target (procedure or group) and iter-
ates the procedure from there (procedure) or from the next step (group). You can control
repetition of the loop independently of the convergence test by specifying a minimum number of
iterations or by limiting the number of iterations with a maximum value.

5.2.17.2 Average determination using the Method of Successive Averages (MSA)

Using MSA (method of successive averages), you can calculate the mean value of two matrices
(demand or skim matrices) or attributes.
This function is meant to improve convergence in demand models used for feedback. You can
add it prior to the Go to procedure if you want to use an averaged matrix of all iterations /

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 5.3 Displaying and editing matrices

averaged attribute value of all iterations instead of a matrix of the current iteration / of
attribute values of the current iteration . Average determination is available as an MSA func-
tion in formulas. The iteration counter is not implicitly specified, but determined dynamically within
the MSA function.
The operation calculates

where

A Output / newly calculated attribute value

B Matrix / attribute value of current iteration
C Matrix average of all previous iterations / averaged attribute value
i iteration counter

Notes: The iteration counter starts counting from iteration 0 and when Go to procedures are
triggered it always uses the innermost loop as point of reference.

5.3 Displaying and editing matrices

Visum provides various options for displaying and editing matrices or using them for calculations.

Functions used to display and analyze matrices

Highlighting matrix sections in color
Showing matrix values in an aggregated form
Filtering matrix values
Displaying matrix values as a histogram
Comparing matrices graphically in pairs

Visum offers both simple and more complex operations for editing and calculating matrices. Most
operations can be performed directly in the Matrix editor (see User Manual: Chpt. 20.4,
page 1866) , others are available as functions in formulas (see User Manual: Chpt. 20.4.4.3,
page 1882) or as procedures (see User Manual: Chpt. 21, page 2015).

Functions for copying / replacing matrix values Matrix Formulas

editor
Edit individual matrix values interactively X
Set values conditionally X X
Form constant matrix X X
Transpose X X
Reflect upper or lower triangle X X
Set diagonal X X
Copy diagonal to clipboard / Paste diagonal from clipboard X

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5.3 Displaying and editing matrices

Arithmetic operations on matrices Matrix Formulas

editor
Round (to value to be specified) X
Round (to number of decimal places to be specified) X
Floor (to integer) X
Ceil (to integer) X
Truncate (to number of decimal places to be specified) X
Add / subtract matrices X X
Multiply / divide matrices (element-wise) X X
Form reciprocal (element-wise) X X
Raise to power (element-wise) X X
Take logarithm (element-wise) X X
Exponential function (element-wise) X X
Forming maximum or minimum X X
Symmetrize matrix (calculate average values pairwise from top and bot- X X
tom triangle)
MSA (Method of Successive Averages) X X
GEH statistics X X

Arithmetic operations on matrices Matrix editor Procedure

Projection: various procedures X
Projection by territory X
Calculate matrix using marginal totals, i.e. trip distribution (see "Grav- X
ity model calculation" on page 302)
Generate main zone matrix from a zone matrix (aggregate) and gen- X X
erate zone matrix from a main zone matrix (disaggregate)

Arithmetic operations with two or more matrices Matrix editor Formulas

Sum of multiple matrices (for each element) x* X
Product of multiple matrices (for each element) x* X
Minimum of multiple matrices (for each element) x* X
Maximum of multiple matrices (for each element) x* X
Average of multiple matrices (for each element) x* X

* via Combination of matrices and vectors symbol 

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 5.3.1 Displaying matrices in tabular form

Functions for structural changes to matrices Matrix Procedure

editor
Extend matrix (include new OD pairs in matrix for arithmetic operations) X
Aggregate / disaggregate (summarize rows/columns of a matrix) X
Split/Extend (rows/columns of a matrix into/to several ones) X
Form partial matrix (non-symmetric aggregation) X

You can use formulas to have some matrices calculated automatically and then use them in your
model (see "Using calculated matrices" on page 323)

5.3.1 Displaying matrices in tabular form

There are different ways to organize matrix data in a clear way. In Visum, in the Matrix editor win-
dow, you can change the data display to gain a better overview of your data (see User Manual:
Chpt. 20.4, page 1866):
You can show matrix data in the matrix or list view.
You can open several matrices in a window so that the corresponding values of the matrices
are positioned side by side.
In addition to the matrix values, it is possible to display the row and column headers as well
as the row and columns totals.
You can change the alignment of the values and the number of the displayed decimal places.
You can classify the matrix values and display the values of different classes in different font
and background colors.
You can filter the matrix data by active zones, pairs of zones or by specific matrix values, so
that only the rows and columns of your choice are shown.
You can use aggregate functions to show the matrix data aggregated according to attributes
of origin or destination zones, without having to change any data manually.
You can save filtered or aggregated matrix data as a file and continue to use it in Visum as an
external matrix.

5.3.2 Displaying matrix values as a histogram

This function allows you to classify the values of one or several matrices and to display them as
column chart. You define intervals for the classification of the matrix values. You can determine
the intervals interactively or import them from a file (see User Manual: Chpt. 20.4.14, page 1906).
You can also classify a matrix using a classification matrix that includes identical zones. The OD
pairs are divided into defined intervals based on the classification matrix. The matrix values of the
input matrix will then be summarized per interval according to this allocation.
In addition to the histogram a list is displayed showing the number and the percentage of OD pairs
for both, each interval and cumulative for all intervals. If the matrix is changed, the results will be
updated automatically.
This function serves for analyses of existing data for further matrix processing steps, for example
aggregating data (see "Aggregating matrix objects" on page 327). The intervals can be stored and
used for other applications.

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 5.3.3 Comparing matrices graphically in pairs

5.3.3 Comparing matrices graphically in pairs

In a special window, you can have the data of two matrices displayed along the x and y axis of a
scatter plot. The plot further contains a diagonal, the regression line and the parameters of the
regression function. The shape and position of the point cloud show similarities and deviations
between the matrix values (see User Manual: Chpt. 20.4.15, page 1910).

5.3.4 Calculate the combination of matrices and vectors

The procedure Combination of matrices and vectors provides you with various options of cal-
culating a single or multiple matrices simultaneously. As operators, you may select matrices, net-
work attributes, attributes of origin/destination zones and constants.
In more complex applications, you can select matrices via properties and thus also include indir-
ect attributes, such as attributes of demand strata or person groups in your calculation.

In the Matrix editor, click the Combination of matrices and vectors symbol for access to
functions for calculating an opened matrix (see User Manual: Chpt. 20.6.13.1, page 1948).

5.3.5 Transpose, reflect upper or lower triangle, apply mean value

The Transpose function allows lines and columns of a matrix to be interchanged, which means
that the values of the rows become the values of the columns and vice versa. The resulting matrix
consequently contains the values of the opposite direction of the input matrix, with unchanged val-
ues in the diagonal. This function is used, for example, to generate a matrix of the outgoing traffic
from a matrix of the incoming traffic (see User Manual: Chpt. 20.5.10, page 1927).
The function offers the option of copying the matrix section below the diagonal into the upper tri-
angle (see User Manual: Chpt. 20.5.9, page 1927). The function offers the option of copying the
matrix section above the diagonal into the lower triangle (see User Manual: Chpt. 20.5.8,
page 1926).

5.3.6 Copy, paste and apply diagonal

Note: The diagonal of a matrix runs from top left to bottom right (FromZoneNo = ToZoneNo). In
demand matrices the diagonal represents the trips within the cell.

The functions Copy diagonal into clipboard and Paste diagonal from clipboard enable the
exchange of diagonal values between two matrices. For example, you can set a matrix value out-
side the diagonal to zero by copying the diagonal, setting all matrix values to zero and reinserting
the diagonal (see User Manual: Chpt. 20.5.5, page 1924).
The set diagonal function, in the Matrix editor window, offers the option of setting the values of
the diagonal with a new value, with the matrix values remaining unchanged for all relations
FromZoneNo ≠ ToZoneNo.
In the procedure sequence, you can set the values of a diagonal by using the OnlyAct-
iveODPairs or If function in formulas.

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 5.3.7 Round

5.3.7 Round
The Round function in the Matrix editor window allows you to round all matrix values to a spe-
cified precision. The matrix values are rounded up or down so that the new value is a multiple of
the value rounded. Therefore, it is possible to round up to 0.1 or 0.25, for example (see User
Manual: Chpt. 20.6.1, page 1928).
Additional options that allow you to adjust the precision of values (such as ceil, floor, truncate) are
available via functions in formulas. For the Round(.) function, enter the number of decimal places
you want to use (see User Manual: Chpt. 20.4.4.3, page 1882).

5.3.8 Form reciprocal, raise to power, take logarithm, exponential function

The function offers the possibility of transferring the reciprocal of any given matrix value into the
matrix (see User Manual: Chpt. 20.6.6, page 1938).
The function offers the possibility of giving an exponent for all matrix values and transferring the
result in each case as the new matrix value (see User Manual: Chpt. 20.6.7, page 1939).
The Take logarithm function offers the possibility of determining the logarithm for each matrix
value and transferring the result in each case as the new matrix value (see User Manual: Chpt.
20.6.8, page 1941).
The Exponential function offers the possibility of using each matrix value as exponent for e (e =
2.71828183) and transferring the result in each case as the new matrix value (see User Manual:
Chpt. 20.6.9, page 1942).

5.3.9 GEH Statistic

The GEH Statistic is an empirical formula widely used in traffic modeling to analyze values. The
formula has the following form:

M corresponds to the modeled values

C corresponds to the counted values

5.3.10 Maximum or minimum formation

The formation of a maximum or minimum results from the comparison of each value in the pro-
cessed matrix with a user-defined value or the matrix value of the same relation in another matrix
(see User Manual: Chpt. 20.6.10, page 1943) and (see User Manual: Chpt. 20.6.11, page 1945).
The result matrix then contains the following values for each relation.
The greater of the two values at maximum formation
The smaller of the two values at minimum formation
Maximum or minimum formation is mostly used for symmetrization of a matrix, often in connection
with Transposing (see "Transpose, reflect upper or lower triangle, apply mean value" on
page 316).

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 5.3.11 Make symmetrical: mean value upper / lower triangle

5.3.11 Make symmetrical: mean value upper / lower triangle

The Make symmetrical function calculates the mean value from the matrix values by element in
the upper and lower triangle and replaces them by this mean value (see User Manual: Chpt.
20.6.12, page 1947).

5.3.12 Using matrix conversion functions

To calculate indicators from matrices, matrices and scalars must be used in formulas. With the
matrix conversion functions it is possible to calculate a single value, a vector, or a new matrix from
a matrix or several matrices and optionally consider active OD pairs. For example, global indic-
ators such as the average journey time or distance by car can be calculated. These indicators can
also be output per origin or destination zone by using row or column totals from matrices. When
calculating new matrices, the matrix conversion functions can be used, for example, to determine
shares of the total volume per OD pair.
The following matrix conversion functions are provided:
Matrix sum
Matrix column sum
Matrix row sum
Matrix value
Matrix diagonal sum
Matrix maximum
Matrix minimum
The values (except the single matrix value) can optionally be calculated for active OD pairs.
Examples:
Evaluation Format Object Formula
of the
result
Matrix value of the OD pair i, j Single variable MATRIXVAL(MATRIX([NO]=39);11;10)
value or net- i, j are the indices of the matrix begin-
work ning with 1
UDA i = 11 (corresponds to the 11th zone sor-
ted by number)
i = 10 (corresponds to the 10th zone sor-
ted by number)
Matrix row sum i of active OD Single Variable MATRIXROWSUM(MATRIX
pairs value or net- ([NO]=39);2;1)
work
UDA
Matrix row sums i Vector Zone MATRIXROWSUM(MATRIX([NO] = 10)
(e.g. average journey distance UDA * MATRIX([NO] = 14); [MATINDEX]) /
from a zone) MATRIXROWSUM(MATRIX([NO] =
14); [MATINDEX])

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 5.3.13 Using matrix combination functions

Share of demand per OD relation Matrix Matrix MATRIX([NO] = 1)*100/MATRIXSUM

in % of total demand (MATRIX([NO] = 1))
active OD pairs = optional parameter
(default = 0, i.e. no)
Share of demand per OD relation Matrix Matrix MATRIX([NO] = 1)*100/MATRIXSUM
in the demand for active OD pairs (MATRIX([NO] = 1);1)
in % (e.g. excluding intrazonal active OD pairs = 1 (yes)
demand)
Matrix sum Single Variable MATRIXSUM((MATRIX([NO]=9))*
(e.g. average travel time for cars) value or net- (MATRIX([NO]=39)))/MATRIXSUM
work (MATRIX([NO]=39))
UDA Matrix 9 = indicator tCur
Matrix 39 = car demand

5.3.13 Using matrix combination functions

A matrix combination function allows you to transform a set of matrices to a matrix of the same
dimension.
Matrix combination functions are used as follows:
Matrix combination function (MatrixList (matrix reference via properties))
The matrix combination functions provided are: sum, average, maximum, minimum and
product. You can call the keywords SUM, AVERAGE, MIN, MAX, PRODUCT via the functions
in formulas. The calculation is performed per element:
MatrixList represents a set of matrices that can be identified via the matrix reference in par-
entheses.
A matrix combination with MatrixList, e.g., can be used as an expression in calculations with
ForEach.
Example:
You want to add the demand matrices of mode choice for all demand strata.
ForEach(MODE M)
Matrix([CODE] = "TotalHomebased" & [MATRIXTYPE] = 3 & [MODECODE] = M[CODE])
:= SUM(MatrixList([DMODELCODE] = "M01" & [MODECODE] = M[CODE] & [MATRIXTYPE] =
3 & [DEMANDSTRATUM\ISHOMEBASED] = 1))
Iteration is performed on all modes of the model. In addition, matrices with the same properties
(listed in parentheses on the right-hand side of the assignment symbol) are added up. In this
case, the matrix reference is not unique. It does not describe an individual matrix. For the respect-
ive target matrix, the ModeCode attribute of the matrix must correspond to the Code of the mode
upon which iteration is being performed. For the set of matrices listed on the right-hand side of the
assignment symbol, four properties are defined. Please note that it only makes sense to evaluate
the indirect, user-defined attribute of the demand stratum if the DemandStratumCode attribute
of the matrix contains a value.

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 5.3.14 Performing calculations for multiple matrices

5.3.14 Performing calculations for multiple matrices

When calculating matrices, you often want to perform similar calculations for multiple matrices.
Batch processing with the ForEach function allows you to do so in a single step. The ForEach syn-
tax is very powerful and provides solutions for many use cases, e.g.:
Generate a demand matrix for all demand layers per mode
Initialize all matrices of the model
Take the mean of all skim matrices from successive iterations within a demand calculation
loop
Add up the respective demand matrices of all demand strata for each mode
Calculate the utility definition based on skims and under consideration of specific co-effi-
cients for all demand strata

Using the ForEach function

Using the ForEach keyword, you can calculate multiple matrices. The ForEach loop within a pro-
cedure takes the following form:
ForEach (network object type Var <, condition >)
Matrix (matrix reference via properties) := expression
whereby

Element Description
Network object type Any Visum network object type, such as
matrices, demand strata, modes, demand seg-
ments
Var User-defined loop variable, which must begin
with a letter. This loop variable represents a dif-
ferent network object of the type in each loop
via which you iterate.
Condition (optional) limitation of the iteration to an
amount of existing network objects
Matrix/Matrices (matrix reference via properties) represents the target matrix/target matrices
Formula expression corresponds to a matrix formula

Loops with ForEach can also be used in nested form. In this case, you need to use a different loop
variable for each network object type. When creating matrices interactively, you omit the assign-
ment symbol := and the expression listed on the right of the assignment symbol.
Loop variables allow you to easily access attributes of the network object that are represented by
a variable in the current loop. You may use variables on the left-hand side and the right-hand side
of the allocation symbol.
The loop variable always represents a network object that already exists. For batch processing of
matrices, you can also use the CONTEXT keyword available on the right-hand side of the alloc-
ation symbol. It may be used to e.g. access attributes of the target matrix.
Example 1

320 © PTV Planung Transport Verkehr GmbH

 5.3.14 Performing calculations for multiple matrices

You want to initialize all matrices of the model in a single step.

ForEach(MATRIX M)
M := 0
Iteration is performed on all matrices and their values are set to 0. If iteration is performed on the
target matrix, you can use the M loop variable directly.
Example 2
You want to create a demand matrix per demand stratum and mode during the procedure
sequence.
ForEach(DEMANDSTRATUM N)
ForEach(MODE K)
Matrix ([DEMANDMODELCODE]="M01" & [NSTRATUMCODE]=N [CODE] & [MODECODE]=K
[CODE]) := 0
This example shows a matrix reference defined for target matrices, based on attributes of the net-
work objects on which iteration is performed. Here the loop variable N and K are used again.
Example 3
You want to average the skim matrices by performing two successive iterations. To do so, first
duplicate the skim matrices. The matrix reference for the newly generated skim matrices must
include at least one other attribute in order to avoid ambiguity with other skim matrices. To duplic-
ate the matrices, use the following syntax:
ForEach(MATRIX M, M[MATRIXTYP]=4)
Matrix([NSEGCODE] = M[NSEGCODE] & [MATRIXTYP] = 4 & [CODE] = M[CODE] & [NAME] =
M[NAME] & [SMOOTH] = "avg")
:= M
Iteration is performed for all matrices of the matrix type "Skim". In the target matrices, the values
of the source matrices remain unchanged. Instead, the expression used on the right-hand side is
the loop variable M. In addition, a user-defined attribute is assigned for the respective target mat-
rix, which distinguishes from the respective source matrix.
To average matrices within the demand loop, use the following syntax:
ForEach(MATRIX M, M[MATRIXTYP]=4 & M[SMOOTH] = "avg" )
M:= 0.7 * Matrix([NSEGCODE] = M[NSEGCODE] & [MATRIXTYP] = 4 &
[CODE] = M[CODE] & [SMOOTH] = "")
+ 0.3 * M
The target matrices are the previously duplicated matrices. Iteration is limited to these matrices.
The newly calculated skim matrices are assigned with the help of a matrix reference. The user-
defined attribute SMOOTH is empty. The averaged skim matrix is addressed via loop variable M
and multiplied by a factor of 0.3.

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 5.3.15 Using the TableLookup function

5.3.15 Using the TableLookup function

The TableLookup function generally provides you with the option of transferring values from one
table of the data model to another. You can look up values once using a formula calculation. You
can also keep values calculated this way up-to-date in formula attributes and formula matrices
(see "Creating a user-defined attribute" on page 1084 and "Creating a matrix calculated from a for-
mula" on page 1882). If you for instance make changes to the source table, the target values of
the TableLookup are automatically updated.
The TableLookup function takes the following form:
TableLookup (NetObjectType Var, condition, result)
whereby

Network object any Visum network object, e.g. a POI category

type
Var user-defined variable, which must begin with a letter
The variable is used within the condition or result to refer to attributes of objects
in the source table.
Condition any logical expression
The expression is evaluated as a truth value: true or false. As a rule, an attribute
of the source table is compared with an attribute of the target table.
Result any expression

For lookup, no aggregate functions are provided. If several matching allocations are found, the
first match is evaluated. If no matching value is found in the table of the network object type, an
empty value is returned. Filter conditions for the network object type are not taken into account.
Example
You want to define the mobility rate for a demand stratum HWH based on the zone type. Create a
POI category and for each zone type, define the respective mobility rate. Use Multi-edit or the
Edit attribute procedure to assign a value to the respective zone attribute using the following syn-
tax:
TableLookup(POIOFCAT_1 PK, PK[NO]=[TYPENO], PK[MRate])
The PK variable is used in the condition and the result to access the attributes No and MRate of
POI category 1. TypNo is the zone attribute that is compared with the No of the POI category.

5.3.16 Defining matrices as formulas

Similarly to formula attributes, matrices (see "Formula attributes" on page 170) can be defined as
formulas. Using a combination of matrix and vector expressions, you can define a term that is
automatically updated when changes are made to matrix data or zone attributes. This way, the
matrix is always displayed with its current values. The data in formula matrices is only readable
(see User Manual: Chpt. 20.4.4.3, page 1882).

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The example Formulas shows the use of formula
attributes, formula matrices, and aggregation functions in lists.

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 5.3.17 Using calculated matrices

5.3.17 Using calculated matrices

Using functions in formulas, you can automatically extract calculated matrices and use them in
your model. During the calculation procedure, the demand segment is required an input value.
The following calculated matrices are available.

Element
Total demand matrix
Assignment matrix
Filter for OD pairs - assign-
ment matrix
Flow bundle matrix
Description
Contains the total demand
Contains the actual assigned demand
Contains the assigned demand for which OD pair filter settings
were taken into account
Contains the demand determined through flow bundle calculation

5.3.18 Projection
The functionality is primarily used if origin or destination total values of a zone are to be multiplied
by a particular value, or a particular expected value is to be attained, which can be necessary in
some circumstances after origin-destination studies. Matrices collected are often just random
samples and must be projected to census values.
Matrix values can be projected per row (singly-constrained projection regarding the production),
per column (singly-constrained projection regarding the attraction) or by row and column (doubly-
constrained projection) (see User Manual: Chpt. 20.6.14, page 1954).
Singly-constrained projection means that each row or column is multiplied by a fixed value. This
value can be a procedure parameter or – for zone and main zone matrices – an attribute of the
zone or main zone. The complexity of doubly-constrained projection is illustrated in the example
below.
Objective: projection of origin and destination demand as follows:
zone 1 by 10 %
zone 2 by 20 %

Zone 1 2 Origin demand

1 20 30 50
2 40 50 90
Destination demand 60 80 140
Table 73: Basic matrix

Line by line multiplication, therefore for purely singly-constrained projection of the demand regard-
ing production originating from zone 1 by 10% and zone 2 by 20%, produces the following matrix.

Zone 1 2 Origin demand

1 22 33 55
2 48 60 108
Destination demand 70 93 163

While the origin traffic has been increased correctly, the destination traffic has not.

© PTV Planung Transport Verkehr GmbH 323

5.3.18 Projection

For the doubly-constrained projection, the Matrix editor uses an iterative process, also called a
Multi- procedure. During this iterative procedure, a solution to how the target values are best
reached is generated stepwise (see "The multi-procedure according to Lohse (Schnabel 1980)"
on page 324).
The Matrix Editor thus provides the following solution which correctly projects the origin and des-
tination traffic.

Zone 1 2 Origin demand

1 21 34 55
2 45 62 107
Destination demand 66 96 162
Table 74: Output

The multi-procedure according to Lohse (Schnabel 1980)

With the multi- procedure new traffic flows are calculated in each iteration step F ij (Schnabel
1980).
The iteration formula applied is as follows
Fij(n+1) = Fij(n) • qi(n) • zj(n) • f(n)
with

Qip Desired origin traffic zone i

Zjp Desired destination traffic zone j
Gp Desired total traffic
Fij(n) Traffic flow from zone i to zone j in iteration n
Qi(n) Origin traffic zone i, iteration n
Zj(n) Destination traffic zone j, iteration n
G(n) Total traffic, iteration n

This iterative calculation is done repeatedly until the following conditions are met for all boundary
values (origin and destination expected values).

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 5.3.19 Projection by territory

for all zones i

for all zones j

The threshold ε suggested by Lohse was used. It states that

or
QF: quality factor

5.3.19 Projection by territory

You can also use this function for matrix projection. Contrary to simple projection, you do not spe-
cify a factor per row or column, but the rows and columns of matrices are separated into groups.
You then define a projection factor per group or per relation between the groups (see User
Manual: Chpt. 20.6.15, page 1961).
Thereby you need to distinguish between two modes:
Singly-constrained projection by territory: This largely corresponds to singly-constrained
projection (see "Projection" on page 323). The only difference is that for projection by territory
the rows or columns of the matrix are separated into groups ("areas") and you specify a pro-
jection factor per group.
Projection by item: For this procedure the projection factors are not defined per row or
column, but per row/column relation. Here the rows and columns are also separated into
groups and you specify a projection factor per "group relation".
If you are using a matrix with network references, i.e. a zone or a main zone matrix, you can
choose an attribute of the zone or main zone to separate the rows and/or columns into groups. If
in this case, you e.g. select the attribute Main zone number for a zone matrix, singly-constrained
projection will use a specific factor per main zone for projection. Projection by item would use a dif-
ferent factor per main zone relation.

Note: The term "territory" used here merely describes a group of rows or columns and is not to
be confused with the network object of the same name.

5.3.20 Converting zone and main zone matrix into each other
When calculating the main zone matrix from a zone matrix, you add the matrix values of zones
that belong to the same main zone. This applies both to OD demand and skim matrices. The total
amount of the matrix values are added to the main zone matrix, the zone matrix is kept.
When disaggregating a main zone matrix you divide the matrix values of the main zones into sev-
eral matrix values for the individual zones and add them to a zone matrix. The values can be
equally distributed. However, you can also weight them. As weighting factors you can use the val-
ues of one or two zone matrices or of OD zone attributes.
If you select two weighting factors, the new matrix values are calculated as follows:

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 5.3.21 Extending matrices

where

i, j Zone indices
i, j Main zone indices related to the zone indices
Index(I), Index (J) Number of zone indices belonging to the main zone
bij Value in the output matrix (zone matrix)
aij Value in input matrix (main zone matrix)
wij (1), wij (2)
two weighting factors

Note: If the denominator of a fraction is zero, weighting will be ignored.

Use case
You would like to correct a matrix or adjust it using count data. The count data available refers to a
rougher zone structure than your network. In this case, you first aggregate the zone matrices,
then perform a correction procedure (e.g. TFlowFuzzy) and finally disaggregate the matrix again.

5.3.21 Extending matrices

You can extend external matrices during an arithmetic operation, i.e. you can add columns and
rows. To do so, choose an arithmetic operation that allows you to combine external matrices with
matrices that have different OD pairs.
You can use any arithmetic operation that requires a second operand, e.g. the basic ones or form-
ing the maximum or minimum.
The matrix data is calculated as follows:
The arithmetic operation is performed for the OD pairs that occur in all matrices.
If an OD pair is not listed in all matrices, a null is entered for it before the arithmetic operation
is performed. Then the arithmetic operation is performed.
For OD pairs that are not listed in any of the matrices, a default value is set in the results mat-
rix.

Example of extending a matrix

On the addition, the two matrices are extended. The default value specified for new OD pairs is
99.
Matrix in Matrix editor window
1 2 3
1 1 1 1

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 5.3.22 Aggregating matrix objects

2 1 1 1
3 1 1 1

Matrix chosen as operand

1 2 4 5
1 2 2 2 2
2 2 2 2 2
4 2 2 2 2
5 2 2 2 2

Matrix extended on addition

1 2 3 4 5
1 3 3 1 2 2
2 3 3 1 2 2
3 1 1 1 99 99
4 2 2 99 2 2
5 2 2 99 2 2

5.3.22 Aggregating matrix objects

This function allows you to group several matrix objects to create one or several new objects. You
can use the Aggregate function to rename zones and/or group them into larger units (e.g. dis-
tricts). The number of rows and columns of a matrix is changed through aggregation.
The new matrix values are calculated with the aid of the following formulas:

Arithmetic mean

Weighted mean

with

qi Matrix value of ith zone

gi Weighting of ith zone
n Number of columns or rows

© PTV Planung Transport Verkehr GmbH 327

 5.3.23 Splitting (extending) matrix objects

Example of aggregating matrix objects

The matrix values of the matrix below are aggregated.

Zone allocations and settings:

Zone 10 is removed from the matrix
Zones 20 and 30 are aggregated and will form the new zone 39
The weighted mean is used as aggregate function.
The matrix data is weighted using the following matrix.

Origin and destination zones of the matrix are aggregated

The matrix values of the original matrix are used
The following matrix results.

Matrix values of destination zone 39 were calculated as follows:

Note: If you aggregate a filtered matrix, only the filtered values are aggregated.

5.3.23 Splitting (extending) matrix objects

Using the Split function, you can subdivide zones into smaller units. The number of rows and
columns of a matrix is changed through splitting. This function is often used for adapting overall
demand matrices to a finer zone classification in the network model.
If you only specify one factor for an object generated during splitting, this factor applies to
both the source and destination traffic in the demand matrix.
If origin and destination value are to be distributed with different proportions in a zone gen-
erated by splitting, a destination traffic factor must also be specified after the origin traffic
factor.
For a demand matrix, the matrix value is generally distributed across the zones (1.0 = 100 %) cre-
ated through splitting. When choosing the splitting factors for zone generation, you can decide

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 5.4 Matrix correction

whether or not you want to include the expected gains (total > 1.0) or losses (total < 1.0) per split
zone.
For a skim matrix, the matrix value per split zone is generally assigned to the new zones using the
factor 1.0, i.e. they remain unchanged.

Example of splitting matrix objects

The zones of the following matrices are split and deleted.

Thereby the following settings are made:

Zone number old Zone number new Factor origin traffic Factor destination traffic
100 1001 0.3 0.1
100 1002 0.5 0.2
100 1003 0.2 0.7
200 2001 0.7 0.7
200 2002 0.3 0.3

In addition, all trips created within the cell are set to null.
This produces the following matrix:

Total of matrix data for all OD pairs from/to 1,001..1.,003 equals 1,000.

5.4 Matrix correction

You have different possibilities of correcting the demand matrix values with count data. The term
"matrix estimation" is used synonymously with "matrix correction" in the literature.
Updating demand matrices – general information
Updating demand matrix with TFlowFuzzy
Updating demand matrices using the least squares method
Projecting PrT path volumes
Calibrating PrT matrices

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find examples of use on this topic.
This example Dynamic Matrix Estimation describes how to use dynamic matrix estimation
combined with the simulation-based dynamic assignment. The Dynamic Matrix Estimation -
Public Transport example describes the use of dynamic matrix estimation combined with the
timetable-based public transport assignment.

© PTV Planung Transport Verkehr GmbH 329

 5.4.1 Updating demand matrices – general information

5.4.1 Updating demand matrices – general information

As all matrix correction procedures, the procedures in Visum are meant to adjust a demand mat-
rix, so that its assignment results for a supply actually match the real supply observed (source/tar-
get traffic, passenger trips unlinked or number of boarding/alighting passengers). Matrix
correction can be useful in several situations:
A demand matrix based on empirical survey data is outdated and you want to update it
without having to conduct a new (origin-destination) survey. The update shall be based on
based on census data only.
A matrix generated from the transport network model is to be calibrated, therefore coun-
ted volume data is to be used.
A matrix generated from incomplete or not reliable data is to be improved by more com-
prehensive/reliable volume data counted simultaneously.
A survey contains the journey distance distribution, but the model does not reflect the
data with the level of accuracy required.
The matrix correction procedure solves this problem for PuT as well as for PrT. In the dynamic
variant, the "least squares" method corrects a matrix time series with reference to the volume per
analysis time interval. For all other procedures, it is the static matrix that is corrected and the cor-
rection always refers to the total volumes.
The flow of information always follows the given order.

The workflow for the matrix calibration is as follows.

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 5.4.1 Updating demand matrices – general information

You can choose the following count data:

Link volumes
Origin/destination travel demand per zone
Volumes of turns at nodes and main turns at main nodes (as long as they are defined)
Volumes via screen lines
Volumes on lanes
PuT passenger trips unlinked per line
PuT passenger kilometers per line
Boarding/alighting passengers at stop areas
Skim data distribution, e.g. journey distance distribution
You can also combine count data.
You can find a detailed description of how to use journey distance distribution in the Examples dir-
ectory:
\Users\Public\Public Documents\ PTV Vision \ PTV Visum 2022 \Examples\Matrix
TFlowFuzzy\TFF_Distribution

Tip: Alternatively, open the folder via the menu Help > Examples > Open Examples dir-
ectory > Examples > Matrix TFlowFuzzy > TFF_Distribution.

It is best to work with volumes on lanes if you want to use count data that comes from stop line
detectors. These are - other than manually collected node flows - not already assigned to a (main)
turn, but to the lane the detector is located on. If you are using lane counts, you need to model the
lane allocation at the respective node in the Junction editor. Visum aggregates lane counts to
counts per lane group, i.e. the count data is added across all (main) turns that have at least one
shared lane. The matrix correction procedure compares the count data sums to the volumes of all
routes that use this lane group.
Sometimes PuT passengers alighting/boarding at stop areas are counted separately for each dir-
ection. To be able to use the information content of the disaggregated count data, without having

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 5.4.2 Updating demand matrix with TFlowFuzzy

to separate the stop area into several parts, separate the line routes traversing the stop area into
groups. Then specify count data and tolerances or weights for each group.
For the update, the specified count values are compared with the volumes, which result from a
pre-calculated assignment of the previous demand matrix. Differences between count values and
volumes are balanced by adjustment of the demand matrix for the assigned demand segment.
The simplest case refers to a single demand segment. The volumes from the selected network
object are then taken from the assignment result of this demand result, and the count values also
only refer to this demand segment. Both TFlowFuzzy and the least squares method can also sim-
ultaneously update the demand matrices of several demand segments if only total count values
are specified for all demand segments. Then the count data specified is distributed proportionally
to the respective demand segment share of the assignment volumes. The demand matrix for
each demand segment is then updated individually.
The demand calculation procedures implemented in Visum are characterized by the following
properties:
that you can combine the following for matrix correction: origin/destination traffic, link
volumes, turns, main turns or screen lines, passenger trips unlinked and passengers
boarding/alighting at stop areas and distributions (e.g. journey distance).
Count values do not have to be available for all network objects.
The statistical uncertainty of the count figures can be modeled explicitly.
You can specify that the distribution of the result matrix must correspond to the dis-
tribution of an existing demand matrix.
You can use count data that only covers part of the PuT lines. In this case, only volumes
or boarding/alighting passengers that refer to active line route elements are taken into
account for calculation.

5.4.2 Updating demand matrix with TFlowFuzzy

The following section describes the methodological foundations of the demand matrix correction
procedure TStromFuzzy. It is followed by an example.

Topics
Methodological basics of TFlowFuzzy
Numeric example for TFlowFuzzy
Reasons for a missing solution with TFlowFuzzy

5.4.2.1 Methodological basics of TFlowFuzzy

Since the eighties, primarily in English-speaking countries, so-called matrix correction (or matrix
estimation) techniques have been used to produce a current demand matrix from an earlier travel
demand matrix (base matrix) using current traffic count values. Based on research by
Van Zuylen/Willumsen (1980), Bosserhoff (1985) and Rosinowski (1994) which focuses on
matrices for private transport, PTV has extended the application of these techniques to public
transport.
The starting point for the classic procedure is the travel demand for the individual OD pairs f ij .
Travel demand is usually described as a matrix, but for our purposes a vector representation con-
taining all OD trips with non-zero demand is more suitable.

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 5.4.2.1 Methodological basics of TFlowFuzzy

While it is usually assumed, that a matrix based on an earlier time is known, only partial inform-
ation is provided for the current state. Important is the situation where there are no data based on
relations (from an origin destination survey) available, but only count values at individual positions
in the network. These can e.g. be origin / destination traffic or link volumes. We note the count val-
ues as another vector.
cr = (c1 c 2 c3 ... cm)

The demand of any OD pair contributes to count data. In the case of origin/destination traffic, for
example, the boundary totals of the matrix to be estimated are known. Link volumes correspond
to the total of all OD pairs that run along the link. In general, the following linear equation shows
the relationship between demand and count values:
A•f=c
whereby A is called flow matrix. An element a sk of A corresponds to the proportion of trips of OD
pair k, which traverses the count object (e.g. the distance) s. For origin / destination traffic count
values, A is especially constant, as specified with example n = 3, m = 6.

In this case, in particular, the proportional matrix A does not depend on the assignment. For link
volumes, on the other hand, supply-dependent path selection is included in A. The flow matrix is
obtained through the assignment of an existing matrix (for example, the old demand matrix) to the
supply at the time of the count. Both types of count values can be also be used next to each other
without a problem.
The problem with matrix correction is that the number of count objects is usually significantly smal-
ler than the number of OD pairs m << n 2 , and thus the new matrix is under-determined by the
count values. Out of the countless matrices which match the count values "match", only the best
is selected according to a evaluation function q, thus solves the optimization problem:
max q(f), so that A • f = c

© PTV Planung Transport Verkehr GmbH 333

5.4.2.1 Methodological basics of TFlowFuzzy

A combination of entropy and weighting with the proportions of the old matrix often serves as an
evaluation function. The evaluation function implemented in Visum is:

whereby the represent the values of the old matrix. q is non-linear, so the problem must be
solved iteratively.
Illustration 67 shows for an example how the entropy changes depending on the estimated matrix
value ƒij.

Illustration 67: The entropy of a matrix entry whose original value is 100. The maximum entropy is
reached if the matrix entry is identical to the original value.
In this wording of the matrix correction problem there is, however, another weakness of the clas-
sic approach: vector c of the count values is assumed as a known parameter, free of every uncer-
tainty. A q maximum is only selected from the matrices which fulfill the exact secondary
conditions. The count values thus receive an inadequate weight, because each survey provides a
snap shot, which is afflicted with a statistical uncertainty. Conventional procedures (for example
from Willumsen) do not allow such a state, because the count values are perceived as "strict" sec-
ondary conditions.
PTV has therefore taken on the approach by Rosinowski (1994), who modeled the count values
as fuzzy measured data similarly to the Fuzzy Sets Theory. If it is known that in a zone, the origin
traffic fluctuates up to 10 % from day to day, in other zones however about 25 %, this is illustrated
with the respective tolerances t. In the secondary conditions of the matrix estimation problem,
thus fuzzy conditions with different tolerances replace strict values.
This is achieved by introducing non-negative slip variables r and s which replace the original sec-
ondary with:

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 5.4.2.1 Methodological basics of TFlowFuzzy

In this case, the vectors and Are defined by and , t is the tolerance vec-
tor.

If one left it at that, all results between and all results would be allowed and evaluated equally,
irrespectively of whether they are in the middle or at the edge of they are in the middle or at the
edge of an interval. In reality, however, one favors a result in the middle of the permitted interval,
because then the count value would be hit exactly. This ideal case occurs when r = s = t.
Thus for the slip variables r and s corresponding entropy terms are added to the weighting func-
tion, whereby the tolerances t serve as weighting variables:

By illustrating the entropy of the slip variables in an example, you can see its similarity to fuzzy
sets.

Illustration 68: For example, imagine a count value of 100 with a tolerance of 50. The model value
is a value of the vector A•ƒ.
The entropy of the slip variable becomes maximum if the count value is exactly hit, otherwise it
decreases towards the edges. This corresponds to a fuzzy set with the interval [50, 150] as the
carrier set and the above-mentioned membership function.
An illustration using fuzzy conditions in contrast to strict limits thus makes it possible to express
the preference for central values within the carrier set. This means that values close to the mean

© PTV Planung Transport Verkehr GmbH 335

 5.4.2.2 Numeric example for TFlowFuzzy

value of the count values are generally preferred, but values at the edge are also accepted if this
results in a significantly smaller deviation from the count values.
The range of solutions of the estimate problem expands due to the Fuzzy-similar formulation, and
with the degree of freedom for entropy maximization increases, so that generally higher target
function values can be achieved. To make it clearer, the "most likely" demand matrix is thus estim-
ated, which represents the count values within the ranges of fluctuation.

5.4.2.2 Numeric example for TFlowFuzzy

A calculation example is used to illustrate the matrix correction procedure. A PuT service is
defined in the very simple network with four zones shown here.

The link bars show the assignment result for the following matrix, which we assume were
obtained a long time ago by means of a passenger survey:

Counts have since been completed on all links of the network, and the following volumes
obtained.

The counted values for this example are based on the assumption that the demand matrix has
since changed as follows.

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 5.4.2.3 Reasons for a missing solution with TFlowFuzzy

In Visum, the count values from the figure are defined as link count values. In addition, a fuzzy ran-
dom sample of 5% is specified.
TFlowFuzzy now calculates a new matrix, which on the one hand exhibits to a very high degree
similar ratios between the number of trips in the individual OD relations as in the old matrix (by
entropy maximization), and on the other hand, during assignment matches the counted values
from the new survey within the specified fluctuation range.
In this example TFlowFuzzy determines the following matrix, whose values come very close to
those of the actual matrix.

5.4.2.3 Reasons for a missing solution with TFlowFuzzy

There are two possible reasons for not finding a solution with TFlowFuzzy:
There is no solution.
If several constraints contradict each other despite added fuzzy tolerances, the solution
space is empty. This can happen, for example, on successive links with count data that
strongly differs if there is no possibility for inflows or outflows in between.
The nonlinear optimization problem is solved using the Newton-Raphson method.
This method is characterized by the fact that it converges quickly (quadratic convergence).
However, its convergence is not guaranteed. Whether Newton-Raphson converges depends
on the start point of the search. If the start point selected produces a large difference between
the original matrix and the "real" matrix, TFlowFuzzy might not be able to find a solution,
although there is one. The success of the procedure therefore strongly depends on how much
the original matrix and the "real" matrix structurally differ from each other.

5.4.3 Updating demand matrices using the least squares method

Besides TFlowFuzzy, Visum provides another effective method for updating matrices: the least
squares method. It differs from TFlowFuzzy in the solution procedure, which minimizes the
squared distance between the assignment value and the counted value. The structure of the ori-
ginal matrix is maintained as far as possible by simultaneously minimizing the squared distance
between old and new matrix values.
The nonlinear optimization problem is:

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5.4.3 Updating demand matrices using the least squares method

with

: values of the initial matrix

: corrected matrix values

: volume of network object r as a function of the corrected matrix values

: weighting factor for the difference between volume and count values

: weighting factor for the difference of values between corrected and initial matrix

: count value

Function is multi-linear and the linear factors are listed in flow matrix A,

.
Similar to TFlowFuzzy, flow matrix A is determined as

with

: number of paths that belong to OD relation ij

: 1 if path K contains network object r, otherwise 0

: volume of path K
There are two major advantages of the "least squares" method compared to TFlowFuzzy:
It always delivers a solution, which is why the procedure is more robust than TFlowFuzzy.
However, this does not necessarily mean that the count values are reached as desired with
the found solution.
The runtime is considerably less compared to TFlowFuzzy. This means the method can also
be used in large models with a large number of count locations and the computation still time
remains reasonable.
Nevertheless, both procedures still have their purpose:
For some models, TFlowFuzzy produces a better match of assignment and count value.
The structure of original demand is maintained better. The square objective function of the
"least squares" method penalizes large absolute deviations more heavily than small ones. As
a result, the method corrects OD pairs to different extents, depending on their absolute mag-
nitude. And the ratios between OD pairs can be influenced more than with TFlowFuzzy,
where entropy maximization mostly results in maintaining ratios between OD pairs. However,
this behavior can be corrected with a clever choice of the weight, see below.
The "least squares" method requires slightly different input variables than TFlowFuzzy.

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 5.4.3 Updating demand matrices using the least squares method

Instead of defining tolerances for count values, you define different weighting factors. This
can be used, for example, to express the importance of a count location.
Our experience has shown that the following basic structure has proven itself for the weight:
It should always contain the term 1 / Sqrt(Count). This term leads approximately to the optim-
ization of GEH², i.e. the square of GEH and thus to a balanced result. If some count locations
shall have a stronger effect than others, multiply this term by an appropriate weighting factor.
In addition, a further weighting factor must be specified that defines the weight of the matrix
deviation (difference between new and old matrix entries) compared to the count value devi-
ations in the objective function. If this factor is small, matrix deviations receive a small weight
compared to count value deviations. Unfortunately, there is no rule of thumb as to what mag-
nitude this factor must assume in order to be sufficiently effective. In our experience, there
are models where values in the order of 10-7 have hardly any effect; in other models, even
small values lead to noticeable differences. We recommend starting with a weighting factor of
0 and analyzing the difference between the initial and the result matrix. If it is unexpectedly
large, the weighting factor should be increased until the deviation is acceptably small.
The iterative solution procedure mostly avoids an unnecessary deviation from the currently
assigned matrix. Thus, the weighting factor only has a minor effect as long as the specified ori-
ginal matrix is identical to the currently assigned matrix.
However, it may happen that the assigned matrix differs from the matrix whose structure is to
be retained. This is the case, for example, when the "least squares" method is used iter-
atively, i.e. multiple times in alternation with an assignment. Here you want to avoid that the
deviation between the result matrix and the "historical" original matrix becomes larger and lar-
ger.
There are two variants of the "least squares" method:
Static variant
The static variant corrects a static matrix and always refers to total volumes. It does not cor-
rect an existing percentage PuT time series.
Dynamic variant
The dynamic variant corrects a matrix time series with reference to the volume per analysis
time interval. Thus, the dynamic variant takes the temporal dynamics both in demand and
assignment into account. The time intervals on both sides do not have to be identical: The
demand time intervals are defined by the time series, the time intervals of the count values by
the analysis time intervals.
Note: The dynamic variant is only available in conjunction with the PrT assignment pro-
cedure Simulation-based dynamic assignment (SBA) and the timetable-based PuT assign-
ment.

The methodology of both variants is almost identical; the main difference is the additional dimen-
sion of time, which essentially only affects the flow matrix. In the dynamic variant, the rows of the
flow matrix no longer correspond to the count locations, but to the cross product of count locations
and analysis time intervals; the columns of the flow matrix no longer correspond to the quantity of
the OD pairs, but to the entire demand time series. An entry in the flow matrix corresponds to the
proportion of the demand of an OD pair during a demand time interval that passes a count loc-
ation during an analysis time interval.

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 5.4.4 Projecting PrT path volumes

By adding the time dimension, the number of cells in the flow matrix increases considerably and
the computing time of the solution procedure increases accordingly. This is why the dynamic vari-
ant was not implemented for the slower TFlowFuzzy procedure.

5.4.4 Projecting PrT path volumes

The paths projection function adjusts the demand matrix of a PrT transport system to the counted
data of particular links. Thereby all movements Fij that use a selected link for a PrT demand seg-
ment are projected, so that the link volume corresponds to the count data (AddValue). The rela-
tions used in this process are the result of an assignment in which all used trips are saved along
with their volumes.
The update only affects the demand matrix - not the time series - and always refers to total
volumes (instead of loads per analysis time interval).

5.4.5 Calibrating PrT matrices

The Cali procedure provides a calibration function that uses count data to calculate projection
factors - based on assignment results - for origin and destination sums of a PrT demand matrix.
Using a balancing procedure the matrix is then projected to the sum values.

5.4.5.1 General principle of the calculation procedure

The projection of the matrix corresponds to the Increase factor model with justification, known in
traffic planning. By comparing the calculated volume with the count data, the counted cross sec-
tions supply information on "adjustment factors" which need to be taken into account. Here it has
to be taken into account that an origin/destination relation can traverse several counted cross sec-
tions, that is, it might be influenced by several adjustment factors.
The calculation process has two stages.
1. Determination of the adjustment factors
First, the calibration function calculates an adjustment factor ki for each count value zi.
These apply to all relevant flow bundles.
This results in modification potentials for all relevant origin and destination traffic.
Since the adjustment factors belonging to a zone might have to be calculated using dif-
ferent count value adjustment factors zi..n, these factors must be averaged and balanced.
Adjustment factors for origin and destination traffic are thus generated for those origins
(rows) and destinations (columns) which were found by flow bundles.
Rows and columns which were not found by flow bundles are assigned a mean adjust-
ment factor determined by the adjustment factors for traffic flow elements.
2. Projection of the matrix using the projection factors generated as explained above

5.4.5.2 Example: Matrix projection

The Fij matrix of the last assignment serves as the basic matrix.

Zone 1 2 Origin demand

1 20 30 50

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 5.4.5.2 Example: Matrix projection

2 40 50 90
Destination demand 60 80 140

If the traffic of Zone 1 is to be increased by 10 % and the traffic of Zone 2 by 20 %, the following
matrix (for a projection of the origin only) will result:

Zone 1 2 Origin demand

1 22 33 55
2 48 60 108
Destination demand 70 93 163

It is clear that, although the origin traffic increased by the required amount, the destination traffic
did not, because
1.1 * 60 = 66 and 1.2 * 80 = 96.
This is why an iterative procedure, the Multi-procedure according to Lohse (Schnabel 1980), is
used for origin and destination projection, as in an iterative process it searches for that one solu-
tion that is best used to reach the target values (see "The multi-procedure according to Lohse
(Schnabel 1980)" on page 324).
For the above example the following solution is found:

Zone 1 2 Origin demand

1 21 34 55
2 45 62 107
Destination demand 66 96 162

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5.4.5.2 Example: Matrix projection

342 © PTV GROUP
 6 Impact models

6 Impact models
An impact model contains all methods to calculate the impact of traffic. It calculates results on the
basis of data and thus represents the computation kernel of the application. Components of the
different impact models offered in Visum are in particular assignment, skim calculation, line block-
ing, line costing calculation (PuT operating indicators) and emission calculation, including the
impedance models used in them. Each of these methods is part of at least one of the impact mod-
els for users, operators and the environment.

Topics
The types of impact models
Impedance functions
Paths in PrT and PuT
Skims / indicators

6.1 The types of impact models

A transport supply system has diverse impacts which may vary because of measures. Impacts
always refer to those actively or passively involved in traffic, for example the users or operators of
the transport supply system, to the general public or the environment. The impact models in
Visum are differentiated according to those involved and each comprises all methods on cal-
culating the effects on one of the roles mentioned.

6.1.1 The user model

Users of infrastructure for private transport are mostly car drivers and their passengers, but also
non-motorized travelers such as cyclists and pedestrians. Users of public transport are public
transport passengers. Objective of the user model is to determine the impacts of a transport sup-
ply system on travelers. Important skim data for evaluating the transport supply are the journey
time and traveling expenses between two zones. To evaluate a public transport supply, additional
skim data such as number of transfers, transfer wait time and service frequency must be con-
sidered.
To determine these user-specific skims, the OD trips of travelers are modeled. A user chooses a
route for his trip which appears convenient to him. If in addition to the route, the user also selects
the departure time of his trip, one speaks of a connection independent of the mode. In addition to
the spatial course, a connection thus comprises the entire temporal course: In public transport
especially the departure and arrival times at the boarding stop, at the transfer stops and at the des-
tination stop and in private transport the selected departure time, the arrival time and the transit
time for each location along the route. If the temporal progression of the traffic situation has been
explicitly modeled in this way, one speaks of a dynamic model (dynamic assignment). There is no
time axis for a static model, however, so that OD trips take place without temporal course and
have a simultaneous effect on each location in the network. There are static and dynamic user
impact models in both PrT and PuT.
Methods to model the travel behavior are based upon search algorithms which determine routes
or connections between an origin and a destination. Procedures used as search algorithms are
those which determine the best, meaning those which determine paths with the lowest impedance

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 6.1.2 The operator model

or a set of sufficient paths. Impedance can consist of times, distances, and costs. Depending on
the search algorithm used, the paths found represent routes or connections. The trips by OD pair
are distributed among the paths found. This combination of path search and trip distribution is
called assignment. Private transport assignment assigns vehicle trips; public transport assign-
ment assigns passenger trips.
For every route or connection between two zones skims can be calculated which describe the ser-
vice quality of the route/connection. In addition to this, an assignment produces traffic volumes for
links and turns, and in PuT projects also for stops and stop points plus all objects of the PuT line
hierarchy from the transport system down to the level of individual vehicle journeys. In contrast to
a quality skim such as, for example, journey time, the volume is only an indirect skim which by
itself is not suited for evaluating the transport supply system. The volume is rather used to deduce
saturation of PuT lines which affects the comfort of passengers and the revenues of oper-
ators
noise and pollution emissions which indicate the environmental impact
Thus, the volume resulting from the user impact model serves as a basis for the procedures
provided by the operator impact model and those of the environmental impact model as well.
Visum offers various assignment procedures for private and public transport. They differ by the
search algorithm and by the procedure used for distributing demand. These assignment pro-
cedures are a central part of Visum. There are PrT models and PuT models.
PrT (see "User model PrT" on page 349)
PuT (see "User model PuT" on page 573)

6.1.2 The operator model

Transport supply operators are PuT transport companies and transport associations, in a broader
sense these also include the PuT contractors of the operators. To offer public transport service,
PuT operators develop line networks and timetables from which the user can then choose con-
nections.
To estimate the impacts on PuT operators, the so-called operator model is used to determine
indicators which describe the operational and financial requirements for offering public transport
supply on the one hand and on the other hand the expected revenues (see "Operator model PuT"
on page 703). The PuT operator model comprises the following methods.
Line blocking which determines the number of required vehicles
Determining operational costs
Estimating revenues
Line costing which distributes the operational costs and revenues over PuT lines
Compared to the PuT, the PrT network is generally operated by the state, countries or councils,
but also more and more by private investors. Decisions are geared towards their impact on the
general public, rather than on the operators. This is why in general a different operator model has
to be used for PrT.

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 6.1.3 The environmental impact model

6.1.3 The environmental impact model

Visum provides three models within the environmental impact model, to calculate the envir-
onmental impacts which are noise and pollution emissions, caused by motorized private transport
(see "Environmental impact model and HBEFA" on page 843).
Noise-Emis-Rls90: Calculation of noise emission levels in accordance with the guideline on
noise reduction for roads, edition 1990 (RLS-90), without considering immission parameters.
Noise-Emis-Nordic: Calculation of noise emission levels in accordance with Nordic Council
of Ministers (1996).
Pollution-Emis: Calculation of air pollution emissions in accordance with emission factors of
the Swiss Federal Office for the Environment (BAFU).

6.2 Impedance functions

An impedance function generally measures the effort connected to a traffic process. All instances
are summarized to this effort, which prevent participants from carrying out this process and there-
fore create an impedance. Effort examples are especially time and costs connected to the pro-
cess. You can also enter subjective criteria in the impedance. Thus, the impedance of a certain
connection in the PuT may increase if certain comfort criteria are not satisfied.
Impedance functions play an important role in several impact models. In the assignment, the
impedance function assigns a route or connection an effort. In PrT, especially the journey time in
the loaded network flows into the impedance, but it can also be additional properties such as trav-
eling expenses and possible toll. For dynamic assignments, it is also the discrepancy between the
departure time and the desired departure time. In PuT, in addition to the travel time, it is mainly the
number of transfers and the fare which have an effect on the impedance.
A problem for impedance functions is that completely different aspects are included and have to
finally arise from conjoint evaluation in form of a number. These different aspects which are par-
tially measured in different units, must therefore be recalculated and weighted against each other.
In general, weighting of the factors for different groups of assessing personnel is different. For this
reason, impedance functions for example can be defined at the assignment per demand segment
(see User Manual: Chpt. 22.2, page 2067) and at line blocking per vehicle combination (see User
Manual: Chpt. 25.1.3.2, page 2311).
In Visum, impedance functions are used in the following contexts:
Assignment (impact model): The impedance function assigns the effort to each path, thus
depending on the type of assignment, each route or connection, which the traveler has to
make if he or she decides to take this path. The most natural criterion is the travel time which
has the corresponding unit time [s]. Especially in PrT, the travel time of a link is not constant,
but depends on the volume, the coherence is described in a VD function.
Demand models (User model): Within the framework of trip distribution, mode choice, as well
as combined procedures for trip distribution and mode choice, the impedance function alloc-
ates an OD pair or the mode choice for this relation to the effort, which has to be overcome for
this choice. In this context we are traditionally talking about utility functions. Although the sup-
porting concept is identical, the benefit of it is, however, only the negative impedance of the
process.

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 6.3 Paths in PrT and PuT

Line blocking (operator model): The impedance function assigns each activity (vehicle jour-
ney, empty trip, layover, etc.) in a cycle the effort, which arises if the activity is performed by
this cycle. The most natural criteria here are the costs.
Despite these different application areas, the impedance function structure is always the same:
Each impedance function consists of a sum, in which each summand evaluates a certain aspect
of the effort and is weighted by a coefficient (see Illustration 69). To calculate the impedance of a
traffic process, the properties of the process are first determined regarding each aspect. Each
aspect is then evaluated separately, in PrT especially by evaluating the VD function. This eval-
uation of individual aspects is then provided and summed up with the weighting factors.

Illustration 69: Impedance calculation for a PuT connection, for clarity illustrated in the unit [min]

6.3 Paths in PrT and PuT

All assignments in Visum in PrT as well as in PuT are path-based, meaning that possible paths
are calculated for each OD pair and loaded with a demand share. All other results, especially the
different network object volumes and the skim matrices are derived from these loaded paths.
These paths are saved with the assignment result and can be analyzed after the assignment for
flow bundle calculation, for example.
A path first describes the exact local course of a change of location in the network model, which
means that all traversed network objects such as nodes, links, turns, main nodes, connections,
and if applicable also stops, line routes, and time profiles are known. If the departure time and

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 6.4 Skims / indicators

thus the temporal course is added to the spatial course, we are taking about a connection, oth-
erwise a route. For PuT paths, in addition to departure time for a connection compared to the
route, the information on used vehicle journeys is included.
If an assignment produces routes or connections depends on the type of assignment. Dynamic
PrT assignments and the timetable-based PuT assignment create connections, static PrT assign-
ments as well as the headway-based PuT assignment calculate routes. In principle, the user can
select, whether internally calculated connections should be saved as such or only as routes, or
not at all – respectively for PrT (see User Manual: Chpt. 22.1.2, page 2065) and PuT (see User
Manual: Chpt. 23.1.1.2, page 2180). If you do not save the connections, less memory is required,
however, posterior analyses of the connections are no longer possible, even if a dynamic assign-
ment procedure was applied. Network volumes are still calculated and can even be output dif-
ferentiated according to analysis time intervals.

6.4 Skims / indicators

A skim is a measurement taken from the traffic model. Typical examples are the mean travel time
from a zone A to a zone B, which is calculated from the travel times of all paths found, as well as
the total PuT journey time, which is the sum of the journey times of all PuT passengers. Skims can
be divided into global skims, which describe properties of the entire traffic model, and into skims
gained per OD pair. The latter are stored in skim matrices, whereby the entry xij for the skim value,
refers to the relation from zone i to zone j.
Generally, skims measure the properties of the traffic model. In feed back models they are also
the input data for the demand modeling procedures, especially for trip distribution and mode
choice.

6.4.1 Skim matrices

Skim matrices describe properties of each relation from an origin zone A to a destination zone B in
the traffic model. Each individual skim (for example the travel time in a vehicle) is extracted from
the path properties from A to B, which belong to a demand segment. The skim data is then aggreg-
ated with the relative share of demand, which the path would attract, to a skim value for the OD
pair. This also applies if there is no demand for the relation from A to B, because distribution does
not depend on the demand.
The calculation of skim matrices differs between PrT and PuT on some points. The calculation of
PrT skim matrices is either based on present paths from a previously calculated assignment, or
for each OD pair the optimum path with regard to the impedance is determined (in the possibly
loaded network). Compared to an assignment, the network is not loaded in this case. Because in
this case there is only one path per relation, the skim value is extracted directly from this path. If,
however, paths from an assignment are used for skim matrix calculation, the value of the min-
imum or maximum path impedance can be output as skim value, or the weighted or unweighted
mean value calculated from all paths by OD pair.
In PuT always more than one route or connection is calculated per OD pair, and the skim value is
derived from these. In addition to the average determination, optionally weighted with the demand
share, the output of properties of the path with the least perceived journey time (PJT, timetable-
based procedure) or with the least impedance (headway-based procedure) as well as quantiles
are available as additional aggregate functions. The skim is especially directly dependent on the

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 6.4.2 Global indicators

applied search strategy. Because not only the saved, but all paths found are included in skim mat-
rix calculation, the result differs from the result subsequently derived from the paths. This is the
case if the demand becomes zero on some paths by an explicitly requested rounding and the path
is therefore not saved but used for skim matrix calculation. If demand and volume rounding is
switched off, such differences cannot occur.

6.4.2 Global indicators

In addition to the skims by OD pair and demand segment, which are available in skim matrices
and are only calculated on demand, Visum automatically calculates a specified set of global indic-
ators with each assignment. These are properties of the overall assignment result, i.e., of the
traffic model itself. Typical values are the mean travel time in the network, the total vehicle imped-
ance in PrT, the total journey time of all PuT passengers, as well as the number of passenger trips
by PuT line. The global values are displayed via lists (see "Evaluation lists" on page 910).
If several assignments are carried out subsequently, the global values represent the properties of
all paths in these assignment results. Compared to the skim matrices, these values orientate
themselves towards the loaded paths contained in the result. They are thus consistent with prop-
erties of the saved paths.

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 7 User model PrT

7 User model PrT

The User model PrT calculates the effect of private transport supply on all car drivers and pas-
sengers, but also on non-motorized road users, such as cyclists and pedestrians.

Topics
Overview of the PrT assignment procedures
Example network for PrT assignment procedures
PrT paths
Impedance and VD functions
Impedances at nodes
PrT skims
Distribution of travel demand across PrT connectors
Blocking back model
Convergence criteria of assignment quality
Distribution models in the assignment
Incremental assignment
Equilibrium assignment
Linear User Cost Equilibrium (LUCE)
Equilibrium_Lohse
Assignment with ICA
Bi-conjugate Frank-Wolfe (BFW)
Stochastic assignment
Bicycle assignment
The TRIBUT procedure
Dynamic User Equilibrium (DUE)
Dynamic stochastic assignment
Simulation-based dynamic assignment (SBA)
NCHRP 255
Pseudo-dynamic volumes (PDV)
Assignment analysis PrT

7.1 Overview of the PrT assignment procedures

Visum provides several assignment procedures for the PrT. There are static assignment pro-
cedures without explicit time modeling as well as procedures that use a time dynamic traffic flow
model.
The Incremental assignment divides the demand matrix on a percentage basis into several
partial matrices. These partial matrices are then successively assigned to the network. The
route search accounts for impedance resulting from the traffic volume of the previous step
(see "Incremental assignment" on page 458).

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7.1 Overview of the PrT assignment procedures

Bicycle assignment takes into account the specifics of bicycle traffic. In contrast to private
motorized transport, the route choice of cyclists is rarely volume-dependent or, as in the case
of equilibrium assignment, aims exclusively at minimizing travel time. Cyclists have individual
preferences where different criteria such as safety and comfort come into play. Bicycle
assignment is, at its core, a stochastic assignment in which no iterations are calculated, but
alternative routes can be found and chosen through additional searches.
Equilibrium assignment distributes the demand according to Wardrop's first principle:
"Every road user selects his route in such a way that the travel time on all alternative routes is
the same, and that switching to a different route would increase personal travel time.” The
state of equilibrium is reached through a multi-step iteration process based on an all-or-noth-
ing assignment (best-route assignment) as the starting point. In the inner iteration sub-step, a
relocation of vehicles between routes of a relation takes place. The outer iteration step
checks if new routes with lower impedance can be found as a result of the current network
state (see "Equilibrium assignment" on page 461).
The Equilibrium assignment LUCE uses the LUCE algorithm, which was conceived by
Guido Gentile. He collaborated with PTV to produce a practical implementation of the method
in Visum. Exploiting the inexpensive information provided by the derivatives of the arc costs
with respect to arc flows, LUCE achieves a very high convergence speed, while it assigns the
demand flow of each OD pair on several paths at once (see "Linear User Cost Equilibrium
(LUCE)" on page 467).
The Equilibrium assignment Bi-conjugate Frank Wolfe is a further development of the
method Frank Wolfe (FW). The assignment procedure was implemented based on the pub-
lication of Mitradjieva, Lindberg et al (2013) (see Bi-conjugate Frank-Wolfe (BFW) on page
497).
The Equilibrium_Lohse assignment models the "learning process" of road users in the net-
work. Starting with an "all or nothing assignment", drivers consecutively include information
gained during their last journey for the next route search (see "Equilibrium_Lohse" on
page 480).
The Assignment with ICA brings the impedances at junctions into focus. It explicitly regards
lane allocations and further details. Especially the interdependencies between the individual
turns at a node are considered. With other assignment procedures, the detailed con-
sideration of node impedances usually leads to an unfavorable convergence behavior. The
assignment with ICA uses turn-specific volume-delay functions which are continuously re-cal-
ibrated through ICA. This leads to a significantly improved convergence behavior (see
"Assignment with ICA" on page 486).
The Stochastic assignment takes into account the fact that skims of individual routes (jour-
ney time, distance, and costs) that are relevant for the route choice are perceived sub-
jectively by the road users, in some cases based on incomplete information. Additionally, the
choice of route depends on the road user's individual preferences, which are not shown in the
model. In practice, the two effects combined result in routes being chosen which, by strict
application of Wardrop's first principle, would not be loaded, because they are suboptimal in
terms of the objective skims. Therefore, for stochastic assignment, an alternative quantity of
routes is initially calculated and the demand is distributed across the alternatives on the basis
of a distribution model (e.g. Logit) (see "Stochastic assignment" on page 498).

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 7.1 Overview of the PrT assignment procedures

The TRIBUT procedure, which was developed by the French research association INRETS,
is particularly suitable for modeling road tolls. Compared to the conventional procedures
which are based on a constant value of time, TRIBUT uses a concurrent distributed value of
time. A bicriterial multipath routing is applied for searching routes, which takes the criteria
time and costs into account. Road tolls are modeled as transport system-specific road toll val-
ues, either for each Visum link or for link sequences between user-defined nodes (non-linear
toll systems) (see "The TRIBUT procedure" on page 509).
In co-operation with the University of Rome, Visum provides the Dynamic User Equilibrium
(DUE). Additionally, the algorithm includes a blocking-back model, can account for time-vary-
ing capacities as well as road tolls, and provides a departure time choice model (see
"Dynamic User Equilibrium (DUE)" on page 516).
The Dynamic Stochastic assignment differs from all the previously named procedures as
a result of the explicit modeling of the time axis. The assignment period is divided into indi-
vidual time slices, with volume and impedance separated for each such time slice. For each
departure time interval, the demand is distributed across the available connections (= route +
departure time) based on an assignment model as in the case of the stochastic assignment.
With this modeling, temporary overload conditions in the network are displayed, a varying
choice of routes results in the course of the day, and possibly also a shift of departure time
with respect to the desired time (see "Dynamic stochastic assignment" on page 545).
For each of the mentioned assignment procedures, any number of demand matrices can be selec-
ted for the assignment.
One demand matrix of one PrT transport system, for example, a car demand matrix is
assigned.
Multiple demand matrices which contain the demand for one or multiple PrT transport sys-
tems, for example, a car demand matrix and an HGV demand matrix are assigned sim-
ultaneously.

Static assignments in comparison

The most important and frequently used assignment method for users is static equilibrium assign-
ment. Visum offers three variants of it:
(classical) equilibrium assignment (Eq)
LUCE
Bi-conjugate Frank-Wolfe (BFW)
All three variants have in common that they generate the same link impedances (within the
scope of the gap). Therefore, if the assignment results are considered only in terms of imped-
ances, the fastest procedure should be chosen. This is especially the case for the determination
of skims within demand calculations.
The biggest qualitative difference between the three variants is the achievement of pro-
portionality. Proportionality means that the demand on a mesh (two completely different paths
between two nodes with identical impedance) per demand segment and per OD relation is pro-
portionally distributed among their paths, respectively. This prevents, for example, a ring road

© PTV Planung Transport Verkehr GmbH 351

7.1 Overview of the PrT assignment procedures

from being traversed by cars on one side and trucks on the other (see "Proportionality" on
page 480).
Proportionality is important when performing analyses of assignment paths, i.e. flow bundle, turn
volumes, or blocking back calculations, assignments with ICA, ICA calculations, or demand mat-
rix correction. The more distinct the proportionality, the more meaningful such analyses are.
While classical equilibrium assignment generally does not achieve a pronounced degree of pro-
portionality, LUCE's methodology based on path-bushes rather than path-trees results in a fairly
high degree of proportionality. Optionally, this can also be achieved completely, at the expense of
computing speed. With BFW, proportionality is basically fully achieved.
Another key difference between the three assignment procedures is their computation time. The
classical equilibrium assignment is clearly the fastest. The next fastest procedure depends on the
gap. The following table reflects our experience, but it must be mentioned that exceptions to these
rules can always be found.

Gap 10-3 Gap 10-4 Gap 10-5

Eq < BFW < LUCE* Eq < BFW ≈ LUCE* Eq < LUCE* < BFW

Table 75: Comparison of the computation times of the three static assignment procedures clas-
sical equilibrium (Eq), Bi-conjugate Frank-Wolfe (BFW), and LUCE. A computer with 10 physical
computing cores is used as a basis.
* With regard to LUCE, the data refers to the case where the proportionality option has not been
selected.
The choice of the gap depends on the use case: while a gap of 10-3 can often be sufficient for the
calculation of skims within demand loops, a gap of at least 10-4 is usually necessary for analyses
of the assignment paths or for the comparison of two assignment scenarios.
The assignment variants scale differently with the number of computing cores (the real/physical
computing cores are essential here). While LUCE only benefits from up to eight cores, the clas-
sical equilibrium assignment scales quite well even from many more cores. BFW scales best with
the number of computing cores: the computing speeds still behave approximately linear for very
many cores. What all methods have in common is that the gain in computing speed decreases as
the number of computing cores increases. Upgrading a computer from 8 to 16 cores brings a
higher factor than upgrading from 16 to 32 cores.
For very large models, the maximum used memory can be decisive for the choice of the assign-
ment variant. Memory consumption grows as the gap gets smaller. It is lowest for the classical
equilibrium assignment, followed by LUCE and BFW. It may happen that the available memory is
not sufficient, especially for a calculation with BFW. In this case, you can switch to another assign-
ment variant. However, the better alternative is usually to equip the computer with additional
memory.

Abbreviations used

Abbreviations used in the User Model PrT are listed in Table 76.

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 7.2 Example network for PrT assignment procedures

v0 Free flow speed [km/h]

t0 Free flow travel time [s]
vCur Speed in loaded network [km/h]
tCur Travel time in loaded network [s]
R Impedance = f (tCur)

q Volume of a network object [car units/time interval] = sum of volumes of all PrT transport
systems including base volume (preloaded volume)

qmax Capacity [car units/time interval]

Sat volume/capacity ratio
Fij Number of trips [veh/time interval] for relation from zone i to zone j.
F Demand matrix which contains the demand for all OD pairs.

Table 76: Abbreviations used in the User model PrT.

7.2 Example network for PrT assignment procedures

The effectiveness of PrT assignment procedures is illustrated in the example in Illustration 70.
The example analyzes the relation between traffic zone "village A" and traffic zone "city X". The fol-
lowing assumptions apply:
Access and egress times are not considered, that is, they are set to 0 minutes.
Turn penalties are not considered.
Capacity and demand refer to one hour.
The traffic demand between A-Village and X-City is 2,000 car trips (car.fma matrix) during
peak hour.
To explain simultaneous assignment of multiple demand matrices 200 additional HGV trips
(hveh.fma matrix) are considered. One HGV corresponds to two car units.
On federal roads (link type 20) there is a speed limit of 80 km/h for HGVs.
The example network contains three routes which connect A-Village and X-City. The routes run
via the following nodes:
Route 1: 10 – 11 – 41 – 40
Route 2: 10 – 11 – 20 – 21 – 30 – 31 – 40
Route 3: 10 – 12 – 21 – 30 – 31 – 40
Route 1 mainly uses country roads and is 26 km long. It is the shortest route. Route 2 is 30 km
long. It is the fastest route because the federal road can be traversed at a speed of 100 km/h if
there is free traffic flow.

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7.2 Example network for PrT assignment procedures

Route 3 which is also 30 km long is an alternative route which only makes sense if the federal
road is congested.

Illustration 70: Example network

LinkNo From To Type Length Capacity [car unit- v0-PrT

Node Node [m] s/h] [km/h]
1 10 11 20 Federal 5000 1200 100
road
2 11 20 20 Federal 5000 1200 100
road
3 20 21 20 Federal 5000 1200 100
road
4 20 40 90 Rail track 10000 0 0
5 21 30 20 Federal 5000 1200 100
road
6 30 31 20 Federal 5000 1200 100
road
7 31 40 20 Federal 5000 1200 100
road
8 11 41 30 Country 16000 800 80
road
9 40 41 30 Country 5000 800 80
road
10 10 12 40 Other roads 10000 500 60
11 12 21 40 Other roads 5000 500 60

Table 77: Example network

354 © PTV Planung Transport Verkehr GmbH

 7.3 PrT paths

The example network in Table 77 is saved to the folder ...Users\Public\Public documents\PTV

Vision\PTV Visum 2022\Example_net.
Version file: Example.ver
Assignment parameters file: Auto.par

7.3 PrT paths

All assignments in Visum in the PrT as well as in the PuT are route based. This means that pos-
sible paths in the assignment are calculated for each origin-destination relation and loaded with a
demand share. All other results, especially the different network object volumes and the skim
matrices are derived from these loaded paths. Paths are therefore the central result of the assign-
ment procedure.
Table 78 shows a link-based display of the PrT paths obtained through equilibrium assignment in
Example.ver.

Origin zone Destination zone Path index Index Link From node To node
100 200 1
1 1 10 11
2 2 11 20
3 3 20 21
4 5 21 30
5 6 30 31
6 7 31 40
100 200 2
1 1 10 11
2 8 11 41
3 9 41 40
100 200 3
1 10 10 12
2 11 12 21
3 5 21 30
4 6 30 31
5 7 31 40

Table 78: Link-based PrT paths of a PrT assignment

For private transport, you can edit paths manually, as paths are then available as network objects
(see "Paths" on page 109).

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 7.4 Impedance and VD functions

7.4 Impedance and VD functions

Topics

The impedance of a PrT route

Predefined VD functions
Example of link impedance calculation
User-defined VD functions

7.4.1 The impedance of a PrT route

All assignment procedures are based on a shortest path algorithm that determines low imped-
ance routes. The impedance of a PrT route is volume-dependent and consists of the following
impedances:
Impedances of used links (see "Impedances of links" on page 357)
Impedances of turns used, also called 'node impedance' (see "Impedances at nodes" on
page 366)
Impedances of the connectors used (see "Impedances of connectors" on page 357)
Impedances of the main turns used (see "Impedances of main turns" on page 358)
Impedance of the restricted traffic areas (see "Impedances of restricted traffic areas" on
page 358)
The route choices of travelers depend on objective and subjective factors. The route choice is par-
ticularly determined by the following skims:
The anticipated travel time for the route
Route length
Possible road tolls
In addition to this, a multitude of other factors can influence route choice. One can imagine, for
example, that road users who know their way around will choose other routes than people who do
not know the area and who mainly orient themselves according to the sign-posted traffic network.
Impedance is therefore defined for each transport system and can be customized by the user. By
default, it depends on the following variables:
Transport system-specific travel time, in loaded network tCur [s]
Link length [m]
Transport system-specific road tolls [money units]
User-defined AddValues
Link type factor [-]
You can also define the impedance in detail. You are then provided with all direct and indirect
numerical attributes of the network objects links, turns, connectors, and main turns, for the defin-
ition of the impedance of a route (see User Manual: Chpt. 22.2.2, page 2083).
When composing the impedance summands, it can be differentiated between two basic com-
ponents:

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 7.4.1 The impedance of a PrT route

Summands that apply depending on the traffic volumes (for example value calculated tCur
with a VD function)
Summands that are not dependent on the network object volume (for example, toll or link
length)
The time t Cur of a network object is calculated with capacity restraint functions (VD functions).
Based on the assumption that the travel time (impedance) of network objects increases with
increasing traffic volume, all assignment procedures are in turn based on the assumption that
travel times of network objects are a monotone incremental function of traffic volume. Thus, in
case of increased traffic in the network, the effect of deterrence to alternative routes can be
modeled (see "Predefined VD functions" on page 358).
Because the variables have different units (seconds, meters, money units), impedance cannot be
specified in a universally applicable unit. For a combination of the variables travel time and road
toll, it may be convenient to express impedance in terms of money units. In this case, travel times
are converted into money units using a "value of time" factor.

Impedances of links
For every PrT-transport system of a link, a TSys-specific travel time (t 0 _TSys) for free flow is
defined, which is calculated from:
link length
permitted speed (v0_PrT) of the link used
maximum speed of the transport system (v0_PrTSys)
A capacity-dependent impedance function continuously adjusts this basic travel time depending
on the current traffic volume (see "Predefined VD functions" on page 358).

Impedances of turns (Impedances at node)

Visum calculates turn impedances for every turn permitted at a node. A turn impedance includes
an impedance time penalty t0, which increases in dependence on volume and capacity. Because
the turns are positioned at the node, the impedances at turns are often described as impedances
at the node (see "Impedances at nodes" on page 366).

Impedances of connectors
Connector impedances are regarded as follows:
Absolute connectors are regarded as volume-dependent. This means that the TSys-specific
connector time (t0_TSys) does not represent actual impedance which is volume-independent.
For connectors defined by percentage, they are considered volume-dependent if the option
Connector shares: Apply to total origin/destination demand is selected. This means
that with increasing volume, the actual connector time tCur_TSys will exceed the connector
time t0_TSys of each connector (see "Predefined VD functions" on page 358). With a high
value for parameter b in the VD function and usage of the equilibrium assignment, a relatively
exact distribution of traffic onto the connectors can be achieved.

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 7.4.2 Predefined VD functions

Note: The impedance of turns and connectors in contrast to links only depends on the variable
tCur and possibly on the AddValue. Because the impedance of a connector is not capacity-
dependent, the following applies to the access and egress impedance: tCur = t0. The pro-
portional distribution of traffic demand onto different connectors is, however, reached through a
virtual capacity, so that tCur > t0 can also apply to connectors. For each assignment, the par-
ticular virtual capacity (100%) is then recalculated from the summed up volume total and the
demand to be assigned in the current assignment, e.g. Vol(car-business) + Vol(car-private) +
Demand(HGV) = 100% Connector capacity.

Impedances of main turns

Just like turn impedances, main turn impedances are calculated for each main turn permitted at a
main node in Visum based on the volume and selectively a VD function, TModel, or ICA.

Impedances of restricted traffic areas

For restricted traffic areas of the area toll type, an area toll is defined for each PrT transport sys-
tem and considered by the Toll_ PrTSys attribute in the general impedance definition or
AreaToll-PrTSys in the detailed definition.

Note the following specifics: Restricted traffic areas of the area toll type are included in all
assignments if the impedance contains a toll component (Toll_PrTSys or AreaToll-PrTSys).
However, this does not make sense when using TRIBUT assignments, since the toll (link toll,
area toll, or matrix toll) is mapped via the value of time in the TRIBUT assignment parameters.
Therefore, make sure that TRIBUT assignments do not include toll components in the imped-
ance definition.

Note: Restricted traffic areas are always included in TRIBUT assignments regardless of the fil-
ter on the Impedance page of the General procedure settings.

Preloaded volume
When impedances are determined, preloaded volumes can be considered. Preloaded volumes
can be either user-defined additional values or volume values which result from the assignment of
a different matrix.

7.4.2 Predefined VD functions

Travel times for PrT are determined by the saturation of links and turns which result from the
traffic volume and the capacity of these network objects. Due to this, PrT travel times vary in con-
trast to PuT journey times, and can only be anticipated to a certain degree before a trip. The PrT
travel time of a route between two zones consists of the following components:
Access and egress times
Travel time on links
Turn time at intersections
For free traffic flow, the travel time t0 of a link can be determined from the link length and the free-
flow speed v0. For turns at an intersection, the turn time t0 is specified directly. In loaded networks,
the link travel time and the turn time is determined by a so-called volume-delay function (or VD
function). This capacity restraint function describes the correlation between the current traffic

358 © PTV Planung Transport Verkehr GmbH

 7.4.2 Predefined VD functions

volume q and the capacity qMax. The result of the VD function is the travel time in the loaded net-
work tcur. Visum provides several function types for the volume-delay functions:
1. the BPR function in the Traffic Assignment Manual of the United States Bureau of Public
Roads (Illustration 71)
2. a modified BPR function with a different parameter b for the saturated and unsaturated state
(Table 81)
3. a modified BPR function, for which an additional supplement d per vehicle can be specified in
the saturated state (Table 82)
4. the INRETS function of the French Institut National de Recherche sur les Transports et leur
Sécurité (Illustration 72)
5. a constant function where the capacity does not influence travel time (tCur = t0)
6. and several functions for turning processes (i.e. t0 is added, not multiplied) as well as function
type linear bottleneck which are used by turn type
7. another modified BPR function (LOHSE) with a linear rise in the oversaturated section, in
accordance with the queuing theories, in order to achieve more realistic times in the over-
saturated section and a better performance in assignments since small changes to the volume
do not result in disproportionate travel time changes. The function is monotonic, continuous,
and differentiable even where sat = satcrit

Note: In addition to the volume-delay functions provided in Visum, you can also specify user-
defined VD functions (see "User-defined VD functions" on page 366).

Table 79 shows the variables used in the descriptions of the VD functions.

sat

Volume/capacity ratio

satcrit Degree of saturation at which the linear section of the volume-delay function starts
tcur Current travel time on a network object in loaded network [s] (tCur)

t0 Travel time on a network object with free flow time [s]

q Current volume = sum of volumes of all PrT transport systems including preloaded
volume [car units/time interval]

qmax Capacity [car units/time interval]

Table 79: Variables used in VD functions

The parameters mentioned in Table 80 apply to all VD functions. Function-specific parameters

are listed with the respective VD function.

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7.4.2 Predefined VD functions

a, b, c User-defined parameters
a ∈ [0, 100], b ∈ [0, 10], c ∈ [0, 100]
Table 80: Parameters for all VD functions

Illustration 71: VD function type BPR according to the Traffic Assignment Manual

satcrit satcrit = 1

a, b, b’, c Parameters a ∈ [0, 100], b, b’ ∈ [0, 10], c ∈ [0, 100]

Table 81: VD function type BPR2 - modified BPR

360 © PTV Planung Transport Verkehr GmbH

 7.4.2 Predefined VD functions

, where

satcrit satcrit = 1

a, b, c, d a ∈ [0,100], b ∈ [0,10], c ∈ [0,100], d ∈ [0,100]

Table 82: VD function type BPR3 - modified BPR

with

a, c a ∈ [1.1,100], c ∈ [0,100]
Table 83: VD function type CONICAL (Spiess)

with , where
a, c a ∈ [1.1, 100], c ∈ [0, 100]
Table 84: VD function type CONICAL_MARGINAL

A marginal-cost version of the CONICAL function, suggested by Spiess to calculate a system

optimum instead of user optimum in equilibrium assignment.

, where

satcrit satcrit ∈ [0;10]

a, b, c, d a ∈ [0.0001, 100], b ∈ [0.0001, 10000], c ∈ [0, 100], d ∈ [0.0001,

10000]
Table 85: VD function type EXPONENTIAL

The function models queuing at entry legs whose inflow is restricted by ramp metering signals.

© PTV Planung Transport Verkehr GmbH 361

7.4.2 Predefined VD functions

, where

satcrit satcrit = 1

q current volume = sum of volumes of all PrT demand segments [car units/time
unit] including base volume (preloaded volume)

a user-defined parameter a ∈ [0, 1.00]

c user-defined capacity parameter c ∈ [0, 100]

Table 86: VD function type INRETS

Illustration 72: VD function type INRETS

The impedance functions listed in Table 87 are particularly suited to the modeling of turn imped-
ances. A capacity-dependent wait time is thus added to each basic wait time t0.

LOGISTIC

QUADRATIC

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 7.4.2 Predefined VD functions

SIGMOIDAL_MMF_NODES (formerly
SIGMOIDAL_MMF)

SIGMOIDAL_MMF_LINKS (formerly
SIGMOIDAL_MMF2)
Unlike SIGMOIDAL_MMF_NODES, the wait
time term is not added to t0 but multiplied by it.
a, b, c, d a, b, c, d ∈ [0, 100], f ∈ [0.00, 10.00].
The value of parameter f of VD function types SIGMOIDAL_MMF_NODES and
SIGMOIDAL_MMF_LINKS ranges from , f ∈ [0, 100]

Table 87: VD function types LOGISTIC, QUADRATIC, SIGMOIDAL_MMF_NODES,

SIGMOIDAL_MMF_LINKS

AKCELIK

The function describes delays at nodes with

a = time period in hours a ∈ [0.10, 1000]
b = family parameter b ∈ [0, 1000]
c = component of sat c ∈ [0, 100]
d = capacity of one lane per hour d ∈ [0.01, 1000000]
Table 88: VD function type AKCELIK

AKCELIK2

a = time period in hours a ∈ [0.10, 1000]

b = family parameter b ∈ [0, 1000]
c = component of sat c ∈ [0, 100]
d = 1 / number of lanes (of the link) d ∈ [0.01, 1000000]
qmax = capacity of the network object (of the link)
Unlike AKCELIK, the denominator of this function references directly to the capacity of the net-
work object. Besides, AKCELIK2 is no wait time function at a node but models the speed reduc-
tion on a link. Value d is intentionally a free parameter, although alternatively the link attribute
'Number of lanes' could be evaluated directly. By removing this attribute which should always
carry the physically existing number of lanes (for example for the Vissim export), a suitable
value of d for example, can model the frictional loss by pulling in and out events for parking. d =
0.6 would therefore correspond to a slightly lower capacity than two lanes.
Table 89: VD function type AKCELIK2

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7.4.2 Predefined VD functions

satcrit satcrit∈ [0.10]

a [(a + 1) • t0] represents tCur with sat = 1

a ∈ [0, 100]
b Determines the value of the increasing rise up to sat = satcrit
b ∈ [0, 10]
c Scaling parameter for the determination of the dimensions of q and qmax
c ∈ [0, 100]
Table 90: VD function type LOHSE

Illustration 73: VD function type LOHSE

Linear bottleneck

This function type stems from Metropolis and should not be used in static assignments, as it
rises strongly when reaching the saturation while the previously augmenting VolCapRatio is
unaccounted for.
Table 91: VD function type Linear Bottleneck

364 © PTV Planung Transport Verkehr GmbH

 7.4.3 Example of link impedance calculation

Some projects may require non-standard VD functions, e.g. because they include further link
attributes or because the conversion of volumes to passenger car units (PCUs) is project-specific.
In this case, you can add your own functions to the pre-defined volume-delay functions (see
"User-defined VD functions" on page 366).

7.4.3 Example of link impedance calculation

Table 92 to Table 95 show an example in which link impedance consists of the current travel time
and road toll. For HGV transport systems which have a higher "value of time" the influence of road
tolls on link impedance is less than for car transport systems.

Link length 10,000 m

Permitted maximum speed v0 car 130 km/h

Permitted maximum speed v0 HGV 100 km/h

Road toll for cars €1

Road toll for HGV €5

Capacity 3,000 car units/h

Car volume 1,000 cars/h = 1,000 car units/h

HGV volume 100 HGV/h = 200 car units/h

Value of time VOTCar 18 €/h = 0.005 €/s

Value of time VOTHGV 36 €/h = 0.010 €/s

VD function according to BPR with a = 1, b = 2, c = 1

Table 92: Input data for link impedance calculation

Car travel time in unloaded network t0 car = 10 000 • 3.6 / 130 = 277s

Car travel time in loaded network tCur car = 277 • (1+(1 200/3 000)²) = 321s

Car speed in loaded network vCur car = 10 000 • 3.6 / 321 = 112 km/h
Table 93: Car travel times and speeds

HGV travel time in unloaded network t0 HGV = 10 000 • 3.6 / 100 = 360s

HGV travel time in loaded network tCur HGV = MAX (321s; 360s) = 360s

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 7.4.4 User-defined VD functions

HGV speed in loaded network vCur HGV = 100 km/h

HGV speed only declines if the volume is more than 1644 car units/h if:
tCur = 277 • (1+(1644/3000)²) = 360s
Table 94: HGV travel times and speeds

Car impedance in loaded network Rcar = 1 + 0.005 • 321 = 2.61 €

HGV impedance in loaded network RHGV = 5 + 0.010 • 360 = 8.60 €

Table 95: Calculation of link impedance for HGVs and cars

7.4.4 User-defined VD functions

You can set up user-defined VD functions for the following use cases:
To include further attributes for links, turns and connectors in the calculation
To calculate PCUs in a non-standard way
To define separate volume-delay functions for different transport systems
Volume- delay functions are very often evaluated within the assignment methods, so com-
putational efficiency is a key consideration. Therefore Visum adopts a compiled rather than an
interpreted approach to user- defined volume- delay functions. Users program their functional
forms as a dynamic-link library (DLL) following a given template. Then copy all *.dll files created to
the following project directory, which by default is created during the installation process in the
User Data folder of the Windows user. It is scanned by Visum at start- up:
..\AppData\Roaming\ PTV Vision \ PTV Visum 2022 \UserVDF- DLLs (see User Manual: Chpt.
22.2.1.6, page 2071).

Note: A *.bmp file with identical file name which is stored in the same folder will be displayed for
VDF selection.

7.5 Impedances at nodes

Intersections are modeled as nodes or as main nodes in Visum. Intersections of roads and/or rail-
way tracks are bottlenecks in an urban transport network. At the intersections, conflict points have
to be passed in succession by the non-compatible traffic flows. The order in which the flows tra-
verse the conflicting areas depends on the type of control:
To choose the route within an assignment procedure, the impedance on alternative routes is
decisive, which results in the sum of impedances of all traversed network objects. The bottleneck
effect of a node is thus displayed for all variants of the traffic control by the impedance of the turn
used. The impedance of turns usually corresponds exactly to the travel time t Cur , thus the time
required to traverse the node in the turning direction of the route.
For calculating t Cur per turn Visum offers three different models that represent the different com-
promises between data entry and computing time on the one hand and accuracy and real-life situ-
ations on the other.

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 7.5 Impedances at nodes

Turns VDF (see "Node impedances of turns VD function" on page 368)

Nodes VDF(see "Node impedance of nodes VD function" on page 369)
Intersection Capacity Analysis ICA (see "Intersection Capacity Analysis according to the
Highway Capacity Manual (ICA)" on page 369)
To use ICA during assignment, select the method Node impedance calculation
(ICA).
Comparing advantages and disadvantages in Table 96 is to help you choose the appropriate cal-
culation model for your project.

Model Advantage Disadvantage

Turns VDF(see "Node Little input complexity (per turn Time required for the
impedances of turns VD merely capacity and t0) turning movement only
function" on page 368) Calculation fast takes the turning
Assignment fast convergence volume into account,
not the amount of pos-
sible conflicting
volumes (separable
cost functions)
Nodes VDF(see "Node Input complexity only slightly larger Assignment con-
impedance of nodes VD than for turn VD functions (addi- vergence slower due to
function" on page 369) tionally capacity and t0 for the node the inseparable pen-
itself as well as designating sub- alty
ordinated links) Compared to ICA, tak-
Calculation fast ing conflicting volumes
For subordinate turns at two-way into account is
stop nodes, the time required due to extremely simpler due
its own volume increases by an addi- to the fixed penalty
tional penalty, which depends on the
total volume/capacity ratio of the
node and therefore on the volumes
of conflict flows.
Node impedance Impedance calculation precisely Input complexity con-
calculation (ICA)(see considers lane allocation and signal siderably higher:
"Intersection Capacity control. Special turn pockets for Instead of capacity and
Analysis according to example, are capacity-increasing t0, model the lane alloc-
the Highway Capacity and dependent on the entered signal ation at the node and -
Manual (ICA)" on timing, protected and permitted turns where available - the
page 369) are calculated correctly signal control in detail
Calculation more time
consuming

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 7.5.1 Node impedances of turns VD function

Model Advantage Disadvantage

Assignment con-
vergence slow due to
the inseparable imped-
ance model, some-
times without
additional measures
not at all

Table 96: Advantages and disadvantages of the node impedance model

Due to the reasons mentioned we recommend the following for the selection.
For comprehensive models, modeling with VD functions for turns or nodes is appropriate.
ICA cannot be recommended here, because the input complexity for the detailed supply of
nodes with geometry and control data is usually too high. Furthermore, the result after each
acceptable computing time due to the slow convergence of the assignment still contains
approximation errors, which are around the same size as the accuracy gained through ICA.
ICA however, is the method of choice if you want to subsequently calculate and analyze the
performance of one or more nodes of an existing assignment result. This is how you can
determine which aspects of the node contribute to a high impedance. It is therefore sufficient
to only model those nodes completely which have to be analyzed.
With a classical assignment method (Equilibrium or Equilibrium_Lohse, for example), ICA is
only conditionally recommended due to the known convergence difficulties, and it should only
be applied to small-scale analyses with some 100 nodes. To avoid these problems, the
Assignment with ICA method is recommended.
In most cases you will globally decide on a calculation model. You can however also combine dif-
ferent calculation methods within a network, (for example, Turns VD functions as standard model
and ICA simply for very important nodes with complex lane allocation or large conflicting flows).
All calculation models are based on turn volumes in car units per hour, which are determined
through the user's settings, either from the assigned volume or from counted data via a factor.

7.5.1 Node impedances of turns VD function

In the simplest calculation model tCur, the time requirement of a turning vehicle is calculated from
the turning time t 0 in the unloaded network and the saturation of turns using a VD function. You
can use one of the pre-defined functional forms (see "Predefined VD functions" on page 358) as
VD functions or select a user- defined functional form (see "User- defined VD functions" on
page 366). Typical Turn VD functions make up the sum (not the product) of t 0 and a saturation-
dependent term. Examples are the VD functions Akcelik, Exponential, Constant, Logistic, Quad-
ratic and TMODEL_Nodes.
The attributes listed in Table 97 are considered for the calculation.

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 7.5.2 Node impedance of nodes VD function

Network object Attribute Description / Effect

Turn Capacity PrT The capacity of the turn in PCUs/hour
Turn t0 PrT The time required for a turning movement in unloaded state
Turn Type Usually specifies the direction of the turn
Table 97: Attributes for impedance calculation based on turns VD function

7.5.2 Node impedance of nodes VD function

In this model, turn delays are calculated in two steps. First, a node delay is calculated by applying
a VD function to the vol/cap ratio of the node. Each turn penalty is the sum of node delay and the
turn-specific time (calculated with VD function set for turns). Node delay only has an affect on
turns from a non-prioritized approach. These approach links have to be marked with the attribute
TModelSpecial (see User Manual: Chpt. 18, page 1562).
The attributes listed in Table 98 are considered for the calculation.

Network Attribute Description / Effect

object
Turn Capacity The capacity of the turn in PCUs/hour
PrT
Turn t0 PrT The time required for a turning movement in unloaded state
Turn Type Usually specifies the turning direction
Node Capacity The total capacity of the node in PCUs/hour
PrT
Node t0 PrT The additional time required for a non-prioritized turning movement (all
the same) in unloaded state
Table 98: Attributes for impedance calculation based on node VD function

Turn time penalties are calculated according to the following formulas:

Vol(k) = ∑Vol(a)
delay(n) = VDF (cap(n), vol(n))
delay(t) = VDF (cap(t), vol(t))
IF n has no link with TModelSpecial = 1, THEN
tCur(t) = delay(t) + delay(n) for all turns t via node n
IF n has at least one link with TModelSpecial = 1, THEN
tCur(a) = delay(t) for all turns t with a 'from link' to which TModelSpecial = 0 applies
tCur(a) = delay(t) + delay(n) for all turns t with a 'from link' to which TModelSpecial = 1 applies

7.5.3 Intersection Capacity Analysis according to the Highway Capacity Manual (ICA)
VD functions are usually used to model volume-dependent travel times on links (see "Impedance
and VD functions" on page 356). They can also be used to model volume-dependent wait times

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7.5.3 Intersection Capacity Analysis according to the Highway Capacity Manual (ICA)

for turns or complete nodes (see "Node impedances of turns VD function" on page 368 and "Node
impedance of nodes VD function" on page 369).
By contrast the Highway Capacity Manual (HCM) published by the US Transportation Research
Board contains internationally recognized guidelines on calculating the level of service and other
performance indicators for intersections, based on the detailed junction geometry and various
control strategies. Visum computes performance indicators such as capacity, delays or LOS
either according to the guidelines defined in the operation model HCM 2000, , HCM 6 or HCM 7,
or according to HCM 2010 guidelines.

Note: In the following the implementation of the HCM 2000 in Visum is mainly described. In the
more recent editions, the HCM 2010 and the HCM 6th Edition and HCM 7th Edition, the cal-
culations differ from some sections in the HCM 2000. We therefore strongly recommend that
you refer to the original editions when looking for applicable formulas.
We have highlighted the sections in the HCM 2010 that differ from the HCM 2000. HCM 6th Edi-
tion and HCM 7th Edition are continuations or extensions of the HCM 2010, major changes
from the HCM 2010 are described in the appropriate sections. The HCM is only available in
English.

For intersection points of the same level, the calculation differentiates between the following con-
trol types (attribute Effective control type at node):
Uncontrolled nodes (see "Uncontrolled nodes" on page 371)
Signalized intersections (see "Signalized nodes" on page 371)
Static priority rules using the traffic signs StVO 306 or 301 (German road traffic regulations)
for the main road and StVO 205 or 206 for the subordinate road (see "Two-way stop nodes "
on page 394)
All-way stops (only for North America) (see "All-way stop" on page 405)
Roundabouts
Visum offers two different models for the analysis of roundabouts:
The method developed by R. M. Kimber, (Kimber 1980), (Kimber, Hollis 1979), (Kimber,
Daly 1986), which is also described in the British guideline TD 16/93 "The Geometric
Design of Roundabouts", is based on the empirical study of numerous roundabouts and
the statistical adjustment of a model which estimates capacities in dependency of the geo-
metry (see "Roundabouts according to the TRL/Kimber method" on page 418).
Methods described in the HCM editions (see "Roundabouts according to the HCM
method " on page 413).
The method according to TRL/Kimber has the advantage of taking comprehensive empirical
results on the influence of geometry on the permeability of a roundabout into consideration and
has been successfully implemented for nearly three decades.
The method according to HCM is recommended if in theory you prefer consistency for all con-
trol types (roundabouts also according to HCM like signalized and two-way stop nodes) within
a project. Furthermore, the method is not dependent on observations which were only
obtained through driving behavior studies in Great Britain.

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 7.5.3.1 Uncontrolled nodes

Not the control type, but the effective control type is decisive for the calculation. These two values
differ, as signalized nodes are considered yield-controlled node if no signal controller is allocated
to them or if the signal controller has been switched off (signal controller attribute Turned off).

Notes: Throughout the model description, special provision for right or left turns relates to right-
hand traffic. For Visum models with left-hand traffic, the roles of right and left turns are reversed
(see User Manual: Chpt. 16.6, page 1037).
U-turns are never considered in HCM 2000. In Visum it is possible to treat U-turns as far left
turns through the corresponding setting in the procedure parameters for intersection
impedance analysis (in left-hand traffic accordingly as far right turns). This calculation is then
no longer HCM conform. From HCM 2010, u-turns at two-way stop nodes are included. Here,
the processing is performed according to HCM 2010 in Visum.

7.5.3.1 Uncontrolled nodes

For uncontrolled nodes, the impedance of a turn is determined from a node VD function and the
turn penalty (t0-PrTSys of the turn). The node VD function takes into account the node volume (=
sum of the turn volumes), the node capacity, and t0 of the node, i.e. exactly as in the calculation
model node VD function (see "Node impedance of nodes VD function" on page 369)
(see "Node impedance of nodes VD function" on page 369)
The Visum attributes listed in Table 99 are considered for calculation.

Network object Attribute Description / Effect

Node Capacity PrT The total capacity of the node in PCUs
Node t0 PrT Turn time at the node in the unloaded network
Turn t0_PrTSys Turn penalty
Table 99: Attributes for calculation of uncontrolled nodes

7.5.3.2 Signalized nodes

Notes: Signalized nodes are described in the HCM 2000, in chapter 16. In the HCM 2010, they
are described in chapters 18 and 31, and in the HCM 6th Edition and HCM 7th Edition, in
chapters 19 and 31.
Instead of the method described here for signalized nodes, the method for yield-controlled
nodes is applied to nodes and main nodes of the signalized control type, to which no has been
allocated or whose signal controller has been turned off.

The basic flow chart for performing capacity analyses for signalized intersections is displayed in
Illustration 74. You input the intersection geometry, volumes (counts or adjusted demand model
volumes), and signal timing. The intersection geometry is deconstructed into lane (or signal)
groups, which are the basic unit of analysis in the HCM method.
A lane (or signal) group is a group of one or more lanes on an intersection approach having the
same green stage. If, for example, an approach has just one pocketed exclusive left turn and one
shared through and right turn, then there are usually two lane groups – the left and the shared
through/right.

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Note: According to HCM 2010 and later editions, lane allocation follows different rules. Here,
shared lanes always form a separate lane group. A more detailed description can be found in
the HCM 2010, on pages 18-33 and in the HCM 6th Edition as well as HCM 7th Edition, on
pages 19-43.

The volumes are then adjusted via peak hour factors, etc. For each lane group, the saturation flow
rate (SFR), or capacity, is calculated based on the number of lanes and various adjustment
factors such as lane widths, signal timing, and pedestrian volumes. Having calculated the
demand and the capacity for each lane group, various performance measures can be calculated.
These include, for example, the v/c ratio, the average amount of control delay by vehicle, the
Level of Service, and the queues.

Illustration 74: Capacity analysis process for signalized nodes

Note: A corresponding flow diagram can be found in the HCM 2010, on pages 18-32 and in the
HCM 6th Edition as well as HCM 7th Edition on pages 19-42..

If you use the operations model for signalized nodes, the Visum attributes in Table 100 will show
effect. Note that some attributes are only considered from a certain HCM version. Make sure that
they are set to realistic values prior to running the analysis.
Alternatively to the calculation method according to HCM, you can apply one of the following meth-
ods:
ICU1
ICU2
Circular 212 Planning
Circular 212 Operations
From the HCM, these procedures differ in just three aspects:

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 7.5.3.2 Signalized nodes

Definition of the ideal saturation flow rate

Calculation of the final saturation v/s (volume/saturation flow rate) for the node
Determination of the Level of Service (LOS)
Steps step 6, step 9, and step 13 below describe the calculation variants in detail.

Note: Visum allows for control access to RBC and Vissig controllers. Vissig controllers provide
fixed-time control strategies. RBC controllers provide pre-timed or actuated control strategies
(also fully or semi-actuated). HCM 2010 provides a computation method for fixed-time
strategies and for traffic-actuated strategies as well. Visum uses fixed-time strategies for Vissig
controllers. The strategy used for RBC controllers depends on the type of traffic actuation. This
method is described in the HCM 2010, in chapters 18 and 31, and in the HCM 6th Edition, in
chapters 19 and 31. Prior to the computation, Visum imports the signal control data for the con-
trol strategy from the corresponding control file.

Network Attribute Description / Effect

object
Link ICA arrival type Level of platooning in traffic arriving at the ToNode, sub-
sequently used in steps step 10 + step 14a
Link Share of HGV Proportion of heavy goods vehicles, used in step 6b. One value
applies to all turns originating from the link.
Link Space per PCU Used in step 6 for calculation of the number of vehicles that fit on
a pocket lane.
Link Slope Used in step 6
Link ICA is work zone Indicates a temporary construction site in the access area of the
in approach intersection, used in step 6 (from HCM 6th Edition).
Link ICA number of Number of lanes open during temporary construction, used in
open lanes in step 6.
work zone
Link ICA lane width in Total width of lanes open during temporary construction, used in
work zone step 6.
Link ICA sustained Used in step 6.
spillback factor
Link ICA downstream Used in step 6.
lane blockage
factor
Link ICA right turn will The time gap choice of right turns (right-hand traffic) is influ-
influence oppos- enced by left turns of the opposite approach, even if they have
ing left turn their own lanes, used in step 6.
Node ICA peak hour Factor for adjustment of initial volumes to peak volumes.
factor volume Volumes are divided by both node and turn adjustment factors.
adjustment

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Network Attribute Description / Effect

object
Node ICA loss time Used in step 9. Only required for SG-based signal control. For
other types of signal control the value is inferred automatically.
Node ICA use preset Decides whether the node attribute ICALossTime or an auto-
loss time matically calculated value is to be used for loss time computation
in step step 9.
Node ICA is central Is the node located in the Central Business District?; used in
business district step 6e.
Node ICA sneakers Number of vehicles which can line up in the node area during a
cycle. The value in [veh] applies to all movements at the node
The cycle time is used for the minimum capacity calculation for
each movement.
Node SC number Points to the signal controller.
Node ICAShareCAVs Optional consideration of the share of autonomous vehicles. The
value range is between 0 and 100%. The attribute is considered
for the calculation of the ideal saturation flow rate in step 6 start-
ing with the HCM 7th Edition.
Geometry All Geometry data of lanes, lane turns and crosswalks.
Turn ICAPHFVolAdj Initial volume adjustment to peak period; volumes are divided by
both node and turn adjustment factors
Turn ICA Preset sat- Overwrites optionally the global saturation flow rate in the pro-
uration flow rate cedure parameters. Can be overwritten by the specific lane
value of this attribute, if applicable.
Turn ICA upstream Adjustment factor for upstream filtering / metering, used in steps
adjustment step 10b +step 14b
Turns Share of HGV Proportion of heavy goods vehicles, used in step 6b. Fixed value
that refers to turns.
Turns ICA delay of Waiting time for unsignalized movement, used in steps 11 and
unsignalized 12.
movement
Signal con- All Definition of signal groups, stages (where applicable), and signal
trol timing.
Signal con- Used intergreen Is used in step 9 for loss time calculation.
troller method
Signal con- Turned off If a signal controller is marked as 'turned off', the node will be cal-
troller culated according to the „yield control“ control type.
Signal ICA loss time Is added to the actual green time. The actual green time and ICA
group adjustment loss time adjustment sum up to the green time on which all com-
putations are based.
Signal ICA start-up loss Affects calculation of effective green time according to HCM for-

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 7.5.3.2 Signalized nodes

Network Attribute Description / Effect

object
group time mulae.
Leg ICA Local bus Number of stops in Veh/h, used to calculate the adjustment
stopping rate factor for the saturation flow rate in order to account for bus
stops according to HCM formula.
Leg Has on-street Describes whether parking is allowed on the right or left side of
parking on the street, is used to calculate the adjustment factor of the sat-
right/left uration flow rate in order to account for parking according to the
HCM formula.
Leg On-street park- Number of parking maneuvers / h on the right or left side of the
ing maneuver street, is used to calculate the adjustment factor of the saturation
rate right/left flow rate in order to account for parking according to the HCM for-
mulae.
Leg ICA bicycle Number of bicyclists per hour for the determination of the adjust-
volume ment factor for the saturation flow rate.
Lanes Number of User-defined number of vehicles ≥ 0.0 the pocket accom-
vehicles modates. This attribute is only regarded if the attribute Use num-
ber of vehicles is true and if the global procedure parameter
'Regard pocket length for saturation flow rate calculation' is act-
ive.
Lanes Use number of Decision, whether Number of vehicles of the lane shall be
vehicles used. If this attribute is not true, the number of vehicles is determ-
ined from the pocket length and the attribute Space per PCU.
Lanes Length Lane length if pockets are concerned. This attribute is only
regarded if the attribute Use number of vehicles is not true and
if the global procedure parameter 'Regard pocket length for sat-
uration flow rate calculation' is active. The number of vehicles is
calculated from the length of the pocket and the attribute Space
per PCU.
Lanes Width Width of the lane. On this basis, the saturation flow rate is cal-
culated for the lane group to which the lane belongs. The cal-
culated lane group width is the mean value derived from the
width values of all lanes of this group.
Lanes ICA Preset sat- Saturation flow rate for the lane after consideration of all adjust-
uration flow rate ment factors. Use this attribute to set the saturation flow rate dir-
ectly if the HCM-based adjustment factors do not reflect the
actual circumstances of the lane. This value overwrites the pro-
cedure parameter value and also turn-related values, if applic-
able.

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Network Attribute Description / Effect

object
Lanes ICA Use preset Decision, whether the internally calculated saturation flow rate
saturation flow shall be replaced by the ICA Preset saturation flow rate value.
rate
Lanes ICA user- Utilization share of the lane within a multi-lane group. The sum of
defined util- the input shares is automatically scaled to 100%, thus you can
ization share enter relative weights per lane. This value is used in step step 6.
Lanes ICA use user- Decision, whether the internally calculated utilization share shall
defined util- be replaced by the ICA user-defined utilization share value.
ization share
Crosswalk Pedestrian Number of pedestrians per hour for the determination of the
volume adjustment factor for the saturation flow rate.

Table 100: Input attributes for signalized nodes

Notes: The link attribute Turn on red is not regarded for calculation.

Output is possible through the attributes listed in Table 101.

Network Attribute Description / Effect

object
Node Turn tCur maximum Sum, average, max of turn tCur. Now obsolete, since
Turn tCur mean available as indirect attributes, but retained for backward
Turn tCur total compatibility.

Node Design volume capa- The volume/capacity ratio based on the design volume
city ratio PrT
Node Design volume PrT The volume in [veh/h] passed into the HCM calculation,
[veh] as defined in the procedure parameters
Node Design volume PrT The volume in [PCU/h] passed into the HCM calculation,
[PCU] as defined in the procedure parameters
Node Level of service
Node Level of service mean
delay
Turn Design volume PrT The volume in [veh/h] passed into the HCM calculation,
[veh] ... as defined in the procedure parameters
Turn Design volume PrT The volume in [PCU/h] passed into the HCM calculation,
[PCU]... as defined in the procedure parameters
Turn ICA final volume After all adjustments
Turn ICA final capacity Effective capacity, taking into account all opposing traffic
etc.

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Network Attribute Description / Effect

object
Turn ICA calculated sat- After all adjustments
uration flow rate
Turn ICA average back of Average queue length
queue
Turn ICA back of queue for Percentile of queue length. Specify in the procedure
defined percentile parameters which percentile is calculated.
Turn Level of service Level of service of the turn
Turn tCur-PrTSys TSys-specific travel time tCur in loaded network

Table 101: Output attributes for signalized nodes

Step 1: Lane volume calculation based on movement volumes
This step distributes the movement volumes to lanes according to the user-defined geometry. The
basic distribution rule is to distribute the volumes uniformly to the lanes while taking the input
movement volumes into account. The implemented method is the same as in the all-way stop
method (see "All-way stop" on page 405). You can overwrite a lane's utilization share within its
lane group, if applicable (lane attribute ICA user-defined utilization share).
Here, HCM 2010 and HCM 2000 differ significantly. According to HCM 2010, the calculation is
much more complex. In HCM 2010, lane volume calculation is an iterative process taking the sat-
uration flow rates into account. For a description, please refer to HCM 2010, pages 31-30 to 31-
37.
Step 2: Volume adjustments by means of peak hour factors
The input lane volumes are adjusted to represent the peak hour volumes through the peak hour
factor (phf). The phf is defined as:
vi = vg / PHF
where

vi adjusted volume for lane groupi

vg unadjusted (input) volume for lane group g
PHF Peak hour factor (0, 25 - 1,0)

Step 3: Calculation of de facto lane groups left/though/right

De facto lane groups are shared lanes with 100% of their volume making one movement. If, for
example, a lane group is a shared left and through lane, and 100% of the lane volume is making a
left movement, then the lane group is converted to a de facto exclusive left lane group.
In the HCM 2010, the set of lane groups is not affected by the volumes of turning movements. As
described above, shared lanes always form a lane group of its own, even if only a single turning
direction is used actually.

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Step 4: Calculation of the types of left turns

The type of left turn needs to be determined in order to calculate the left turn adjustment factor.
The left turn type is set as follows:
Fully controlled if all turns of an approach are conflict free during their green times.
Fully secured if the left turns are conflict free during green time.
Fully secured + permitted if during green time left turns are first fully secured and then per-
mitted.
Permitted + fully secured if during green time left turns are first permitted and then fully
secured.
Without left turn stage, all other cases.
Step 5: Proportions of left turning and right turning vehicles calculation by lane group
The proportion of right and left turn volume by lane group needs to be calculated.
PLT = vLT / vi
PRT = vRT / vi
where

PLT proportion left turn volume by lane group

PRT proportion right turn volume by lane group
vi adjusted volume by lane group
vLT volume of left turning vehicles by lane group
vRT volume of right turning vehicles by lane group

In HCM 2010, the iterative method mentioned in step 1 is used for the calculation of the turning
movement proportions on shared lanes. For the description in detail, please refer to HCM 2010,
page 31-30 et seqq.
Step 6: Saturation flow rate calculation by lane group
The saturation flow rate is the amount of traffic that can make the movement under the prevailing
geometric and signal timing conditions. The saturation flow rate starts with an optimum capacity,
which is usually is 1,900 vehicles per hour, per lane (vphpl), according to HCM 2000 and HCM
2010.
From HCM 7, the share of autonomous vehicles (CAV) at the node is taken into account when cal-
culating the ideal saturation flow rate per lane.
For calculation variants ICU1 and ICU2, however, the ideal saturation flow rate is 1,600 vehicles
per hour, per lane. For the Circular 212 variant, it is taken from the table below:

Method 2 stages 3 stages 4+ stages

Planning 1,500 1,425 1,375
Operations 1,800 1,720 1,650

This number decreases due to various factors. The SFR is defined as:

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si = (so)(N) • (fw)(fHV)(fg)(fp)(fa)(fbb)(fLu)(fRT)(fLT)(fLpb)(fRpb)(fWZ)(fms)(fsp)
where

si saturation flow rate of lane group i

so ideal saturation flow rate per lane (generally 1,900 vphpl)
N Number of lanes in lane group
fw factor for lane width adjustment
fHV HGV adjustment factor (*)
fg adjustment factor for approach grade (*)
fp adjustment factor for parking
fa adjustment factor for the position of the link to city center (CBD true/false)
fbb adjustment factor for bus stop blocking
fLu adjustment factor for lane usage
fRT adjustment factor for right turns
fLT adjustment factor for left turns (***)
fLpb adjustment factor for pedestrians and bicyclists on left turns
fRpb adjustment factor for pedestrians and bicyclists on right turns
fWZ adjustment factor for work zones (**)
fms adjustment factor for lane blocking (**)
fsp adjustment factor for persistent spillback (**)

(*) The adjustment factors for trucks and slopes were combined in the HCM 6th Edition and
replace the previously separate factors for trucks and slopes in the HCM 2000 and 2010.
(**) HCM 6th Edition and higher.
(***) as of HCM 7th edition, the share of autonomous vehicles at the node is additionally taken
into account.
First the description of the main calculation is described and then the various SFR adjustment
factors are calculated.
If an ICAIdealSatFlowRate is specified for a turn, it will replace the final result of step 5. All adjust-
ment calculations are then bypassed.
The calculations according to HCM 2000 or HCM 2010 are similar. The set of factors taking effect
on the saturation flow rate is the same. Merely the calculations of the factors fw (HCM 2010, page
18-36), f Lpb and f Rpb differ. The latter are calculated by means of the iterative method, which is
described in HCM 2010, pages 31-30 to 31-37.
For the calculation listed in the HCM 6th Edition, the adjustment factors for trucks and slopes were
combined. In addition, a new adjustment factor was introduced that accounts for construction
work on an approach. The adjustment factors for persistent spillback and lane blocking are also

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7.5.3.2 Signalized nodes

considered. The entire formula for calculating the saturation flow rate is listed in the HCM 6th Edi-
tion, on pages 19-44.
Deviating from HCM 2000 , the ideal saturation flow rate so of pocket lanes can also be calculated
by the number of vehicles which can be accommodated there. The number n of vehicles can be
set by lane. Alternatively, it results from the division of the pocket lane length by the standard
vehicle length which is set by link.
The alternative calculation method using lane length data is only applied if the lane group consists
of one or more straight through lane(s) and exactly one pocket lane. The pocket lane must be of a
straight through lane or a through-left type or a through-right type lane. If these conditions are not
satisfied, the regular HCM calculation method will be applied.
The optimal saturation flow rate s o of a two-lane group, which consists of a through lane and a
pocket, where there is space for n vehicles, then is as follows:

Here, so is the ideal saturation flow rate, n is the number of vehicles which can be accommodated
on the pocket, g i is the effective green time and s f is the resulting saturation flow rate of the lane
group.
For shared lanes, the calculation is more complex. Taking a through lane with only straight turns
and a shared left/straight pocket, then the resulting saturation flow rate sf is as follows:

Here, vLT and vST are the volumes of the left and the straight turns, sLT is the ideal saturation flow
rate of the left turn - therefore 1,900 vphpl - and sST is the ideal saturation flow rate of the through
lanes which results from the first equation.
Step 7: Calculation of actual green times
The effective green time (or actual green time for a lane group) needs to be calculated next. The
effective green time results as follows:
gi = Gi + li
where

gi effective green time per lane group

Gi green time per lane group
li loss time adjustment per signal group

Step 8: Capacity calculation per lane group

Related to the SFR is the capacity. The saturation flow rate is the capacity if the movement has
100 % of the green time (this means, the signal controller is always green for the movement). The
capacity, however, accounts for the fact that the movement must share the signal controller with

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 7.5.3.2 Signalized nodes

the other movements at the intersection, and therefore scales the SFR by the percent of green
time in the cycle. The capacity of a lane group is then defined as follows:
ci = si • (gi / C)
where

ci capacity i
si saturation flow rate i
C cycle time
gi / C green ratio i

Step 9: Calculation of the critical vol/cap ratio for the entire intersection
The critical v/c ratio of nodes is defined below. The HCM method is concerned with the critical
lane group for each signal stage. The critical lane group is the lane group with the largest volume/-
capacity ratio unless there are overlapping stages. If there are overlapping stages, then the max-
imum of the different combinations of the stages is taken as the max. For the description of this
method, please refer to HCM 2000, page 16-14, or HCM 2010, page 18-41.
Only if the intergreen method Amber and Allred is used for the signal control, loss times will be
determined at all. Per signal group, the loss time results from the amber time and allred time total
minus loss time adjustment.

where

Xc critical saturation (v/c ratio) per intersection

volume/capacity ratios for all critical lane groups

C cycle time
L loss time total of the signal groups of all critical lane groups

Below is an example calculation of critical lane group per signal stage with overlap.
For computation variant ICU1, Xc is defined as follows:

For computation variant ICU2, Xc is defined as follows:

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Step 10: Mean total delay per lane group

In addition to calculating the critical v/c per intersection, the mean delay per vehicle is calculated
by the HCM method. The mean total delay is defined below.
di = dUiPF + dIi + dRi
where

di Average delay per vehicle for lane group i

dUi uniform delay
dIi incremental delay (stochastic)
dRi delay residual demand
PF permanent adjustment factor for coordination quality (see "Signal coordination (Signal off-
set optimization)" on page 428)

In HCM 2010, the equation looks likewise. However, factor PF has been implemented in factor
dUi. For the description of the calculation procedure, please refer to HCM 2010, page 18-45.

where

fPA lookup value (HCM attachment 16 – 12) based on arrival type

RP lookup value (HCM attachment 16 – 12) based on arrival type

Step 10a: Calculation of the uniform delay for each lane group
The uniform delay is the delay expected given a uniform distribution for arrivals and no saturation.
It is calculated as follows:

where

dUi uniform delay for lane group i

gi effective (actual) green time
Xi = v/c volume/capacity ratio

Step 10b: Calculation of the incremental delay for each lane group
The incremental delay is the random delay that occurs since arrivals are not uniform and some
cycles will overflow. It is calculated as follows:

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where

dIi incremental (random) delay for lane group i

ci capacity for lane group i
Xi = v/c volume/capacity ratio
T duration of analysis period (hr) (default 0.25 for 15 min)
ki lookup value (HCM attachment 16 – 13) based on the controller type
Ii upstream filtering / metering adjustment factor (set to 1 for isolated intersection)

Step 10c: Delay calculation for the residual demand per lane group
Residual demand delay is the result of unmet demand at the beginning of an analysis period. It is
only calculated if an initial unmet demand is entered for the beginning of the analysis period (Q). It
is set to 0 in the current implementation. It is calculated as follows:

where

dRi residual demand delay for lane group i

Qbi initial unmet demand at the start of period T in vehicles for lane group (default 0)
ci Capacity
T Duration of analysis time slot (hr) (default 0.25 for 15 min)
ui delay parameter for lane group (default 0)
ti duration of unmet demand in T for lane group (default 0)

Step 11: Delay calculation for the approach

The total delay per vehicle for each lane group can be aggregated to the approach and to the
entire intersection with the following equations. The approach delay is calculated as the weighted
delay for each lane group.

where

dA mean delay per vehicle for approach A

di delay for lane group i

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7.5.3.2 Signalized nodes

Vi volume for lane group i

Step 12: Delay calculation for the intersection

The intersection delay is calculated as the weighted delay for each approach.

where

dI mean delay per vehicle for intersection I

dA delay for approach
VA volume for approach

The HCM 6th Edition specifies how to define wait time for unsignalized movement, which can be
taken into account for calculating the wait times for an approach or node. In this case, you need to
list the values entered for calculation.
Step 13: Level of Service calculation
For the computation variant HCM 2000, the level of service is defined as a value which is based
on the mean delay of the node.

LOS Mean delay/vehicle

A 0 – 10 sec.
B 10 – 20 sec.
C 20 – 35 sec.
D 35 – 55 sec.
E 55 – 80 sec.
F 80 + sec.

In HCM 2010, the level of service is automatically classified as F if v/c (volume/capacity ratio)
exceeds the value 1.
For the variants ICU 1, ICU2, and Circular 212, the level of service is defined through the sat-
uration v/s (volume/saturation flow rate) of the node:

LOS volume/saturation flow rate

A 0.000 - 0.600
B 0.601 - 0.700
C 0.701 - 0.800
D 0.801 - 0.900
E 0.901 - 1.000
F >1.000

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Step 14: Mean queue length calculation per lane group

Queue lengths are also calculated by the HCM 2000 method. In HCM 2010, the method differs.
For this description, please refer to section 31-4, page 31-67 et seqq.
The equation for the calculation of the mean queue length is as follows:
Q = Q1 + Q2
where

Q mean queue length – maximum distance measured in vehicles the queue extends on aver-
age signal cycle
Q1 mean queue length for uniform arrival with progression adjustment
Q2 incremental term associated with random arrival and overflow to next cycle

Step 14a: Calculation of the number of queued vehicles after the first cycle
Q 1 represents the number of vehicles that arrive during the red stages and during the green
stages until the queue has dissipated.

where

PF2 progression factor 2

vi volume of lane group i per lane
C cycle time
gi effective green time of lane group i
Xi volume/capacity ratio of lane group i

where

PF2 progression factor 2

vi volume of lane group i per lane
C cycle time
gi effective green time of lane group i

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si saturation flow rate for lane group i

RP platoon ratio – based on lookup table for arrival type

Step 14b: Calculate second-term of queued vehicles, estimate for mean overflow queue

where

T Analysis period (usually 0.25 for 15 minutes)

k adjustment factor for early arrival
Qb initial queue at start of period (default 0)
ci capacity for lane group i

k = 0.12 I • (sigi / 3,600) 0.7 for fixed-time signal

k = 0.10 I • (sigi / 3,600) 0.6 for demand-actuated signal

I upstream filtering factor (set to 1 for isolated intersection)

Step 15: Calculation of the queue length percentile

After calculating the mean back of queue, the percentile of the back of queue is calculated as fol-
lows:

where

Q Average queue length

percentile pre-timed signal actuated signal

P1 P2 P3 P1 P2 P3
70% 1.2 0.1 5 1.1 0.1 40
85% 1.4 0.3 5 1.3 0.3 30
90% 1.5 0.5 5 1.4 0.4 20
95% 1.6 1.0 5 1.5 0.6 18
98% 1.7 1.5 5 1.7 1.0 13

Saturation flow rate adjustment factors

We now return to the calculation of the saturation flow rate (see "Saturation flow rate calculation
by lane group" on page 378), which involves several adjustment factors.

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Step 6 a: Calculate lane width adjustment factor

where

fw lane width adjustment factor

W mean lane width (≥ 8) (ft)

This method differs in HCM 2010. For a description, please refer to HCM 2010, page 18-36.

Step 6b: Calculate heavy goods vehicle factor

where

fHV adjustment factor for heavy goods vehicles

%HV percentage of HGV per lane group
EP passenger car equivalent factor (2.0 / HV)

Step 6c: Calculate approach grade adjustment factor

where

fg adjustment factor for approach grade

%G approach grade as percentage (-6 % to +10 %)

In the HCM 6th Edition, the adjustment factors for heavy-goods vehicles and the slope of the
approach were combined. The new, combined adjustment factors distinguish between negative
slopes (gradients).

and non-negative slopes (level or pitch)

where

PHV Share of HGV in lane group (%)

Pg Slope of approach of lane group (%)

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Step 6d: Calculate parking adjustment factor

fP is calculated as follows:

where

fp parking adjustment factor (1.0 if no parking, otherwise ≥ 0.050)

N number of lanes in lane group
Nm number of parking maneuvers per hour (only for right turn lane groups) (0 to 180)

In Visum, enter fP which is calculated by the formula, as attribute ICA parking directly at the node
leg.

Step 6e: Calculate adjustment factor for position to city center

fa = 0.9 if link is in the city center (CBD), otherwise 1.0
where

fa adjustment factor for position

CBD indicates a central business district

Step 6f: Calculate bus stop blocking factor

where

fbb bus stop blocking adjustment factor (≥ 0.05)

N number of lanes in lane group
NB number of bus stop events per hour (does not apply to left turn lane groups) (0 to 250)

In Visum, enter fbb, the result obtained from the formula, as attribute ICA local bus stopping rate
directly at the node leg.

Step 6g: Calculate lane utilization adjustment factor

where

fLu adjustment factor lane utilization

vg unadjusted (input) volume for lane group g

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vgl unadjusted (input) volume for lane with highest volume in lane group (veh per hour)

For this adjustment factor, an HCM lookup-table is regarded (HCM 2000: table 10-23 on page 10-
26; HCM 2010: table 18-30 on page 18-77). Alternatively, lane attribute values can be used (ICA
user-defined utilization share and ICA use user-defined utilization share).

Step 6h: Calculate right turn adjustment factor

where

fRT right turn adjustment factor (≥ 0.05)

PRT proportion of right turn volume for lane group

The calculation according to HCM 2010 differs. For shared lanes, the adjustment factor is no
longer explicitly calculated. For more details, please refer to HCM 2010, page 18-38.

Step 6i: Calculate left turn adjustment factor

The left turn adjustment factor is the most complex of the factors. Here, HCM 2000 and HCM
2010 differ significantly. For the description, please refer to HCM 2010, page 18-38 and pages 31-
30 to 31-37. From the HCM 7th edition, the share of autonomous vehicles is taken into account in
the calculation. The corresponding factors for secured and protected-plus-permitted left turns are
found in Exhibits 31-65 and 31-66 of this issue.
The calculation is simple for protected left turns. However, if there is permitted phasing, then the
equation is quite complex. It is as follows:

where

fLT adjustment factor for left turns

PLT proportion of left turn volume for lane group

For permitted staging, there are five cases. When there is protected-plus-permitted staging or per-
mitted-plus-protected staging, the analysis is split into the protected portion and the permitted por-
tion. The two are analyzed separately and then combined. Essentially this means treating them
like separate lane groups. Refer to the HCM for how to split the effective green times among the
protected and permitted portions.

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1. Exclusive lane with permitted phasing – use the general equation below
2. Exclusive lane with protected-plus-permitted phasing – use 0.95 for the protected portion and
the general equation below.
3. Shared lane with permitted phasing – use the general equation below
4. Shared lane with protected-plus-permitted phasing – use the equation above for protected
phasing portion and the general equation below for the permitted portion
5. Single lane approach with permitted left turns – use the general equation below
The general equation for calculating fLT for permitted left turns is listed below. Note that this is not
the exact HCM 2000 equation since there are a few different versions depending on the situation
– shared/exclusive lane, multilane/single lane approach, etc. But the equation is similar regard-
less of the situation. This general equation is the equation for an exclusive left turn lane with per-
mitted phasing on a multilane approach opposed by a multilane approach.
The equation is basically the percentage of the time when lefts can make the turn times an adjust-
ment factor. The adjustment factor is based on the portion of lefts in the lane group and an equi-
valent factor for gap acceptance time that is based on the opposing volume. The calculation of the
percentage of the time when lefts can make the turn is a function of the opposing volume and their
green time. The equation is as follows:

fLTmin = 2 • (1 + PL) / g

gu = g - gq (if gq ≥ 0, else gu = g)

where

fLT Global adjustment factor for left-turns

fLTmin Minimum value for adjustment factor
g Effective non-protected green time for left-turn lane group
gu Effective non-protected green time for left-turns crossing a conflicting flow
PL Share of left-turns using lane L
EL1 Through equivalent for non-protected left-turns (veh/hr/lane) (look-up value depends on
conflict flow volume)
gq Effective non-protected green time, while left-turns are blocked completely and the spill-
back of the conflict flow is reduced

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go Effective green time for conflict flow

N Number of lanes in lane group
volc

Corrected conflict flow per lane per cycle =

No Number of lanes in the lane group of the conflict flow
vo Corrected conflict flow
fLUo Lane utilization factor for conflict flow
qro Opposing queue ratio = max[1 - Rpo • (go / C), 0] (Rpo = look-up value depends on
ArrivalType)
tl Loss time for left-turn lane group

The opposing volume is calculated from the signal groups that show green while the subject lane
group has green. To calculate the opposing volume for a subject lane group, the entire opposing
volume is used even if there is an overlap.
The permitted left movement calculation does not need to be generalized to 4+ legs since only
one opposing approach is allowed. If more than one opposing approach is coded, an error is writ-
ten to the log file.

Step 6j: Calculate pedestrian adjustment factors for left and right turns
Computation of the factors for left-turning and right-turning pedestrians and bicyclists is a con-
siderably complex operation. It is performed in four steps. For the computation, the bicycle
volumes of the legs are regarded and the pedestrian volumes of the crosswalks. A traffic flow has
potential conflicts with two crosswalks on the outbound leg. These two crosswalks head for the
opposite directions.

Note: At a leg which is a channelized turn no conflicts occur between right turn movements and
pedestrians.

Step 1: Determination of the pedestrian occupancy rate OCCpedg.

The pedestrian occupancy rate OCCpedg is derived from the volume. The following applies:

Here, vpedg is the pedestrian flow rate, v1pedg and v2pedg are the pedestrian volumes of the cross-
walks, C is the cycle time of the signal control and g1p and g2p indicate the duration of the green
for the pedestrians.

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Note: In the HCM2000 it is implicitly assumed, that the green for the left turn movements and
the green for the pedestrians start at the same time. In Visum, this is not the case, however.
Thus, the following distinction of cases applies in Visum: If the pedestrian green time over-
laps (or touches) the green or amber stage for vehicles, an existing conflict is assumed. In
this case, the duration of the green of the pedestrian signal group is fully charged. Otherwise
it is assumed, that there is no conflict. In this case, gp = 0 is assumed.

Step 2: Determination of the relevant occupancy rate of the conflict area OCCr
Here, three cases are distinguished:
Case 1: Right turn movements without bicycle conflicts or left turn movements from one-
way roads
In this case, the following applies:
OCCr = OCCpedg
Decisive for left turns from one-way roads is, that there is no opposing vehicle flow.
Case 2: Right turn movements with bicycle conflicts
Here, straight turns of bicyclists are assumed.

OCCbicg = 0.02 + vbicg / 2700

OCCr = OCCpedg + OCCbicg - (OCCpedg)•(OCCbicg)
Here, vbicg is the bicycle flow rate, vbic is the bicycle volume, C is the cycle time of the signal con-
trol, g is the effective green time of the lane group, and OCCbicg is the conflict area's occupancy
rate caused by bicyclists.
Case 3: Other left turn movements
These are left turn movements which do not originate from a one-way road. Here, a distinction
of cases is made for the values gq and gp. gq is the clearing time of the vehicle flow on the
opposite leg, and gp is the green time for the conflicting pedestrians. The following applies:
gp = max(g1p, g2p)
Case 3a: gq ≥ gp
In this case, the calculation is shortened and the following applies
fLpb = 1.0
Pedestrians and bicyclists are irrelevant here, since the left turn movements have to wait until
the vehicle flow on the opposite leg is cleared.
Case 3b: gq < gp
The following applies:

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Here, OCCpedu is the occupancy rate of pedestrians after the clearance of the vehicle flow on
the opposite leg, and OCCpedg is the pedestrians occupancy rate.
Step 3: Determination of the adjustment factors for pedestrians and bicyclists on permitted turns
ApbT
Here, two cases are distinguished with regard to the values Nturn – which is the number of
lanes per turn – and Nrec, which is the number of lanes per destination leg.
Case 1: Nrec = Nturn
Here applies ApbT = 1 - OCCr
Case 2: Nrec > Nturn
Here, vehicles have the chance to give way to pedestrians and bicyclists. The following
applies:
ApbT = 1 - 0.6 • OCCr
Step 4: Determination of the adjustment factors for the saturation flow rates for pedestrians and
bicyclists fLpb and fRpb.
fLpb is the adjustment factor for left turns, and fRpb is the adjustment factor for right turns. The fol-
lowing applies:
fRpb = 1 - PRT • (1 - ApbT) • (1 - PRTA)
fLpb = 1 - PLT • (1 - ApbT) • (1 - PLTA)
PRT and PLT represent the proportions of right turn and left turn movements in the lane group,
and PRTA and PLTA code the permitted shares in the right and left turn movements (each refer-
ring to the total number of right turn and left turn movements of the lane group).
Step 6k: Calculating the adjustment factor for construction sites
The adjustment factor for the presence of construction sites is only applied from the 6th Edition of
the HCM on. The latter takes the location of construction sites close to approaches to nodes into
account. A construction site is considered close to an approach if it is 250 ft from its stop line or
closer.
The adjustment factor can be calculated using the following equations:

≤ 1.0
with

where

fWZ Adjustment factor for construction sites close to approaches

fwid Adjustment factor for approach width
freduce Adjustment factor for lane reduction due to construction site

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aw Lane width of approach during construction

no Number of open left and straight lanes under normal conditions
nwz Number of open left and straight extend during construction

7.5.3.3 Two-way stop nodes

Notes: For the description of this control type, please refer to HCM 2000, chapter 17 (in HCM
2010, refer to chapter 19 and in HCM 6th Edition, and HCM 7th Edition to chapter 20). In most
instances, the calculation complies with HCM 2000. Especially the explicit U-turn handling has
been added. The calculation of the HCM 6th Edition or HCM 7th Edition is essentially the same
as in the HCM 2010.
In Visum, two-way nodes are modeled by the control types two-way stop and two-way yield.
In the HCM, the description refers to two-way stop nodes. Basically, the computation is the
same. The only difference is the calculation of wait times in step 4.
Nodes of the signalized control type are also calculated according to the method for yield-con-
trolled nodes if no signal controller has been allocated or the signal controller has been turned
off.

The two-way stop analysis method is based on the gap acceptance theory. The basic idea is to
calculate potential capacities for all movements, and then subtract capacity from these move-
ments based on movement rank (priority). The calculation flow chart looks similar to Illustration
75.

Illustration 75: Method of calculation at two-way stops

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 7.5.3.3 Two-way stop nodes

If you use the HCM 2000 operations model for two-way stop nodes, the Visum attributes in Table
102 will show effect. Make sure that they are set to realistic values prior to running the analysis.

Network Attribute Description / Effect

objects
Link Slope Used in step 3
Node ICA peak Factor for the initial volume adjustment to peak volume; volumes are
hour factor divided by both node and turn adjustment factors
volume
adjustment
Geometry All Geometry data of lanes, lane turns and crosswalks
Turns Share of HGV share is used in step 3 + step 1. Fixed value that applies for
HGV turns.
Turn ICA peak Factor for the initial volume adjustment to peak volume; volumes are
hour factor divided by both node and turn adjustment factors
volume
adjustment
Turn ICA Preset Critical gap value of your choice
critical gap
Turn ICA Use pre- Optionally, you can overwrite the critical gap used in step 3.
set critical Activate this option, to use the value set under ICA Preset critical
gap gap.
Turn ICA Preset fol- Follow-up time value of your choice
low-up time
Turn ICA Use pre- Optionally, you can overwrite the follow-up time used in step step 1
set follow-up Activate this option, to use the follow-up time set.
time
Turn ICA Preset This attribute takes effect on subordinate traffic flows together with
critical gap the attributes ICA Use two stage gap acceptance (leg) and ICA Use
stage 1 preset critical gap (turns). The value entered replaces the critical
gap default value in Phase 1 of the HCM, when the so-called "2-
stage gap acceptance" method is applied.
Turn ICA Preset This attribute takes effect on subordinate traffic flows together with
critical gap the attributes Use two stage gap acceptance (leg) and Use preset
stage 2 critical gap (turns). The value entered replaces the critical gap
default value in Phase 2 of the HCM, when the so-called "2-stage
gap acceptance" method is applied.
Leg Is Chan- There is a separate right turn
nelized
Leg Channelized This attribute takes effect in conjunction with the attribute Is Chan-
Control nelized in step 2 and in accordance with the regulations specified in
the HCM.

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Network Attribute Description / Effect

objects
Leg ICA Compute This attribute takes effect in conjunction with the attribute ICA Flared
flared lane storage size and according to the HCM formulas for shared lane
effects capacity calculation.
Leg ICA Flared According to the HCM formulas, the flared storage size in number of
storage size vehicles takes effect during shared lane capacity calculation.
Leg ICA Use two This attribute takes effect in conjunction with the attribute ICA Num-
stage gap ber of storage spaces in median refuge area, when the so-called "2-
acceptance stage gap acceptance" method is applied according to the formulas
of the HCM.
Leg ICA Number This attribute defines the number of spaces in the median refuge
of storage area and takes effect when the so-called "2-stage gap acceptance"
spaces in method is applied according to the HCM formulas.
median
refuge area
Lane ICA Preset Critical gap value of your choice
critical gap
Lane ICA Use pre- Optionally, you can overwrite the critical gap used in step step 3.
set critical The analogous value of the turn is not used.
gap Activate this option, to use the critical gap set.
Lane ICA Preset fol- Follow-up time value of your choice
low-up time
Lane ICA Use pre- Optionally, you can overwrite the follow-up time used in step step 1.
set follow-up The analogous value of the turn is not used.
time Activate this option, to use the follow-up time set.

Table 102: Input attributes for the calculation of two-way stops

Output is available through the same attributes as for signalized nodes (Table 101). Additionally,
the calculated critical gap and follow-up time data is provided.
The method works with movements (Left, Through and Right) at each approach. Each movement
is ranked according to Table 2.

Rank
1 Major Through
Major Right
Pedestrian passage minor flow
2 Major Left
Minor Right
Pedestrian passage major flow

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Rank
Major Left – priority to gaps in the opposing flow
Minor Right – priority to gaps in the flow of the right-most lane of the major flow
Pedestrians – Priority to any other flow
3 Minor Through
4 Minor Left
Table 103: Ranking of movements

Note: HCM 2010 also regards U-turns on major flows. They are given rank 2. If the calculation
is based on HCM 2010, the U-turn related setting in the procedure parameters will not affect
these U-turns.

Step 1: Flow rate (volumes) calculation for each movement

The 15 min peak flow rates (as calculated from the PHF adjustment) are used as the adjusted
movement volumes.
Step 2: Conflicting flows for each movement
In addition to calculating the volumes for each movement, the conflicting volumes for each move-
ment for each approach must be calculated.

Notes: Rank 1 movements do not have conflicting flows since they have the highest priority.
Mainly, rank 1 movements are excluded from the analysis, with the exception of one additional
evaluation (see "Calculation of the critical vol/cap ratio for the entire intersection" on page 381).
According to HCM 2010, pocket lanes for left turns (rights for left-hand traffic accordingly) in the
major flow are dealt with separately.
Only nodes with three or four legs are described in the HCM. In Visum, also multi-leg nodes
can be calculated. The 'Uncontrolled' rule is applied to conflicting flows between minor legs
which are not separated by a major leg.
For left-hand traffic, the right-hand calculation is performed symmetrically.

For right-hand traffic, the following example models the conflict flow of a left turn on a major flow:
Volume through traffic in opposing direction + volume right turns in opposing direction (does
not apply if right turns in opposing direction are separated by a channelized turn and need to
attend a yield sign or a stop sign) + pedestrian volumes minor flow crossing
Table 104 shows the equations for conflicting volumes.

Movement Conflicting flows

Major Left OT + OR* + ToP
Minor Right JT/N + 0.5JR* + FrP + ToP
Minor Through 2JL + JT + 0.5JR* + FrP + ToP + 2JLF + JTF + JRF*
Table 104: Calculation of conflicting volumes

where

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O Opposite direction
T Through
R Right
L Left
N Number of through lanes
J Major…
I Minor…
F Far (for minor through/left turns the second major flow encountered)
ToP Approach (to) with pedestrian crosswalk
FrP Exit (from) with pedestrian crosswalk

There is a number of cases where the conflicting volume is adjusted:

If the major flow (right) is separated by a channelized turn and needs to attend a yield sign or
a stop sign then this flow will not be considered in the conflicting volume calculation for other
flows..
If the major flow has more than one lane, only the right lane volume of the major flow (= vol /
num through lanes) applies as conflicting, for minor right and minor left turns.
If the major flow has a right turn lane, then the right turns of the major flow do not count for the
conflicting volume.
For left turns from the minor flow, the right turn volume of the opposing direction does not
count for the conflicting flow if the destination link of the two turns has more than one lane.
Notes: Apart from the U-turns, the HCM 2010 differs from HCM 2000 in subtle differences. For
the determination of conflicting flows, please refer to HCM 2010, pages 19-9 to 19-14.
The HCM does not regard bending two-way stop/yield cases. In this case, conflicting flows are
determined according to Brilon and Weinert, 2002.

Step 3: Critical gap calculation for each movement

The critical gap is the time an average driver would accept in order to merge with traffic.

Example
Sarah needs 4 seconds of space between vehicles to make her left turn and merge with other
traffic safely.
The critical gap equation is:
tcx = tcb + (tcHVPHV) + (tcGG) - tcT - t3LT
where

tcx critical gap for movement x

tcb base critical gap (see Table 105)
tcHVPHV adjustment factor for heavy vehicles • percent heavy vehicles

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tcGG adjustment factor for grade • grade (as a decimal)

tcT two stage adjustment factor (currently set to 0 for one stage modeling)
t3LT Critical gap adjustment factor for geometry

The other adjustment factors are:

The base values for the critical gap are calculated as shown in Table 105.

Movement Base critical gap value tcb

< 4 lanes major flow 4 + lanes major flow
Major Left 4.1 4.1
Minor Right 6.2 6.9
Minor Through 6.5 6.5
Minor Left 7.1 7.5
Table 105: Base values for the critical gap

If the calculated values differ from the observed values, manually set values per turn can be used.
Step 1: Follow-up time calculation for each movement
The follow-up time is the extra time needed for a second car to also take the gap.

Example
Let's assume that Frank would be waiting behind Sarah at the intersection. If he turned just
behind Sarah, he would need a follow-up gap of only 2 seconds instead of another 4 seconds to
safely merge back into traffic. That is, if the gap between the vehicles was at least 6 seconds long,
both Sarah and Frank could turn safely.
The follow-up time equation is:

where

tfx follow-up time for movement x

tfb base follow-up time (Table 106)
tfHVPHV follow-up time adjustment factor for heavy vehicles • percent heavy vehicles

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The other adjustment factors are:

Follow-up times are calculated according tor Table 106.

Movement Base follow-up time value tfb

Major Left 2.2
Minor Right 3.3
Minor Through 4.0
Minor Left 3.5
Table 106: Follow-up times

If the calculated values differ from the observed values, manually set values per turn can be used.
Step 1: Calculate the potential (or ideal) capacity for each movement
The potential capacity is the capacity which is achieved if this movement uses all potential gaps
(i.e. no higher ranking movements take up the gaps). Furthermore, it is assumed that each move-
ment is made from an exclusive lane. The potential capacity is defined as follows:

with

cpx potential capacity for movement x (veh/hr)

vcx conflicting flow for movement x (conflict/hr)
tcx critical gap for movement x
tfx follow-up time for movement x

Step 2: Calculate movement capacity taking into account impedance effects

Higher ranking movements impede lower ranking movements’ capacities since vehicles making
higher ranked turns can use the available gap space before the lower ranked movements. There-
fore, we adjust the potential capacity by an adjustment factor to yield the movement capacity. The
movement capacity equation is as follows:

where

cmx movement capacity for movement x (veh/hr)

cpx potential capacity for movement x (veh/hr)

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= probability impeding vehicle movement i is not blocking subject movement

= probability impeding ped movement j is not blocking subject movement

vi volume movement i
vj volume pedestrian flow j (peds/hr)
w lane width (ft), default value 12 ft
SP pedestrian walking speed (ft/s), default value is 4 ft/s

Since the calculation depends on higher rank movement capacities the calculation proceeds from
the top down (from rank 1 to rank 4 movements). Impeding vehicle and pedestrian movements for
each subject movement are listed in Table 107 aufgelistet.

Movement Rank Impeding movements

Major Through 1 None
Major Right 1 None
Major Left 2 ToP
Minor Right 2 FrP, ToP
Minor Through 3 JL, JLF, FrP, ToP
Minor Left 4 JL, JLF, OT, OR, FrP, ToP
Table 107: Impeding movements

where

J Major…
I Minor…
O Opposite direction
T Through
R Right
L Left
F Far (for minor through/left turns the second major flow encountered)
ToP Approach (to) with pedestrian crosswalk
FrP Exit (from) with pedestrian crosswalk

Step 2a: Calculate adjustment for impeding major left turns

There is also an adjustment factor for major left if it does not operate from an exclusive lane. The
equation uses a default saturation flow rate. It is as follows:

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where

pvJL‘ modified probability of impeding maJor left

pvJL unmodified probability of impeding maJor left
vJT volume major through
vJR volume major right (0 if exclusive right turn lane)
sJT sat flow major through (1700 default)
sJR sat flow major right (1700 default)

Note: Please refer to HCM 2010 pages 19-20, for the description of a short pocket lane on the
major flow scenario.

Step 2a: Calculate adjustment for minor left turns

In addition, there is a special adjustment for minor lefts (rank 4). The equation is below. Basically
the major lefts and the minor through is precalculated and then adjusted. The adjusted value is
then used in conjunction with the remaining minor right and pedestrian probabilities.

where

pvJL probability of impeding maJor left near

pvJLF probability of impeding maJor left far
pvIT probability of impeding minor through
pvR4 probability minor left (rank 4)
pvIR probability minor right (rank 2)
ppIP probability minor pedestrian
ppJP probability major pedestrian

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 7.5.3.3 Two-way stop nodes

Step 3: Capacities for movements that share lanes

The calculations so far assume that each minor movement operates out of an exclusive lane.
When there is a shared lane, a combined capacity is calculated for those movements which share
a lane.

where

CSH shared lane capacity

vi volume minor street movement i
cm movement capacity minor street movement i

Note: Note that the upstream signal and platoon flow adjustments are currently omitted from
the calculation. The same applies for the two-stage gap acceptable adjustment, as well as for
the flared approach adjustment.

Step 4: Calculate wait time

The calculation of control delay is defined as follows:

where

dx mean delay per vehicle for movement x

cmx capacity for movement (shared lane x, CSH)
T duration of analysis period (hr) (default 0.25 for 15 min)
vx movement volume (shared lane x, VSH)

A similar formula is used for the calculation of either two-way control type (yield or stop):

Control delay per movement is aggregated to approach with a weighted (by volume) mean of all
approach movements / shared lanes. Mean approach delay is then aggregated to the entire inter-

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7.5.3.3 Two-way stop nodes

section with a weighted mean as well. The equations are the same as the ones for signalized inter-
sections.
Note that rank 1 movements get no delay. If, however, there is no exclusive left turn pocket, then
rank 1 movements may experience delay. There is therefore, an additional delay equation for
rank 1 movements when there are no left turns pockets on the major approaches. The equation is
as follows:
[5]

where

dR1 delay rank 1 vehicles (s/veh)

N number of through lanes per direction of the major flow
pvJL probability for an adjustment factor impeding major left [5]
dJL delay to major left (s/veh)
vT shared through lane volume (for multilane sites, only the volume in the shared lane)
vR shared right turn lane volume (for multilane sites, only the volume in the shared lane)

This delay is then substituted by the zero delay of rank 1 movements when calculating approach
and/or intersection delay.
Step 5: Level of service
Level of Service is then simply defined as displayed in Table 108 based on intersection delay.

LOS Mean delay/vehicle

A 0 – 10 sec.
B 10 – 15 sec.
C 15 – 25 sec.
D 25 – 35 sec.
E 35 – 50 sec.
F 50+ sec.
Table 108: Allocation of a LOS to the mean delay per vehicle

Note: For LOS analyses, HCM 2010 additionally takes into consideration whether the capacity
was exceeded. If this is the case, always level F of service will be allocated (HCM 2010, page
19-2).

The intersection queue length calculation is:

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 7.5.3.4 All-way stop

where

Q95x queue length 95th percentile for movement x (veh)

cmx capacity for movement (shared lane x, CSH)
T duration of analysis period (hr) (default 0.25 for 15 min)
vx movement volume (shared lane x, VSH)

7.5.3.4 All-way stop

Note: For the description of this control type, please refer to HCM 2000, chapter 17 (in HCM
2010, refer to chapter 20 and in HCM 6, to chapter 21). The calculations described in HCM
2010 and HCM 2000 are identical. HCM 2010 additionally includes the guidelines for queue
length calculations (HCM 2010, page 20-17), which is missing in HCM 2000. Furthermore, the
volume/capacity ratio is regarded for the LOS calculation. In the event of a capacity overload,
the LOS is automatically F. The calculation in HCM 6 or HCM 7 corresponds to the calculation
in HCM 2010.

The HCM 2000 all-way stop controlled (AWSC) capacity analysis method is an iterative method.
The model looks at all possible scenarios of a vehicle either being at an approach or not being at
an approach. Based on the input volumes the probability of each scenario occurring is calculated
as well as the mean delay. The v/c ratio is calculated for each scenario which in turn impacts the
others. Therefore, an iterative solution is needed to find the capacity of each approach.
Unlike the signalized method, which works with signal groups, or the TWSC method, which works
with movements, the AWSC model works with lanes by approach.
The basic calculation is described in the flow chart in Illustration 76. The user inputs intersection
geometry and volumes, along with a couple of additional attributes such as PHF and %HGV. The
volumes are adjusted and allocated to the lanes. The next step is to calculate the saturation (capa-
city) follow-up time adjustment factors. Then the departure follow-up times (i.e. the mean time
between departures for a lane at an approach) are calculated based on all the combinations of the
probability states. This departure follow-up time for each lane for each approach is dependent on
the other approaches and so it is calculated in an iterative manner. Once a converged value is
found, then the service time, mean delay and LOS can be calculated.

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7.5.3.4 All-way stop

Illustration 76: Calculation process for an all-way stop node

If you use the HCM operations model for all-way stop nodes, the following Visum attributes, listed
in Table 109, will show an effect. Make sure that they are set to realistic values prior to running the
analysis.

Network Attribute Description / Effect

object
Node ICAPHFVolAdj Initial volume adjustment to peak period. Then, volumes are
divided by both node and turn adjustment factors.
Geometry All Geometry information on lanes, lane turns and crosswalks
Turns ShareHGV Proportion of heavy goods vehicles, used in follow-up times
adjustment. Fixed value that applies for turns.
Turn ICAPHFVolAdj Initial volume adjustment to peak period. Then, volumes are
divided by both node and turn adjustment factors.
Turn ICA average Average queue length
back of queue
Table 109: Input attributes for an all-way stop node

Output is available through the same attributes as for signalized nodes (Table 100).

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 7.5.3.4 All-way stop

The first step is to PHF adjust the volumes by lane by movement by approach. In addition the %
heavy goods vehicles by lane by movement by approach are also input if available. Since in
Visum volumes are specified by movement and not by lane by movement, they are first dis-
aggregated per lane according to a standard method.
The next step is to calculate the follow-up time adjustment factors for each lane. The calculation
applies as follows:
hadj = hLTadj • pLT + hRTadj • pRT + hHVadj • pHV
where

hadj follow-up time adjustment

hLTadj follow-up time adjustment for left turns
hRTadj follow-up time adjustment for right turns
hHVadj follow-up time adjustment for heavy vehicles
PLT proportion of left-turning vehicles on approach
pRT proportion of right-turning vehicles on approach
pHV proportion of heavy vehicles on approach

The adjustment factors are listed in Table 110.

Number of lanes of the subject Adjustment Saturation Follow-up

approach factor time
LT RT HV
1 0.2 -0.6 1.7
2+ 0.5 -0.7 1.7
Table 110: Adjustment factors

After calculating the follow-up time adjustment factor the departure follow-up time is calculated in
an iterative manner. It involves five steps.
Step 1: Calculate combined probability states probability

where

P(i) probability for combination i

P(aj) probability of degree-of-conflict (DOC) for combination i lane type j
aj 1 or 0, depending on lane type j (see Table 111)

This probability states calculation has a few parts. For each lane type j the P(aj) is calculated. P(aj)
is calculated based on a lookup table (Table 111).

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7.5.3.4 All-way stop

aj Vj (volume conflicting approach) P(aj)

1 0 0
0 0 1
1 >0 Xj
0 >0 1 - Xj
Table 111: Calculation of probability of degree of conflict

Notes:
If iteration is 1, then Xj = (Vj • hd) / 3,600
If iteration is > 1, then Xj = min(1,(Vj • hd) / 3,600)
Initial value hd = 3.2 s

Value aj is adopted from the DOC table (Table 112). This table contains all the combinations of 0
and 1 per lane for each approach. For two lanes per approach, this looks as depicted in Table 112
(see exhibit 17-30 in the HCM 2000 for the full table).

i DOC case Number of Opposing Left Right

(Ck) vehicles approach (subject (subject
approach) approach)
L1 L2 L1 L2 L1 L2
1 1 0 0 0 0 0 0 0
2 2 1 1 0 0 0 0 0
3 2 1 0 1 0 0 0 0
4 2 2 1 1 0 0 0 0
…
64 There are 64 combinations for 4 legs each with 2 lanes.
Table 112: Excerpt of DOC table for two lanes per approach

The combined probability states probability P(i) is then calculated for each row (i) for each column
(lane type) (j). To calculate P(i), we use the product of all probabilities of each opposing lane and
each conflicting lane P(aj) . The result P(i) = ∏P(aj) is the probability state for row (i).
Step 2: Calculate probability state adjustment factors
After calculating P(i) for each case (i), an adjustment for each DOC case needs to be calculated.
The adjustment accounts for serial correlation in the previous calculation due to related conflict
cases. For DOC case (Ck), the adjustment equations are:

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 7.5.3.4 All-way stop

where

a 0.01 (or 0.00 if no serial correlation)

n number of non-zero cases (i) for each DOC case (at most n = 1 for C1, 3 for C2, 6 for C3, 27
for C4 and C5)

Step 3: Calculate adjusted probability

P‘(i) = P(i) + adjP(i)
where

P‘(i) adjusted probability for case i

P(i) probability of degree-of-conflicts for case i
adjP(i) probability adjustment factor case i

Step 4: Calculate saturation follow-up time

hsi = hadj + hbase
where

hsi saturation follow-up time by DOC case i

hadj follow-up time adjustment by lane
hbase base follow-up time by DOC case i

For each DOC case i, the base follow-up time hbase is adopted from a lookup table which is based
on the particular DOC case (1 – 5) and geometry group (Table 113).

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7.5.3.4 All-way stop

Number of lanes
Subject Opposing Unpermitted Intersection Geometry
approach approach approach type group
1 1 1 4 leg or T 1
1 1 2 4 leg or T 2
1 2 1 4 leg or T 3a / 4a
1 2 2 T 3b
1 2 2 4 leg 4b
2 1-2 1-2 4 leg or T 5
3 1* 1* 4 leg or T 5
3 3 3 4 leg or T 6
Table 113: Lookup table base follow-up time

Note: * If the approach examined has 3 lanes and the opposing or conflicting approach has 1
lane, then geometry group 5 applies, else geometry group 6.

The model is generalized for 3+ lanes in order to apply it to 4+ leg intersections. The extension is
that these 4+ leg cases are geometry group 6.
The Table 114 shows the saturation follow-up time base values.

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 7.5.3.4 All-way stop

DOC case 1 2 3 4 5
Number of vehicles (Sum of the [0,1] for 0 1 1 2 3
the case) 2 2 3 4
>=3 >=3 4 5
>=5 >=6
Geometry 1 3.9 4.7 5.8 7.0 9.6
group 2 3.9 4.7 5.8 7.0 9.6
3a 4.0 4.8 5.9 7.1 9.7
3b 4.3 5.1 6.2 7.4 10.0
4a 4.0 4.8 5.9 7.1 9.7
4b 4.5 5.3 6.4 7.6 10.2
5 4.5 5.0 6.4 7.6 9.7
6.2 7.2 7.8 9.7
9.0 10.0
11.5
6 4.5 6.0 6.6 8.1 10.0
6.8 7.3 8.7 11.1
7.4 7.8 9.6 11.4
12.3 13.3
Table 114: Base values for the saturation follow-up time

The DOC case is dependent on the 64 types of a 4 leg intersection. Nodes with more than 4 legs
are first collapsed to four legs.
Step 5: Calculate departure follow-up time

where

hd departure follow-up time for lane

hsi saturation follow-up time for each i in I
P‘(i) adjusted probability for each i in I
I Row of Table 109

These five steps are repeated until the departure follow-up time values converge (change is <
0.1). Now, the calculated departure follow-up time hd differs from the original value. Thus, the next
iteration will return a different result.
Now that the departure follow-up time for each lane is calculated, service time and capacity can
be calculated. The service time is calculated as follows:
t = hd - m

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7.5.3.4 All-way stop

where

t Service time
hd Departure follow-up time
m move up time (2.0 s for geometry groups 1-4 and 2.3 s for groups 5-6)

The capacity is calculated as follows: the volume of the subject lane is incremented until its
degree of utilization (vjhd)/ 3,600 is ≥ 1.0. The volume of the other approaches is held constant. At
this point, the subject lane’s volume value is taken to be the subject lane’s capacity. Capacity is
therefore dependent on the input volumes for each approach.
The search for capacity is slow in a linear implementation. Thus a binary search is performed with
an upper bound of 1,800 vphpl.
Mean delay per lane is calculated from the equation below. The weighted mean delay for an
approach is calculated based on lane volume weights. Intersection average delay is calculated
based on the weighted mean by approach volumes. The equations are the same as the ones for
signalized intersections.

where

dx Mean delay per vehicle for lane x

t Service time
T Duration of analysis time slot (hr) (default 0.25 for 15 min)
x
Utility rate
hd Departure follow-up time

Level of Service is defined as a lookup, based on intersection delay (Table 115).

LOS Mean delay/vehicle

A 0 – 10 s
B 10 – 15 s
C 15 – 25 s
D 25 – 35 s
E 35 – 50 s
F 50 + s
Table 115: Determining the LOS based on mean wait time per vehicle

The proposed extension to 4+ legs is to combine multiple lefts or rights into one left or right by
adding the number of lanes when calculating conflicting flows. For example, when there are two

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 7.5.3.5 Roundabouts according to the HCM method

conflicting lefts for an examined approach, one with one lane and one with two lanes, these are
merged into one conflicting left with three lanes. This allows the existing framework to be used. It
probably slightly understates the delay, but it will work within the existing framework and will result
in additional delay for additional legs.

7.5.3.5 Roundabouts according to the HCM method

The method of analysis is described in the HCM 2010, in chapters 21 and 33, and in the HCM 6th
Edition or HCM 7th Edition , in chapters 22 and 33. Changes made in the HCM 6th Edition mainly
refer to the factors used for capacity calculation. In the HCM 7th Edition, the consideration of the
shares of autonomous vehicles at the node in the calculation of capacity is also added. The round-
abouts method is similar to the one for two-way stop nodes and mainly differs from it in the fol-
lowing points:
Determining the conflict flows follows the geometry of the roundabout.
The default values for gaps differ due to changed visibility conditions. Also this calculation is
performed on the basis of lanes, not on the basis of turns.
This method is available for one- and two-lane approaches (plus one optional bypass lane).
The Visum method used for three- or multiple-lane approaches is not described in the HCM.
Visum distributes the volume across the lanes as for two-way stop nodes.
The calculation process is illustrated in Illustration 77.

Illustration 77: Calculation process for roundabouts according to HCM 2010

If you use the HCM 2010 operations model for roundabout nodes, the Visum attributes listed in
Table 116 will show effect. Make sure that they are set to realistic values prior to running the ana-
lysis.

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7.5.3.5 Roundabouts according to the HCM method

Network Attribute Description / Effect

objects
Geometry All Geometry data of lanes, lane turns and crosswalks
Nodes ICAShareCAVs Optional consideration of the share of autonomous vehicles. The
value range is between 0 and 100%. The attribute is taken into
account for the calculation of capacity from HCM 7th Edition.
Nodes ICAPHFVolAdj Factor for adjustment of initial volumes to peak volumes. Then,
Turns ICAPHFVolAdj volumes are divided by both node and turn adjustment factors.
Leg Has Center Indicates whether the leg has a center island (yes/no)
Island
Leg Center island Length of center island
length
Leg Center island Width of center island
width
Leg Channelized Length of channelized turn
turn length
Leg Has splitter Indicates whether a leg has a splitter island (yes/no)
Island
Leg Length of splitter Length of the splitter island
island Note
Value entered is used if the Has splitter island attribute is activ-
ated.
Leg Splitter island Width of splitter island
width Note
Value entered is used if the Has splitter island attribute is activ-
ated.
Leg Has bypass lane Indicates whether the leg has a bypass lane (yes/no)
Leg ICA Share of Proportion of right turns (left-hand traffic: left turns), which use a
bypass volume bypass lane for the turn movement.
Note
This information is used if the Has bypass lane attribute is activ-
ated.
Leg Number of con- Number of conflict lanes in roundabout for incoming leg
flict lanes Note
HCM only distinguishes between single- and double-lane round-
abouts.
Lane ICA Preset crit- Critical gap value of your choice
ical gap

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 7.5.3.5 Roundabouts according to the HCM method

Network Attribute Description / Effect

objects
Lane ICA Use preset Optionally, you can overwrite the critical gap used in step 5. The
critical gap analogous value of the turn is not used.
Activate this option to use the critical gap set.
Lane ICA Preset fol- Follow-up time value of your choice
low-up time
Lane ICA Use preset Optionally, you can overwrite the follow-up time used in step step
follow-up time 6. The analogous value of the turn is not used.
Activate this option to use the follow-up time set.

Table 116: Input attributes for roundabout nodes according to HCM 2010
Output is available through the same attributes as for signalized nodes (Table 101).
The calculation method according to HCM 2010 consists of twelve consecutive steps. Here, the
description is reduced to the most important steps.
Step 1: Calculate flow rates (volumes) for each turn
The turn volumes are converted by multiplying them with the peak hour factors of the turns and
the node in values for the 15 minute peak.
Step 2: Calculating traffic flows for each lane and conflicting volumes for each approach
All calculations are based on the traffic flows and conflicting volumes at each approach. These
flows are derived from the turn volumes (in Illustration 78) for a roundabout with four approaches
(v1 to v12).

Illustration 78: Approaching flows at a four-leg roundabout

For the distribution of the volumes to the lanes please refer to HCM 2010, pages 21-14 and 21-15.

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7.5.3.5 Roundabouts according to the HCM method

Example
The flow from the south is the sum of turn volumes v7 + v8 + v9. The conflicting flow which applies
to this flow is however the sum v1 + v2 + v10. This approach can be applied to roundabouts with a
countless number of approaches. U-turns can also be considered in the same way if you want to
integrate them in the ICA calculation.
If an approach has more than one lane, the total inflow is distributed on lanes.
1. If only one lane is permitted for left turns, its volume is the sum of all volumes of left turns.
2. If only one lane is permitted for right turns, its volume is the sum of all volumes of right turns.
3. The remaining volume is distributed to all lanes in such way, that they all have the same
volume if possible.
Step 4: Capacity
The capacity of each lane is assigned to all turns, for which lane turns are defined starting from
the lane. The result is saved in PCU/h in the turn attribute ICA final capacity.
For each of the cases, predefined formulas can be used (HCM 2010, equations 21-1 to 21-7).
This is the basic formula:

Here B equals 0.001 for one-lane and two-lane entry roads to single-lane roundabouts. For single-
lane approaches to two-lane roundabouts B equals 0.0007. Two-lane approaches to two-lane
roundabouts use the following values for B: 0.00075 for the inner-most (let) lane, and 0.0007 for
the right lane. For bypass lanes, with one conflicting exit lane, B is assumed to be 0.001. 0.0007 is
used if there are two conflicting exit lanes.
In the HCM 6th Edition, the factors were adjusted as used in the following formulae:

for single lane approach to a single lane roundabout

for two-lane approach to a single-lane roundabout

for single-lane approach to a two-lane roundabout

right lane of a two-lane approach in a two-lane roundabout

left lane of a two-lane approach in a two-lane roundabout

for a bypass lane with a conflicting exit lane

for a bypass lane with two conflicting exit lanes

The formulae correspond to the equations 22-1 to 22-7 in the HCM 6th Edition.
In the HCM 7th Edition, the share of autonomous vehicles is also considered (see Equations 33-1
and 33-2, respectively, and Exhibits 33-12 and 33-13).
The calculation of the capacity takes into account whether the default critical gaps and/or follow-
up times were changed by the respective Visum attributes. For the control type 'roundabout',

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 7.5.3.5 Roundabouts according to the HCM method

critical gap and follow- up time are set by lane. Turn- related values of this attribute are not
regarded. For the extended computation, the capacity is derived from the following data (HCM
2010, page 33-3):

Depending on the changed values for the critical gaps and/or follow-up times, different values are
taken into account for A and B. If the attribute ICA Use preset follow-up time is active, the cal-
culation of A is determined according to chapter 33 of the HCM 2010. This calculation cor-
responds to equation 21-22:

Otherwise, value A is determined according to the first part of chapter 21 of the HCM2010. This
means that the default values for the follow-up time of chapter 33 are never used for A.
If the attribute ICA Use preset critical gap has been set, the values of the follow-up times from
chapter 33 are used for B, unless the follow-up time is overwritten as well. In the latter case, the
overwritten value will be used.

where

c capacity in PCU/h
v conflicting flow in PCU/h
gapc critical gap in s
gapf follow-up time in s

Visum uses the following default values: 4 s for the critical gap and 3 s for the follow-up time. You
can optionally overwrite both values by lane.
Pedestrians have a bearing on the capacity. For a detailed description, please refer to HCM 2010,
pages 21-16 and 21-17.
The capacity of each lane is assigned to all turns, for which lane turns are defined starting from
the lane. The result is saved in PCU/h in the turn attribute ICA final capacity.
Step 5: Delays
The mean wait time on a lane of an approach arises from the following values:

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 7.5.3.6 Roundabouts according to the TRL/Kimber method

d mean delay in s/PCU

c lane capacity in PCU/h
v lane volume in PCU/h
T observation period in h

The mean delay of a turn is the volume weighted mean of the mean delay of lanes used. The res-
ult is saved in the turn attribute tCur.
Step 6: Queue lengths
The mean queue length on a lane of an approach arises from the following values:

where

Q95 95% percentile of queue length in PCU

c lane capacity in PCU/h
v lane volume in PCU/h
T observation period in h

The attribute ICA back of queue for defined percentile is the maximum of the Q95 percentiles
for the lanes used.
Step 7: Level of Service (ICA LOS)
LOS per lane of an approach is defined as a classification of the mean delay (Table 117).

LOS Mean Delay [s / PCU]

A 0 - 10
B >10 - 15
C >15 - 25
D >25 - 35
E >35 - 50
F >50
Table 117: LOS per lane based on the mean delay

The HCM does not determine the calculation of the LOS per approach, turn or node. In these
cases Visum calculates the LOS on the basis of the volume weighted mean delay. If the volume
exceeds the capacity, the LOS is automatically set to F.

7.5.3.6 Roundabouts according to the TRL/Kimber method

This analysis method regards approach capacity as a function of geometry and the conflicting
volume in roundabouts. On the basis of numerous observations, this function was calibrated to

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 7.5.3.6 Roundabouts according to the TRL/Kimber method

British roundabouts.
Illustration 79 shows the calculation process for roundabouts according to the TRL/Kimber
method.

Illustration 79: Calculation process for roundabouts according to the TRL/Kimber method
In Visum, the geometry of the roundabout is described through leg attributes. These attributes are
only important if the node is a roundabout, and if TRL/Kimber is selected as analysis method. In
all other cases, the parameters are ignored at ICA calculation. The meaning of the parameter is
illustrated in Illustration 80 which has been taken from the DMRB guideline TD 16/93. For a better
comparison with this guideline, the common English original attributes and abbreviations are spe-
cified in the tabular overviews. Another parameter describes the temporal variability of the inflow.

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7.5.3.6 Roundabouts according to the TRL/Kimber method

Illustration 80: Description of the node geometry for the TRL/Kimber model
Table 118 shows the additional input attributes at legs for calculation according to TRL/Kimber.

Name DMRB definition Value Value Meaning

type range
(Default
value)
Roundabout RoundaboutInscribedDiameter Length 10 - 200 External diameter of the
inscribed m (40 m) roundabout. For asym-
circle metric roundabouts spe-
diameter cify the radius related to
the environment of the
respective approach. The
attribute is used during
ANM export and ICA (Kim-
ber).
ICA entry ICAEntryWidth (e) Length 3 - 20 m Width of the entry directly
width (7 m) at roundabout

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 7.5.3.6 Roundabouts according to the TRL/Kimber method

Name DMRB definition Value Value Meaning

type range
(Default
value)
ICA approach ICAApproachHalfWidth (v) Length 2 - 15 m Road width of the
half width (3.5 m) approach link without
pocket
ICA flare ICAFlareLength (L‘) Length 1 - 100 m Half length of the
length (20 m) approach between the
points where
ICAEntryWidth and
ICAApproachHalfWidth
are measured.
Roundabout RoundaboutEntryRadius (r) Length 1 - 1,000 Circle radius which tan-
entry radius m (35 m) gentially approximates to
the outer circle of the
roundabout and the outer
boundary of the approach.
The attribute is used dur-
ing ANM export and ICA
(Kimber).
ICA entry ICAEntryAngle (Φ) Integer 0°..180° see Illustration 80
angle (45°)
ICA grade ICAGradeSeparation (SEP) Length 0 - 100 m Distance between
separation (0 m) approach and exit of the
same node leg. For reg-
ular roundabouts specify
0 m. This implies the
roundabout is not grade-
separated. With values >
0 you describe the
approaches of grade-sep-
arated expanded round-
abouts, where the entry is
far away from the exit of
the same leg.
ICA Kimber ICAKimberHollisC Double 0 .. 10 In the queue length for-
Hollis c-factor (1.0) mula by Kimber-Hollis, the
c-factor describes the vari-
ability of the inflow

Table 118: Input attributes for calculation according to the TRL/Kimber method
These attributes are only important if the To-node of the link has the controller type roundabout,
i.e. the link represents an approach to a roundabout. In all other cases the attributes are ignored.

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7.5.3.6 Roundabouts according to the TRL/Kimber method

The output attributes correspond to those for signalized intersections (Table 101).
Step 1: Traffic flows and conflicting volumes for each approach
All calculations are based on the traffic flows and conflicting volumes at each approach. These
traffic flows are derived from the turn volumes. All volumes are expressed in PCUs.
Step 2: Approach capacities
For roundabouts with RDistanceExit = 0, the following applies:

where

Cap approach capacity in PCU/h

qc conflicting flow in PCU/h
k 1 - 0.00347 • (Φ - 30 ) - 0.978 • [(1/r) - 0.05]
F 303 x
f 0.21 t (1 + 0.2 x)
t 1 + 5 / (1 + M)
M e(D - 60)/10
x v + (e - v) / (1 + 2 S)
S 1.6 (e - v) / L‘

The remaining variable descriptions refer to the attributes of the geometry description.
Different from the above mentioned, the following applies for roundabouts with RDistanceExit >
0:
Cap =1.004F - 0.036SEP - 0.232 qc + 14.35 - f qc(2.14 - 0.023 qc)
where all sizes as above, however Cap and qc in PCU/min.
Each turn capacity is based on the capacity calculated for the approach. The result is saved in
PCU/h in the turn attribute ICAFinalCapacity.
Step 3: Queue lengths
The queue length of an approach results from the Kimber and Hollis formula (Kimber, Hollis
1979), (Kimber, Daly 1986).

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 7.5.3.6 Roundabouts according to the TRL/Kimber method

where

L expected queue length at the end of the observation period in PC units

μ approach capacity in PCar units/h
T length of the observation period in h
L0 initial queue length (in Visum always 0)
C Variation factor KVKimberHollisC
v approach volume in PCar units/h
ρ = v / μ = Saturation

Visum uses the formula modified in (Kimber, Hollis 79) for increased accuracy.
The mean queue length of each turn is equal to the mean queue length of its approach and is
saved to the turn attribute ICA mean queue length.
Step 4: Delays
The mean control-based wait time per approach results from the Kimber and Hollis formula (Kim-
ber, Hollis 1979), (Kimber, Daly 1986).

where

d mean permitted delay in the observation period in h

μ approach capacity in PCar units/h
T length of the observation period in h
L0 initial queue length (in Visum always 0)
C Variation factor KVKimberHollisC
v approach volume in PCar units/h
ρ =v / μ= saturation

The mean permitted delay of a turn is equal to the mean permitted delay of its approach and is
saved in the turn attribute tCur.
As in step 3, Visum evaluates.the formula modified by Kimber and Hollis for increased accuracy.
Step 5: Level of Service (LOS)
The concept of a LOS is not mentioned in the Kimber model. To create consistency within ICA
and because the RFC (Ratio Flow to Capacity) skim was criticized as being insufficient, Visum still
defines a LOS per approach as a classification of the mean delay (Table 119).

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 7.5.4 Signal time optimization

LOS Mean Delay [s / PCU]

A 0 - 10
B >10 - 15
C >15 - 25
D >25 - 35
E >35 - 50
F >50

Table 119: LOS for calculation based on the mean delay, according to Kimber
Visum calculates the LOS of the entire node accordingly, on the basis of the volume weighted
mean delay of all approaches.

7.5.4 Signal time optimization

Within the scope of the intersection capacity analysis using ICA, you can optimize the signal times
for individual signal controllers in two ways:
Green time optimization (see "Split optimization" on page 425)
Cycle and green time optimization (see "Signal cycle and green time optimization" on
page 427)
In addition, using signal coordination, you can optimize the time intervals between multiple signal
controllers in the network (see "Signal coordination (Signal offset optimization)" on page 428).

Note: Optimization regards only those nodes (main nodes), whose effective control type = sig-
nalized. Optimization does not regard those nodes (main nodes) whose signal controller has
been turned off or to which no signal controller has been allocated.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The example PrT Signal Optimization demonstrates
the possibilities of optimization of signal programs.

7.5.4.1 Data model for signal cycle and split optimization

The following attributes of network objects are relevant for the cycle and split optimization:

Network Attribute Description

object type
Signal con- All attributes that Signal times and stage distribution in the initial state
trollers and describe signal times
subordinated
objects
Signal con- Reference to signal At cycle time optimization with procedure parameters
troller coordination groups UseCycleTimeFamily=True, only one member of the
Signal coordin- Cycle time family cycle time family of the coordination group is selected as
ation group a new cycle time.

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 7.5.4.2 Split optimization

Network Attribute Description

object type
Signal con- ICA maximum cycle At cycle time optimization with procedure parameter
troller time for optimization UseCycleTimeFamily=False the new cycle time is selec-
ICA minimum cycle ted from the interval between these two attributes.
time for optimization
Signal con- Optimization method 0 = no signal time optimization for the signal controller at
troller this node
1 = only split optimization
2 = signal cycle and split optimization
Signal con- Turned off If the signal controller has been turned off, no signal time
troller optimization will be calculated for the node (main node).
Turn The attribute for the Turn volumes
design hourly volume
set in the procedure
parameters
Node model All geometry attributes Lane allocation at node
and sub-
ordinate
objects

Optimization is controlled by the following procedure parameters (components of the procedure

parameters for intersection capacity analysis):

Procedure para- Data type Description

meter (
Standard)
Automatic green time Boole Are the signal times always optimized within the ICA cal-
optimization (False) culation? If yes, it depends on the signal controller attribute
Optimization method which optimization method is
applied to which signal controller.
UseCycleTimeFamily Boole At cycle time optimization with procedure parameters
(True) UseCycleTimeFamily=True, only one member of the cycle
time family of the coordination group (if available) is selec-
ted as a new cycle time.
Precision of com- Seconds Via this parameter you can decide whether seconds or
putation or tenths tenths of a second are permitted as green time start and
of a end.
second

7.5.4.2 Split optimization

For pure split optimization, the cycle time is considered to be fixed.

Note: Split optimization is not offered for signal controllers of the RBC signalization type.

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7.5.4.2 Split optimization

Green time optimization for signal group-based signal controllers (Vissig)

A signal group-based signal program must be set for the signal controller. The optimization of sig-
nal group-based signal programs results from the following steps of the procedure for stage-
based signal programs:
1. Internal stages are generated from the current green times of the signal groups.
Visum first defines set T of all switching points from the attributes Green time start and Green
time end of all signal groups and sorts these in ascending order. For each interval between
consecutive times, ti and ti+1 in T generate a stage that contains all signal groups which have
been released during [ti ; ti+1).
2. An ICA calculation is performed for the signal program. This results in
a. the division of approaches into lane groups
b. the adjusted volume and the saturation flow rate for each lane group
3. The critical lane group is determined for each internal stage in the signal program.
4. Allocate green time based on critical lane group volume and saturation flow rate ratios.
The green time split is calculated as follows:

where

Gi effective green time for stage i

(v/s)ci ratio of volume v and saturation flow rate s for critical lane group ci in stage i
Gte total effective green time for cycle

The total effective green time for a cycle is the same as the cycle time deducting all intergreens
between consecutive stages. The intergreen between two stages is zero if the stages share signal
groups. Otherwise, the intergreen is given by the intergreens of the signal groups.
5. If the overall mean wait time has not improved, cancel and go to 6, otherwise repeat steps 2 to
4 (max. 10 times).
6. The green times of the signal groups are taken from the optimal green times of the stages.
The green time of each signal group results from the green times of all stages containing the sig-
nal group. Since by design all these stages are adjacent, this results in a single green time for the
signal group.
Green time optimization for signal group-based programs in which signal groups have a second
green time is not possible.

Split optimization for stage-based signal controllers (Vissig)

Stages must be defined for the signal controller and a stage-based signal program must be set. If
you want to exclude individual stages from the optimization and retain their length from the

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 7.5.4.3 Signal cycle and green time optimization

original signal program, set their Pseudo stage attribute to true. This change must be made in the
Vissig window.
Visum executes the following steps to calculate the green time split:
1. With the current signal program, execute an ICA calculation and determine both saturation flow
rate and volume for each lane group.
2. Solve the linear optimization problem:

where

L set of all lane groups

C cycle time
sl saturation flow rate of lane group l
ql volume of lane group l
tP green time duration of stage P
Minimum duration of stage P

The first secondary condition expresses that the share z of the volume per lane group depends
on the green times of the stages provided for this group. The share z is maximized.
3. Execute another ICA calculation for the optimized signal program.
4. If the total mean wait time has not improved, cancel the calculation and continue with step 5. If
the saturation flow rates have changed, go to 2. Otherwise also go to 5.
5. Assign the Green time start and Green time end attributes of the stages the values of the
latest optimum solution.

7.5.4.3 Signal cycle and green time optimization

If you select signal cycle and split optimization for a node, Visum calculates an optimal cycle time
for the signal controller at the node and at the same time an optimal green time split for this cycle
time. If several (main) nodes belong to a signal controller, all (main) nodes of this signal controller
will be optimized automatically.
The calculation includes the following steps:
1. Determine the set T of permitted cycle times at the signal controller. If the procedure parameter
Use cycle times of coordination groups is active and the signal controller belongs to a

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 7.5.4.4 Signal coordination (Signal offset optimization)

coordination group, then only cycle times of the coordination group's cycle time family are per-
mitted. Otherwise, any cycle time (integer [in seconds]) from the interval between the signal
controller attributes ICA minimum cycle time for optimization and ICA maximum cycle
time for optimization is permitted
2. To each permissible cycle time t from T the following applies:
Specify optimal green times g*(t) for predefined cycle time t.
Use ICA to calculate the total wait time at the node for g*(t).
3. As an optimal cycle time t* select the t with minimum total wait time. In addition, set the optimal
green time split g*(t*).
The ICA calculation of the total wait time at the node only provides valid values if the sum of crit-
ical v/s ratios is smaller than or equal to 1. To greater sums always t* = max(T) applies. If the sum
of the minimum green time and intergreens for all stages or signal groups are larger than the cal-
culated t*, t* is set to the smallest t of T which is larger or equal to this sum. If no such t exists, t* is
set to the sum independently of T.

7.5.4.4 Signal coordination (Signal offset optimization)

Signal cycle and split optimization always refer to individual signal controls. Signal offset optim-
ization, however, is used to optimize the offset between the signal times of neighboring nodes in
such a way, that vehicles can pass several consecutive signal controls on green. The general aim
is to minimize the total wait time for all vehicles at the signal control.

Notes: The method does not regard the attributes of the node geometry. In particular, the stop
line position per lane is not taken into consideration.
Signal coordination dos not include signalized nodes or main nodes to which no signal con-
troller has been allocated or whose signal controller has been turned off.

Example
We will demonstrate the task with the help of the example network displayed in Illustration 81.

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 7.5.4.4 Signal coordination (Signal offset optimization)

Illustration 81: Example network for signal coordination

In the network in Illustration 81, the six inner nodes have signal controls and the outer nodes are
only there to connect the four zones. Link and turn volumes result from an assignment. Lane alloc-
ation is usually selected, so that at each approach of a node, a shared lane exists for the straight
and right turns and a 100 m long pocket for left turns additionally. Additional lanes are only located
at individual approaches with an especially large traffic volume. All signal controllers have the
same signal times (Illustration 82).

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7.5.4.4 Signal coordination (Signal offset optimization)

Illustration 82: Green time split at all nodes with succeeding left turns
With a cycle time of 80 s, straight and right turns each have a green time of 30 s. Signal groups for
left turns have 5 s more and are protected within this time.
Signal times and lane allocation are selected in such a way that the resulting capacity is sufficient
for all turns. Wait times can occur if neighboring signal controller are badly coordinated. For this
example we first assume an offset time of 0 s for all signal controllers. The assignment result illus-
trated by link bars results as overlapping of seven paths and one of these is highlighted in Illus-
tration 83.

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 7.5.4.4 Signal coordination (Signal offset optimization)

Illustration 83: A path through the example network passes signal controllers at nodes 7003,
8003, 8002 and 9002
This route passes the signalized nodes 7,003, 8,003, and 9,002. Vehicles exiting node 7,003 in
direction 8,003 form a group that starts at the beginning of the green time, i.e. at second 0. Travel
time t Cur , on the link between 7,003 and 8,003, is 38 s. Without accounting for dispersal of the
group, the first vehicles reach node 8,003 at second 38. The distribution of the actually driven
speed by vehicles leads to a resolution of the original compact platoon (Illustration 84).

Illustration 84: Progression quality for approach West at node 8003

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7.5.4.4 Signal coordination (Signal offset optimization)

On the left, the diagram shows the arrival rate by cycle second. The first vehicles arrive at second
30. The arrival rate then steeply increases and decreases as of second 52. The signal group to
continue the journey also has a green time between second 0 and 30. The major part of the pla-
toon therefore reaches the node at red. The second diagram shows the corresponding devel-
opment of the queue length and the third diagram the resulting wait time in vehicle seconds
dependant on the arrival second. The total wait time across all arrivals is 19,069 vehicle seconds,
which corresponds to a mean value of 39.20 s per vehicle. This is an example for bad coordin-
ation.
At node 8002, the situation is much more favorable (Illustration 85).

Illustration 85: Progression quality for approach North at node 8002

The vehicle group again starts driving at second 0. The travel time on link 8,003 - 8,002, with tCur
= 41 s, is similar to before. However, the continuing signal group 4 for left turns, at node 8, has a
green time from second 40 to second 75. Most of the vehicle group arrives during green time. The
queues are distinctly shorter and the total wait time is only 1,608.80 vehicle seconds (mean: 4.37
s per vehicle).
In this simple example, the aim of signal coordination would be to change the offset between
nodes 7,003 and 8,003, so that the entire vehicle group arrived at 8,003 during green time. At the
same time, however, you would want to maintain the favorable offset between 8,003 and 8,0002.
Because a convenient coordination should be achieved not only for one but several paths (in the
example, seven) simultaneously, signal coordination usually minimizes the total wait time of all
signal controllers by changing the offset times.

Model
Signal coordination in Visum can be used for optimizing signal controllers in a network, not only
along a linear corridor, as it corresponds with the traditional optimization of the progressive signal
system. This section describes how the optimization model is set up, which Visum solves by using
a standard procedure for mixed integer linear optimization. All attributes that describe input and
output of the procedure are summarized in the following section (see "Input attributes with effect
at signal coordination" on page 435).
Good coordination requires that the signal controllers either have the same cycle times or that the
cycle times at least have a simple ratio (for example 2:1). Furthermore, signal controllers have to
be located close to each other, otherwise the platoon will have broken up so heavily by the time it
has reached the next signal controller, that the arrivals will virtually be uniformly distributed and
the wait time cannot be influenced through the choice of the offset. It is therefore generally not

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 7.5.4.4 Signal coordination (Signal offset optimization)

sensible to coordinate all signal controllers in one network. You determine which signal controllers
should be coordinated by defining signal coordination groups and assigning them signal con-
trollers (see User Manual: Chpt. 18.16, page 1652). By default, signal controllers are not assigned
to any signal coordination group and are not coordinated.
For each signal coordination group define the set of the cycle times which are permitted for the
corresponding signal controllers. Please make sure that the cycle times actually make coordin-
ation possible. Two signal controllers with cycle times of 60 s and 65 s can generally not be
coordinated because the platoon in each cycle takes place at a different cycle second. Suitable
cycle times therefore have a small LCM (least common multiple), for example, the family { 60 s, 80
s, 120 s } with LCM = 240 s. Signal coordination optimizes offset times for each signal coordin-
ation group separately and takes those signal controllers into consideration with cycle times
belonging to the permitted cycle times of the group. Signal controllers with deviating cycle times
are ignored and logged in the message file.
Important for coordination is the behavior of the vehicle platoon during the journey from one signal
controller to another. Visum determines platoons by analyzing the assignment results for one or
more selected PrT demand segments. From the saved paths of the assignment, Visum determ-
ines how many vehicles on their way first pass signal group SG1 of the signal controller SC1 and
then signal group SG2 of the signal controller SC2. We call such a combination of two consecutive
signal groups with one volume a coordination path leg or shorter path leg.
A path leg is relevant for the coordination if the following properties apply.
Path leg starts and ends at signal controller of the same coordination group
Path leg contains no nodes of controller type All-way stop
Path leg passes through node of controller type two-way stop only in the direction of the
major flow
Path leg does not pass through other signalized nodes
Travel time on the path leg is short enough, so that a significant platoon remains (spe-
cification below)
No link along the path leg exceeds a threshold for the saturation
All conditions except for the first one are aimed at a platoon remaining along the path leg.
Optimization treats the traffic flows on all path legs interdependently. In each case it is assumed
that within a cycle all vehicles start as a platoon at the beginning of the green time. This means,
that beginning with the green time start, outgoing vehicles flow off with the saturation flow rate
qmax, until the volume per cycle has been exhausted. The following applies:

Here, N is the effective number of lanes for the turn. If the green time duration is insufficient and
does not allow the volume allocated to a cycle from the assignment to exit with q max , Visum
ignores the excess volume and logs this in the message file.
The platoon resolution, solely caused by different vehicle speeds, describes the platoon devel-
opment formula according to Robertson. This model discretely divides the time in increments (in

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7.5.4.4 Signal coordination (Signal offset optimization)

Visum of 1 s) and displays the number at time t‘, at which a vehicle arrives at the end of a path leg
as a function of the number at time t < t‘, at the beginning of the path leg departing vehicle.

where

q‘t the number of vehicles arriving at the end of the path leg in time step t
qt the number of vehicles departing at the beginning of the path leg in time step t
F
with specified constants α and β
T travel time tCur on the path leg

For calculating queue lengths it is presumed that separate lanes of sufficient length exist for sep-
arate signal groups at an approach. Visum generally assumes "vertical" queues for signal coordin-
ation and does therefore not consider spillback upstream over several links or have an effect on
the capacity of the turns of other signal groups.
For the evaluation of the progression quality, Visum calculates a number of skims which are used
throughout literature. In the subsequent formulas CT determines the cycle time, GT the green time
and qt the number of vehicles arriving at a node in time step t.

Platoon index = with

This size measures the "distance" of a volume profile of an equal distribution. The value varies
from 0 (equal distribution) to 2 (for a distinct platoon). A high value means that coordination is
worthwhile at this node, because the arriving vehicles are focused on part of the cycle time, so
that there is a chance of moving the green time there, by changing the offset time.

Vehicles at green = .
This size directly measures how well coordination works. It calculates which part of the volume
passes the node without stopping at the signal controller.

Platoon ratio =
The size also measures how well coordination works, whereas high values imply good coordin-
ation. Especially high values are achieved when a large share of arrivals enter at green, although
the green ratio itself is smaller.

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 7.5.4.4 Signal coordination (Signal offset optimization)

The platoon ratio PR is the basis for the important ArrivalType parameter in waiting time cal-
culations according to HCM.

ArrivalType =
Queue length queue t at a signal group to cycle second t results from the difference of cumulative
inflows and exit flows. For this calculation, Visum also calculates the delays of travel times with
specified arrival time in the queues and hence, the mean and total wait time.

Input attributes with effect at signal coordination

Signal coordination accesses the network objects and the input attributes displayed in Table 120.

Note: Node geometry attributes such as the stop line position, for example, are not regarded for
signal coordination.

Network Attributes Note

object
PrT paths Volume From assignment
Links, turns, A freely selectable Is interpreted as travel time and will be summed up for
main turns attribute travel time calculation per path leg
Signal con- All Signal timing, cycle time, mapping of signal groups and
troller with all lane turns, selection of a reference signal controller that
components has offset = 0.
Signal coordin- Cycle time family Grouping of the signal controllers to be coordinated col-
ation groups and assigned signal lectively
controller

Table 120: Input attributes with an effect on signal coordination

Output attributes at signal coordination

The effect of the signal coordination lies mainly in assigning the attribute offset of the coordinated
signal controller with an optimal value.
Alongside that, all skims listed above can be calculated for measuring the progression quality.
Their definitions first of all refer to a single path leg. In order to easier display results in a network
model, Visum aggregates the values of all skims on links and saves the results as link attributes.
Visum allocates the attributes at all approach links to signalized nodes which have a volume of >
0. All link attributes for signal coordination results are contained in Table 121.

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7.5.4.4 Signal coordination (Signal offset optimization)

Name Value Value Meaning

type range
Signal controller coordin- Double 0.0 .. Number of vehicles which arrive during green
ation vehicles on green 100.0 time [%]
SC coord platoon index Double 0.0 .. 2.0 Definition see above
SC coord platoon ratio Double 0.0 .. Definition see above
SC coord arrival type Integer 1 .. 6 Definition see above
SC coord wait time Time 0 s .. Total wait time [Vehicle seconds]
Note: For links to overloaded signal groups,
this value is set to 100,000 h.
SC coord maximum Double 0.0 .. Max. number of queued vehicles over all cycle
queue length seconds [Veh]
Note: For links to overloaded signal groups,
this value is set to 100,000.
Table 121: Output attributes of links for results of signal coordination

Note: By the name component 'SC coord', the attribute SC coord arrival type is indicated as
signal coordination output attribute. It is not identical to the ICA arrival type attribute, which is
used as entry for ICA calculation. If you want to calculate the ICA impedance with an arrival
type which corresponds with the given offset time intervals, first perform the Signal offset ana-
lysis and then copy the SC coord arrival type values to the ICA arrival type attribute.

Procedure parameters
Besides the network object attributes, the procedure parameters listed in Table 122 control signal
coordination.

Name Value range Meaning

(Standard)
Automatic Analysis Boole (True) After signal coordination, the output link attrib-
utes are automatically updated.
Coordination group set Set of coordination Coordination is only carried out optionally for
groups (all) selected signal coordination groups.
Demand segments set Set of assigned Optionally, path legs are only determined from
PrT_DSeg (all the assignment paths of selected demand seg-
assigned PrT_ ments.
DSeg)
MaxSaturation Double > 0 (80%), If this saturation is exceeded on a path leg link,
in percent the path leg is ignored for coordination,
because no platoon is retained with too high
saturation.

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 7.6 PrT skims

Name Value range Meaning

(Standard)
MinPlatoonIndex Double > 0 (0.4) If the platoon index is below this threshold at
the end of the path leg, the path leg is ignored
for coordination, because the platoon is not dis-
tinct enough.
RobertsonAlpha Double > 0 (0.35) Parameter for the platoon progression formula
according to Robertson
RobertsonBeta Double > 0 (0.8) Parameter for the platoon progression formula
according to Robertson
TravelTimeLinkAttr numeric link attrib- When calculating the path leg travel time, for
ute (AddValue1) each traversed link, TravelTimeLinkFac •
TravelTimeLinkFac Double > 0 (1.0) TravelTimeLinkAttr is summed up
TravelTimeTurnAttr Numeric turn attrib- When calculating the path leg run time, for
ute (AddVal1) each traversed turn, TravelTimeTurnFac •
TravelTimeTurnFac Double > 0 (1.0) TravelTimeTurnAttr is summed up
TravelTimeMainTurnAttr Numeric main turn When calculating the path leg run time, for
attributes each traversed turn, TravelTimeMainTurnFac •
(AddVal1) TravelTimeMainTurnAttr is summed up
TravelTimeMainTurnFac Double > 0 (1.0)
MaxCalculationTime Time Calculation time for the solution of the optim-
ization problem is restricted. The best solution
found up to the specified time limitation, is
assigned.

Table 122: Procedure parameters for signal coordination

Problem solution
To determine an optimal set of offset times per signal controller, Visum sets up a mixed integer lin-
ear optimization problem. The deciding variables in this problem are the differences of the offset
times of neighboring signal controllers, the objective function is an in sections linearized approx-
imation of the wait time in dependency thereof. Secondary conditions express that the differences
between the offset times of adjacent signal controllers along each circle in the network have to be
added to an integer multiple of the cycle time.
A detailed description of the method is found in Möhring, Nökel, Wünsch 2006.

7.6 PrT skims

With the Calculate PrT skim matrix procedure, the PrT skims listed in Table 123 can be calculated
(see User Manual: Chpt. 22.8, page 2167). The abbreviations in parentheses indicate the file
extensions which are used by default for skim matrix output in version files.

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 7.7 Distribution of travel demand across PrT connectors

t0-PrTSys (TT0) TSys-specific travel time t0 in unloaded network

tCur-PrTSys (TTC) TSys-specific travel time tCur in loaded network

AddValue1..3 (AD1 - Sum of AddValue

AD3)

Trip distance (DIS) Distance covered from origin to destination

Direct distance (DID) Direct distance between origin and destination zone

Speed v0-PrTSys (VP0) TSys-specific speed v0 in unloaded network

Speed vCur-PrTSys TSys-specific speed vCur in loaded network

(VPC)

Toll (TOL) Toll of traversed links

Impedance-PrTSys TSys-specific impedance in unloaded network

(IMP)

AddValue-TSys (ADS) Sum of TSys-AddValue data

User-defined (UDS) Flexible calculation of a mean attribute value per OD pair, also
allows for the linkage of attributes of different traversed network
objects (see User Manual: Chpt. 22.8.1.2, page 2168)
Table 123: PrT skims

Calculating skims is either done via the best path as regards to the set criterion or via aggregation
from the paths of an assignment result calculated beforehand. In this case you can select one of
the aggregation functions listed in Table 124.

Minimum impedance Skim value calculated from the path with minimum impedance

Maximum impedance Skim value calculated from the path with maximum impedance

Mean over paths Skim value calculated as a mean over all paths

Mean over path volume Skim value calculated as a mean over all paths weighted with the
corresponding path volume
Table 124: Aggregation functions for skim data calculation

Moreover, the set of origin-destination relations for skims can be calculated, and also restricted
like the type of network objects which are included in the skim calculation.

7.7 Distribution of travel demand across PrT connectors

PrT origin and destination demand can be distributed across PrT connectors freely or pro-
portionally. In the case of proportional distribution, there are again two variants: distribution of the

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 7.7 Distribution of travel demand across PrT connectors

total demand or distribution per OD pair (see "Distribution of demand of a zone to the connectors"
on page 105).

Free distribution

During route search, only the connector time is considered and travel demand is distributed
without further constraints onto the routes with the lowest impedance.

Proportional distribution of total traffic

Before the route search is carried out, the share of total origin and destination traffic is calculated
for every zone whose demand is to be distributed proportionally. From this, a virtual connector
capacity (= proportion • origin/destination demand) can be deduced for every connector which
modifies the impedance of the connectors during assignment in such a way that proportional dis-
tribution is achieved. The correspondence between the distribution of the assignment and the pre-
defined values depends on the selected assignment procedure and the selected VD function for
connectors. A steep VD function should be used. In addition to this, the connector times must not
be too low so that the connector impedance has an effect on the route search. When using this
option, it should be noted, that the distribution may have very different effects on the individual OD
pairs. If the link impedance equals the displayed lengths, practically all trips from zone 1 to zone 3
lead via node 2. The vast majority of trips from zone 1 to zone 2 however are made via node 1.

Illustration 86: Example network for proportional distribution of the travel demand
Example: Connector capacity determination for proportional distribution of the total traffic
(Illustration 86)
Zone 1 has proportional distribution
Zone 2 has proportional or absolute distribution
Zone 3 has proportional or absolute distribution
Travel demand from zone 1 to zone 2: 1,000 trips
Travel demand from zone 1 to zone 3: 400 trips
Origin demand zone 1: 1,400 trips
Connector zone 1 ⇒ node 1: 40 % proportion
Connector zone 1 ⇒ node 1: 60 % proportion
Capacity of connector zone 1 ⇒ node 1 is 40 % x 1,400 = 560 trips
Capacity of connector zone 1 ⇒ node 1 is 60 % x 1,400 = 840 trips

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 7.8 Blocking back model

Steep VD function for connectors, for example BPR function with a = 1, b ≥ 4, c ≤1

Proportional distribution of each individual relation (MPA)

Alternatively, the proportional distribution can be applied to each OD pair. This leads to the fol-
lowing distribution in the example above:
Example: determination of connector capacity for proportional distribution per OD pair:
Zone 1 ⇒ node 1 ⇒ zone 2 with 40 % • 1,000 = 400 trips
Zone 1 ⇒ node 1 ⇒ zone 3: 40 % • 400 = 160 trips
Zone 1 ⇒ node 1 ⇒ zone 2 with 60 % • 1,000 = 600 trips
Zone 1 ⇒ node 1 ⇒ zone 3: 60 % • 400 = 240 trips

7.8 Blocking back model

The blocking back model (pseudo-dynamic assignment, pa) fills the gap between merely static
procedures, which do not have any temporal reference and cannot determine congestion-related
wait times, and dynamic procedures that require long computation times. The procedure is much
faster than any dynamic assignment, requires less memory capacity and can furthermore deliver
information on congestion phenomena. The procedure can be applied in conjunction with static
assignment in order to estimate queue lengths and wait times in oversaturated networks. In con-
trast to dynamic-stochastic assignment, it is suitable for networks with > 50,000 links and only
requires few additional data for temporal distribution of the demand.
The general idea is to re-assign route volumes that were calculated with any static assignment at
an earlier stage. Output data of the procedure:
new volumes on links, connectors, (main) turns and (main) nodes
queue lengths on links and connectors
wait times on links
The original volumes of links, connectors and (main) turns resulting from the assignment are
stored with the following attributes:
Volume demand PrT with base
Volume demand DSeg
Volume demand PrT
Original node volumes can be found in the following attribute:
Volume demand PrT

Blocking back calculation

Along a route, the demand share is passed on from one link to the next until a restricting capacity
has been reached. The following rules apply in this process.
1. The volume passing from one link to the next cannot exceed the capacity (PrT) of the link, the
capacity of the To node, and the capacity of the turn. For links, the amount of traffic leaving the
link counts (bottleneck at end of link).

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 7.8.1 General notes on the blocking back model

2. The queue on a link can never exceed the stocking capacity of the link.
3. As soon as a queue forms on a link in some direction, no traffic can pass the link even if the
respective route does not lead across the bottleneck that is causing the congestion.
The fourth rule which limits the inflow of a link, directly results from this.
4. The inflow of traffic on a link is limited to the amount resulting from capacity plus stocking capa-
city.

7.8.1 General notes on the blocking back model

The blocking back model is no independent assignment procedure, but it modifies the results of
previously run assignments or of the running assignment. As an option, the blocking back model
can be carried out together with an assignment (see User Manual: Chpt. 22.5, page 2098).
The blocking back model only applies to PrT transport systems. Assuming that PuT transport sys-
tems are either not affected by any congestion or that the timetables used already regard the wait
times. PuT-caused congestion on commonly used links can be neglected or can be considered by
a base volume.
Since volumes of different PrT demand segments are summed up before entering the queue
length, all volumes are invariably converted into car units.
You can calculate the blocking back model post-processed following an assignment. It therefore
does not influence the route choice.
To account for blocking back effects on the route choice during assignment, use the pro-
cedure "Assignment with ICA" (see "Assignment with ICA" on page 486).
The blocking back calculation can be combined with the following assignment procedures: Incre-
mental, Equilibrium, Equilibrium_Lohse, TRIBUT and any stochastic procedure. However, it can-
not be combined with a dynamic assignment procedure.
If an assignment has already been calculated for at least one demand segment, which is not to be
recalculated, the blocking back model is calculated prior to the execution of the assignment of the
already assigned demand segments. This is to ensure that the values for tcur and tw are consistent
with the current network status and to avoid that assignments with a blocking back model share
and those without are combined.

Limiting capacity
According to rule 1, the traffic flow from link to link along a route is limited by the capacity of the
link and the capacity of the link's ToNode and the capacity of the turn during the blocking back
model calculation. In the blocking back model parameters you can select individually, whether link
and turn and node capacities are to be regarded. The settings have the following meaning:
Link capacity restricts the outflow per link. As threshold, either the link attribute Capacity
PrT can be used or the summed up Capacity PrT of the outgoing turns. The latter option is
only provided for compliance with out-dated versions. It is no longer recommended. It is
recommended to use the option Turn capacity instead.

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 7.8.2 Procedure of the blocking back model

Node capacity restricts the flow per node (sum of all turn volumes) to the node attribute
Capacity PrT. These node capacities are only regarded for traffic flows on secondary links
(TModelSpecial = true) towards the node. Traffic flows on major legs therefore also have an
effect on crossing routes via secondary links.
Turn capacity restricts the flow per turn to the turn attribute Capacity PrT.
These three options can be combined at will.
If you are using the blocking back calculation to post-process a PrT assignment, you can decide
by node, whether the global blocking back model parameter settings are to be considered; altern-
atively, a node-specific setting (node attribute Use preset blocking back capacity settings =
activated) can be used. The node-specific setting is regarded for all turns via this node and for all
links leading into this node. To regard the turn capacity only at particular nodes, for example, then
exclude the consideration of turn capacities in the global blocking back model parameters and
activate the attributes Use preset blocking back capacity settings and Use turn capacity in
blocking back at the particular nodes.

7.8.2 Procedure of the blocking back model

The procedure is divided into the following steps:
Determining the excess congestion factor
Blocking back calculation for assignment procedures based on paths
Blocking back calculation for assignment procedures based on paths (parallelized)
Determining the wait times

Determining the excess congestion factor

Prior to the actual simulation of the queuing up, the excess congestion factor is calculated for the
network. In this process, the volumes and capacities of the links, nodes and turns for which you
have preset that they are to be regarded are taken into account.
For a single link L, the excess congestion factor σLink(L) is given by

.
Here, VolDem(L) is the link volume resulting from assignment, Cap(L) is the PrT capacity of the
link, and ScalingFactor is the scaling parameter for capacities from the blocking back model para-
meters. Furthermore, VolBase volume(L) is a base volume of the link. You can select it in the general
procedure settings under PrT settings > Assignment.
Analogously, for turns T and nodes N, excess congestion factors σTurn(T) and σNode(N) are defined.
Since in Visum you can only set base volumes for turns and links, the base volume total of turns at
the node is used as the base volume for nodes. Network excess congestion factor σ is the max-
imum of excess congestion factors for all links, nodes, and turns whose capacities are to be taken
into account. It indicates by which factor the (remaining) capacity in the network is exceeded at
most.
The percentage of traffic corresponding to the reciprocal of this number can pass through the net-
work without any congestion. If σ ≤ 1, the procedure is not carried out. In this case, the corrected

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 7.8.2 Procedure of the blocking back model

volumes (Vol) equal the volumes calculated in the assignment (VolDem), thus no congestion
occurs.
If the denominator in the formula for the excess congestion factor calculation falls below 0 or
becomes 0 for a link or node or turn, there is no more free capacity available and the procedure
terminates.

Blocking back calculation for assignment procedures based on paths

During blocking back calculation, queue lengths on links and connectors are calculated as well as
the reduced (compared to the original values) volumes of links, connectors, and nodes. Thereto,
we let traffic flow into the network step by step along the routes resulting from assignment, and in
contrast to the previous assignment, the rules 1 to 3 are observed here. Rule 3 is weakened by
permeability factor P, which you may define individually for each link. The value represents the
share of the flow that can pass queues. If P = 0, rule 3 is satisfied.
Let N be the number of shares for volume distribution. You can specify this parameter in the pro-
cedure parameters for the blocking back model. To enforce rules 1 to 3, the N-th part of the route
volume from the origin to the destination is iteratively propagated, until a link is reached on which
a queue or another bottleneck (link, node, or turn) has already formed, i.e. for which the capacity
is exceeded. This is carried out N times until all of the traffic has flown into the network. In this
case, that part of the volume is not added to the link volume, but to the queue length.
In the following, the caculation is described in detail. These are the most important abbreviations
used in this section:

VolDem Volume demand: volumes from the assignment without consideration of withheld
vehicles in the blocking back model (i.e. if no blocking back model is calculated or no
congestion occurs, VolDem equals the volume Vol)
Vol (reduced) volumes
Cap PrT capacity of a link, a turn or a node
K Stocking capacity of a link
Q Queue length of a link (or connector)
P Permeability of a link, describes the share of the flow that can pass existing queues
σ Excess congestion factor

Firstly, the network is loaded with that portion of demand which does not cause congestions yet.
Then, the remaining demand flows into the network step-by-step. At first, the greatest natural num-
ber n is determined, that satisfies n/N ≤ 1/σ. The general procedure is as follows:
Initialize Vol for all links, turns, nodes and connectors by entering 0.
Initialize Q or all links and connectors by entering 0.
For all links L and connectors C, load Vol(L)*n/N or Vol(C)*n/N, respectively.
For j = n+1 to N
For each demand segment
For each route R of the demand segment
Load VolDem(R) / N to route R.

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7.8.2 Procedure of the blocking back model

Loading a volume flow to a route R with the n-th part of VolDem (flow) is performed as follows. Let
L0, L1, ..., Lk be the generalized links of a route, i.e. L0 is the origin connector, Lk is the destination
connector, and the real links are in between. Now, the traffic from the origin zone flows via L0, L1,
..., Lk to the destination zone, at which the traffic flow is always limited by the capacities of the links
and turns and nodes and by congestions that might have formed.
Capacities bear limiting effects as described below. Let toNode(L) be the To node of a link L and
let Turn(Lj, Lj+1,T) be the turn from L to Lj+1 for the links L and T. Now, the flow from Lj to Lj+1 is lim-
ited by the capacity of Lj, and by the capacity of the To node of Lj, and by the capacity of the turn
from Lj to Lj+1.

Note: If you have decided that a particular capacity should not have an effect, then the cal-
culation assumes an infinite capacity. Connectors have an infinite capacity by definition.

The maximum volume maxFlow from Lj to Lj+1 then is

maxFlow(Lj, Lj+1) = min{Cap(Lj) • ScalingFactor - VolBase volume(Lj),
Cap(toNode(Lj)) • ScalingFactor - VolBase volume(toNode(Lj)),
Cap(Turn(Lj, Lj+1)) • ScalingFactor - VolBase volume(Turn(Lj, Lj+1))}
If the amount of in-flowing traffic on a link of the route exceeds the amount, that can flow off to the
next link, then the portion of traffic that keeps flowing depends on the remaining free capacity:
Function Load(R, flow):
For j = 0 to k-1
propagatingFlow = flow
If Q(Lj) > 0
propagatingFlow:= propagatingFlow * Permeability(Lj)
propagatingFlow:= min(propagatingFlow, maxFlow(Lj, Lj+1))
Vol(Lj) := Vol(Lj) + propagatingFlow
Vol(toNode(Lj)) := Vol(toNode(Lj)) + propagatingFlow
Vol(Turn(Lj, Lj+1)) := Vol(Turn(Lj, Lj+1)) + propagatingFlow
Q(Lj) := Q(Lj) + (flow - propagatingFlow)
Propagate queue backwards

Traffic that cannot flow into the next link is added to the queue length. If the queue on a link
exceeds the maximum stocking capacity K, then backups will arise on previous links of the route.
In that process, the backup has to be subtracted from the volume(s) of the previous link(s) again
(also nodes and turns are concerned), since this flow actually cannot have reached the congested
link being located ahead in the route course:
Function PropagateQueue(R):
propagatingQ = 0
For j = k-1 to 1
If Q(Lj) > K(Lj)
propagatingQ := Q(Lj) - K(Lj)
Q(Lj) := K(Lj)
Q(Lj-1) := Q(Lj-1) + propagatingQ
Vol(Lj-1) = Vol(Lj-1) - propagatingQ
Vol(toNode(Lj-1)) := Vol(toNode(Lj-1)) - propagatingQ
Vol(Turn(Lj-1, Lj)) := Vol(Turn(Lj-1, Lj)) - propagatingQ

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 7.8.2 Procedure of the blocking back model

Nodes require special treatment for the following reason: Though there are no turns at con-
nectors, connector nodes are loaded in the process. To achieve the state, that the node volume =
sum of all turn volumes at connector nodes after phase 1, the node volume of connector nodes is
recalculated from the turn volumes after the procedure.
We use a simple example with two routes to illustrate the procedure. Route 1 leads from A to D,
route 2 from B to C. Both routes have a volume VolDem of 200 vehicles. The volume is distributed
to the routes in four iteration steps with 50 vehicles each. The number of iteration steps is based
on the procedure parameter Number of shares for flow distribution . For reasons of sim-
plification, only the link capacity is considered as limiting capacity in the example. Route 1 is
always charged first. There is a bottleneck on route 1. On route 2, a backup arises though this
route does not traverse the bottleneck link.

Illustration 87: Blocking back model, blocking back calculation: iteration steps 1 and 2.
In the first two iteration steps, each of the two routes is loaded with 50 vehicles. Queues do not
form yet (Illustration 87).

Illustration 88: Blocking back model, blocking back calculation: iteration step 3, route 1.
Route 1: On the highlighted link, a bottleneck is located in iteration step 3. Due to the insufficient
stocking capacity of this link, the queue propagates to the preceding link (Illustration 88).

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7.8.2 Procedure of the blocking back model

Illustration 89: Blocking back model, blocking back calculation: iteration step 3, route 2.
Since there is now a congestion on the middle link, the vehicles following route 2 also get stuck in
the queue (Illustration 89).

Illustration 90: Blocking back model, blocking back calculation: iteration step 4, route 1.
Another 50 vehicles are added to route 1 in iteration step 4. As the stocking capacity of the middle
link is fully exhausted, vehicles continue to propagate backwards (Illustration 90).

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 7.8.2 Procedure of the blocking back model

Illustration 91: Blocking back model, blocking back calculation: iteration step 4, route 2.
The 50 vehicles with route 2 cannot even reach the middle link; they all get stuck in the congestion
on the first link (Illustration 91).
In the results of blocking back calculation, the local queue length of each link and corrected
volumes are listed.

Blocking back calculation for assignment procedures based on paths (parallelized)

The parallelized calculation uses a modified algorithm in which the limiting capacity is used evenly
over all routes, i.e. the origin zones are also taken into account in addition to the routes. In each
iteration, two steps are carried out:
1. In accordance with the routes determined in the assignment, traffic flows into the network in
accordance with the shares for the flow distribution. Congestion is determined at network
objects at which the limiting capacity is exceeded.
2. If the calculated congestion exceeds the stocking capacity on the link, congestion is propag-
ated upstream to the incoming links. This is proportional to the turn shares.
In the event of insufficient capacity this means that in the iteration in which the limiting capacity is
exceeded, the remaining capacity is used on a pro rata basis by all routes leading via the network
object. If a part of the traffic of one of these upstream routes already gets stuck in congestion and
does not reach the affected network object, the route share is applied to the arriving traffic, i.e. in
this calculation variant it is possible that queuing starts before the remaining capacity is fully util-
ized.

Determining the wait times

The queue length after blocking back calculation is used to form an integral of the wait time over
the queue length.
Illustration 92 shows an example of displaying the wait time as an integral over the queue length.

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 7.9 Convergence criteria of assignment quality

Illustration 92: Wait time as an integral over queue length

This is expressed by the following formula:

Where I is the assignment time in seconds. The wait time is determined based on the assignment
time and the queue length.
This results in a mean wait time per vehicle unit as follows:

On inks with traffic jams, the effective capacity results from the minimum of link capacity attribute
Cap and reduced volume Vol, created through spillback congestion.

7.9 Convergence criteria of assignment quality

To assess the convergence speed Visum traces the convergence criteria for each iteration, for all
static assignment procedures (apart from incremental assignment). Stochastic assignment only

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 7.9 Convergence criteria of assignment quality

logs the internal iterations within the last external iteration (see "Stochastic assignment" on
page 498).
These criteria are output in a list as indicators of the quality of a PrT assignment (see User
Manual: Chpt. 22.7.1, page 2165). They are initialized prior to each assignment and stored with
the version file.
Among others, the following criteria are calculated:
Hypothetic vehicle impedance
Minimum impedance value calculated hypothetically for the next iteration step on the assump-
tion that all vehicles – based on the current impedances in the network – use the best path.
Gap = (veh. imp. - hypothet. veh. imp.) / hypothet. veh. imp.
Degree of convergence for the network.
The value is the weighted volume difference between the vehicle impedance of the network of
the current iteration and the hypothetical vehicle impedance.
Total Excess Cost TEC (Total Excess Cost)

where
TEC Difference between total impedance in the charged network and the hypothetical imped-
ance resulting if all vehicles took the shortest path per OD pair.
Pij Number of routes from i to j
Rij min minimum impedance among all routes from i to j

Average Excess Cost AEC (Average Excess Cost)

AEC = Excess cost per vehicle

The following applies:

n = Number of trips: Total demand in the demand matrix minus the diagonal, thus the sum of
demand contributing to the assignment, no internal traffic.
For the analysis of the convergence behavior there are extended stability criteria for the static
assignment procedures Equilibrium, Equilibrium_Lohse, LUCE, and Bi-conjugate Frank Wolfe
(BFW). These criteria were defined on the basis of existing guidelines, such as the criteria of the
"TAG unit M3-1 Highway Assignment Modelling" (DfT 2014) guideline, and can optionally serve
as termination conditions for assignment. The shares for each network object type are displayed
in the assignment quality list regardless of whether the criteria are valid as termination conditions.
More specifically, this means that thresholds for the relative deviations between volumes and
impedances are defined in successive iterations and the shares of network objects that must
meet these thresholds is determined. Alternatively, the relative deviations for individual network
objects can be output in user-defined attributes so that changes in volumes or impedances can be

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 7.10 Proportionality in route distribution

analyzed via the iterations and displayed graphically in the network. In addition, the number of suc-
cessive iterations in which a network object has fulfilled the thresholds is stored.
A restriction to active network objects is optionally possible, so that the evaluation of the extended
stability criteria for parts of the network of low interest can be excluded from the outset.

7.10 Proportionality in route distribution

According to Wardrop's equilibrium condition, the link volumes are determined explicitly.
Specifically, in equilibrium, the following conditions apply to each OD pair:
All routes used have the same travel time.
Travel time on unused routes is equal to or greater than travel time on used routes.
On the other hand, the path volumes are not necessarily unique.

Illustration 93: Example for the proportionality with balanced link volumes
Zones 1 and 2 are connected to node A, the zones 3 and 4 are connected to node B. A and B are
connected by the two links x and y, which have the same VDF. Demand is 500 trips each from 1 to
3 and from 1 to 4. The image shows the resulting link volumes in the balanced state. But the link
volumes can result from the various route volumes overlaying on the links. Three of them are lis-
ted in the table:

Volume Variant 1 Variant 2 Variant 3

1-x-3 200 500 250
1-y-3 300 0 250
1-x-4 300 0 250
1-y-4 200 500 250
Table 125: Variants of route volumes for the link volumes in Illustration 93

Concerning the impedance balance, all variants are equivalent, though variant 3 has the advant-
age that the route distribution at node A is proportional for the relations to zones 3 and 4. Since
the links x and y have the same impedance, there is no reason to believe that road users with des-
tination zone 3 at node A should split between the two links in a different proportion than those
with destination zone 4.

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 7.10 Proportionality in route distribution

While equilibrium procedures can typically arbitrarily generate any of the infinite numbers of path
volume variants, assignment procedures that satisfy the requirements of proportionality always
load the paths as in variant 3, i.e., with the same proportions.
In general, the conditions for proportionality are met when demand is equally shared across altern-
ative segments of equal impedance, independently of the origin or destination zone as well as
their transportation system.
This is illustrated by the extended example in Illustration 94, now with 500 trips each between
zones 2 and 3, and 2 and 4. Again, the image shows balanced link volumes.

Illustration 94: Extended example for the proportionality with balanced link volumes
Even though the route distributions to the paths within an origin zone show consistent shares, this
does not apply to the paths of different origin zones. Again various volume variants can be gen-
erated:

Volume Variant 1 Variant 2 Variant 3

1-x-3 200 500 250
1-y-3 300 0 250
1-x-4 200 500 250
1-y-4 300 0 250
2-x-3 300 0 250
2-y-3 200 500 250
2-x-4 300 0 250
2-y-4 200 500 250
Table 126: Variants of route volumes for the link volumes in Illustration 94

For the same reason as above, variant 3 is the preferable variant, since there is no need for
unequal loading of the routes.
Proportionality is supported in Visum in the following assignment procedures:
Bi-conjugate Frank-Wolfe (BFW) by default
LUCE optional
The option for LUCE can be selected in the procedure parameters since with this method the
determination of alternative segments and the optimization of the route distribution requires

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 7.11 Distribution models in the assignment

additional computing time to a significant extent. For reliable detection of whether a pair of altern-
ative segments is in equilibrium, the assignment itself should have been completed with a gap of
10-6 or better. In this case, the optimization of the route distribution will additionally take another
20% - 50% of the run time of LUCE.
The optimization of the route distribution is highly recommended if route volumes shall be ana-
lyzed or used in further computations. This applies to the following operations:
Matrix estimation though TFlowFuzzy
Flow bundles (especially flow matrix analyses)
Blocking back model
But if primarily link-related assignment results are required (volumes, travel times), then optim-
ization is not required, since this would not improve the given results.

7.11 Distribution models in the assignment

In Visum, several assignment procedures are structured as follows: First, a number of alternatives
(routes or connections) is determined. Then the total demand per OD pair is distributed across
these alternatives. These are the (static) stochastic PrT assignment, the dynamic-stochastic PrT
assignment and the timetable-based PuT assignment. PrT assignment procedures use altern-
ative routes from origin zone to destination zone, whereas the PuT assignment procedure
provides alternative connections (routes with detailed departure times). For simplification, we will
only mention routes below in this section.
A distribution model determines the share of demand which is assigned to a certain route. This
portion depends on the impedance of a route. In all cases, percentage P i a , of route i, is determ-
ined based on the demand of an OD pair within time interval a, so that impedance Ria is applied in
a distribution function, allowing the program to calculate utility Uia of the route. For this distribution
function the Kirchhoff, Logit, Box-Cox, Lohse models and Lohse with variable Beta are available.
The following approach applies to all models:
1. Impedance Ria is converted to the utility Uia of route i in the time interval a:

Uia = f(Ria)
2. From this utility Uia the percentage of demand Pia is calculated (where n is the total number of
routes).

The models reveal differences in the functional relation f of impedance and utility.

7.11.1 The Kirchhoff model in the assignment

The utility is as follows:

The percentage of demand is calculated as follows:

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 7.11.2 The Logit model in the assignment

The sum of all routes j is taken and β is used as a parameter for modeling the impedance sens-
itivity. In this distribution method, the ratios of the various impedances are decisive. It does not
matter, therefore, whether two routes have impedances of 5 and 10 minutes, for example, or 50
and 100 minutes – the distribution is the same. Illustration 95 shows the parameterization of the
Kirchhoff distribution model on the interface.

Illustration 95: Parameterization of the Kirchhoff distribution model

7.11.2 The Logit model in the assignment

In this model, instead of the ratio between the impedances, their difference is used for the dis-
tribution rule. The impedance is additionally divided by a scaling divisor.
The utility is as follows:

The percentage of demand is as follows:

Parameter β describes the sensitivity of passengers towards increased impedances. As in this

case the differences rather than the ratios of the impedances are considered, it does not matter
whether two routes have impedances of 5 and 10 minutes, for example, or 95 and 100 minutes.
Illustration 96 shows the parameterization of the Logit distribution model on the interface.

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 7.11.3 The Box-Cox model in the assignment

Illustration 96: Parameterization of the Logit distribution model

7.11.3 The Box-Cox model in the assignment

This distribution model is based on the Box-Cox transformation. For the given τ ≥ 0, the Box-Cox
transformation is explained as follows:

When calculating the utility, b(t)(Ria) is now included in the Logit model instead of Ria, thus the res-

ult is .
The percentage Pia of the route i in terms of the demand for time interval a is then calculated as fol-
lows:

The importance of the Box-Cox model is illustrated by the two special cases below.
τ = 0 (leads to the Kirchhoff distribution)
With these parameter settings, b(0)(Ria) = log(Ria) applies, thus the following applies to the
choice:

This is precisely the Kirchhoff model.

τ = 1 (leads to the Logit distribution)
With these parameter settings, b(1)(Ria) = (Ria-1) applies, thus the following applies to the
choice:

This is identical to the Logit distribution.

Illustration 97 shows the parameterization of the Box-Cox distribution model on the interface.

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 7.11.4 The Lohse model in the assignment

Illustration 97: Parameterization of the Box-Cox distribution model

7.11.4 The Lohse model in the assignment

In this model, the impedances are put in relation to each other in an even more differentiated way.

applies.
a a
Here, Rmin := minjRj is the smallest occurring impedance, and β is again a parameter to control
the impedance sensitivity. When calibrating, do not forget that β is squared.
In this case, the impedance of a route is related to the minimum impedance, which therefore
measures the relative difference from the optimum. Due to this different approach, the Lohse
model can be used as an alternative to Kirchhoff and Logit. It should be noted, that the Lohse dis-
tribution formula cannot be regarded as a special form of Box-Cox transformation. Illustration 98
shows the parameterization of the Lohse distribution model on the interface.

Illustration 98: Parameterization of the Lohse distribution model

7.11.5 Lohse model with variable beta in the assignment

The model is described in Schnabel and Lohse (1997) and differs from the Lohse model in that
the distribution parameter β is determined depending on the value of the minimum impedance
Rmina. The calculation can be calibrated in more detail when using three additional parameters τ, λ
and κ.
The following approach applies:

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7.11.5 Lohse model with variable beta in the assignment

The following therefore applies:

β is calculated according to the following formula:

The impedance is additionally divided by a scaling divisor.

The variable distribution parameter β improves the modeling of the impedance sensitivity.
Identical ratios of impedances are considered differently for short routes compared to long routes.
In the case of two routes with impedances of 5 and 10 minutes or 50 and 100 minutes, the dis-
tribution is not the same.
The following example illustrates the effect of the distribution model Lohse with variable beta. In
Illustration 99, different best paths (10 min, 50 min, 150 min, 300 min) are compared with "detour"
alternatives. The distribution to the routes is done on the basis of the sumptuary ratio and the
absolute value of the best path.
For shorter best paths and their alternatives lower detour sensitivity is assumed than for longer
best paths.

Illustration 99: Distribution with variable beta according to the modified Kirchhoff rule (see Sch-
nabel / Lohse)

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 7.11.6 Comparison of the distribution models for the assignment

The parameters in Illustration 99 are described in Table 127.

τ λ κ Rmina β

10 0.800 0.010 10 min 3.32

10 0.800 0.010 50 min 4.26
10 0.800 0.010 150 min 6.68
10 0.800 0.010 300 min 9.00
Table 127: Parameters for distribution with variable beta in Illustration 99

Illustration 100 shows the parameterization of the Lohse distribution model with variable beta on
the interface.

Illustration 100: Parameterization of the Lohse distribution model with variable Beta

7.11.6 Comparison of the distribution models for the assignment

The effects of the four distribution models (Kirchhoff, Logit, Box-Cox and Lohse) are illustrated in
a simple example. Table 128 to Table 130 show three simple cases of a choice between two
alternatives which represent either routes or connections. The model parameters used can be
found in Table 131.
Example 1
Alternative 1 has an impedance of 5, alternative 2 an impedance of 10. Thus alternative 2 has
a 5-unit higher impedance or a double impedance compared to alternative 1.
Example 2
The impedance of example 1 is increased by 100 units, so that alternative 1 now has an imped-
ance of 105 and alternative 2 an impedance of 110. This means that alternative 2 thus has a 5-
unit higher impedance, as in example 1; however, the impedance ratio is now 0.95 rather than
0.5.
Example 3
The impedance of example 1 is doubled, so that alternative 1 now has an impedance of 50 and
alternative 2 an impedance of 100. This now means that alternative 2 has a 50-unit higher
impedance; the impedance ratio is 0.5 as in example 1.
The distribution results demonstrate that in the Logit model the difference of impedances is decis-
ive, so that examples 1 and 2 result in the same distribution values. The Kirchhoff model, on the
other hand, evaluates the ratio of the impedances and thus generates the same distribution val-

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 7.12 Incremental assignment

ues for examples 1 and 3. The Box-Cox model allows a combination of Logit and Kirchhoff,
which is also illustrated by the distribution values.
It would seem that the Logit model cannot be recommended for practical use, because the basis
for a passenger’s choice is different for short and long connections. In practice, it will certainly
make a difference whether a passenger has to travel 5 or 10 minutes (Table 128), or 105 or 110
minutes (Table 129). In the case of long journeys, the additional 5 minutes are not as important as
in case of short trips. The weaknesses of the Kirchhoff model in the example in Table 130, where
one can expect all passengers to choose alternative 1, are not relevant for the assignment,
because connections that differ to such an extent would not be found in the search at all and
would therefore not be real alternatives for the road-user.

No. R Kirchhoff Logit Box-Cox Lohse

1 5 94 % 78 % 86 % 100 %
2 10 6% 22 % 14 % 0%
Table 128: Distribution for two alternatives with impedance 5 and 10

No. R Kirchhoff Logit Box-Cox Lohse

1 105 55 % 78 % 62 % 51 %
2 110 45 % 22 % 38 % 49 %
Table 129: Distribution for two alternatives with impedance 105 and 110

No. R Kirchhoff Logit Box-Cox Lohse

1 50 94 % 100 % 100 % 100 %
2 100 6% 0% 0% 0%
Table 130: Distribution for two alternatives with impedance 50 and 100

Kirchhoff β=4

Logit β = 0.25

Box-Cox β = 1, τ= 0.5

Lohse β=4
Table 131: Model parameters

7.12 Incremental assignment

The incremental assignment procedure models how a network continuously fills up. At the begin-
ning, road users can use a free network for which exactly one shortest route exists for every ori-
gin/destination relation. The traffic network is then successively loaded. Every step congests the
road network with additional vehicles and, in this way, increases impedance on the congested
links, turns and connectors. Because of the changed impedance, alternative shortest routes may
be found in every step.

458 © PTV Planung Transport Verkehr GmbH

 7.12.1 Example of incremental assignment

The matrix is incrementally assigned to the network in the form of several parts. In this process,
the entire demand is proportionally distributed over the number of iteration steps defined by the
user (maximum 12). The default is an incremental assignment with three iteration steps (33 %,
33 % and 34 %).
The first step determines lowest impedance routes for all required OD-relations of the current
network for either a free network or based on a base volume.
The defined percentage of the first incremental step of the matrix is then assigned to these
routes.
Subsequently, the new network impedances resulting from these volumes are calculated via
the VD functions.
On this basis, the next iteration step again calculates lowest impedance routes.
This procedure is continued until the entire matrix has been assigned to the network.
If 100% is entered for the first iteration step, Visum calculates the impedances of the current net-
work and carries out a so-called best-route assignment.

7.12.1 Example of incremental assignment

Table 132 shows the procedure of incremental assignment for the example network (see
"Example network for PrT assignment procedures" on page 353) . The 2,000 car trips are
assigned in three iteration steps (50 %, 25 %, 25 %).
Iteration step 1
The shortest route, in the unloaded network, is route 2 with an impedance of 18:00 min. It is
loaded with 50 % of the car trips, i.e. 1,000 car trips.
Iteration step 2
The shortest route in the unloaded network is route 1 with an impedance of 20:50 min. It is
loaded with 25 % of car trips, that is, with 500 car trips.
Iteration step 3
After the second iteration step, route 1 remains the shortest route with an impedance of
29:50 min. It is again loaded with 25 % of the car trips, i.e. with another 500 car trips. It now
has a total of 1,000 car trips.
After the third iteration step, route 3 turns out to have the lowest impedance. This route, how-
ever, is no longer found because all trips have been assigned.
In the example above, the impedance of a route results from the sum of the link impedances of the
route. Additional impedances for connectors and turns are not considered. In addition to this, it is
assumed that impedance results from current travel time t Cur , and that current travel time in turn
results from the BPR function with a=1, b=2 and c=1.

LinkNo Type Length [m] v0 [km/h] Capacity t0 [min]

1 20 5000 100 1200 03:00
2 20 5000 100 1200 03:00
3 20 5000 100 1200 03:00
5 20 5000 100 1200 03:00

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 7.12.2 The procedure of incremental assignment

LinkNo Type Length [m] v0 [km/h] Capacity t0 [min]

6 20 5000 100 1200 03:00
7 20 5000 100 1200 03:00
8 30 16000 80 800 12:00
9 30 5000 80 800 03:45
10 40 10000 60 500 10:00
11 40 5000 60 500 05:00

Route Links of the route Length [m] t0 [min]

1 1+8+9 26000 18:45
2 1+2+3+5+6+7 30000 18:00
3 10+11+5+6+7 30000 24:00

LinkNo Volume tCur Volume tCur Volume tCur

Step 1 (50%) Step 2 (25%) Step 3 (25%)
1 1000 05:05 1500 07:41 2000 11:20
2 1000 05:05 1000 05:05 1000 05:05
3 1000 05:05 1000 05:05 1000 05:05
5 1000 05:05 1000 05:05 1000 05:05
6 1000 05:05 1000 05:05 1000 05:05
7 1000 05:05 1000 05:05 1000 05:05
8 0 12:00 500 4:41 PM 1000 30:45
9 0 03:45 500 05:13 1000 9:37 AM
10 0 10:00 AM 0 10:00 AM 0 10:00 AM
11 0 05:00 0 05:00 0 05:00

Route Volume tCur Volume tCur Volume tCur

Step 1 (50%) Step 2 (25%) Step 3 (25%)
1 0 20:50 500 29:35 1000 51:42
2 1000 30:30 1000 33:06 1000 36:45
3 0 30:15 0 30:15 0 30:15
Table 132: Example of incremental assignment (BPR function a=1, b=2, R=tCur)

7.12.2 The procedure of incremental assignment

Illustration 101 depicts the procedure of incremental assignment.

460 © PTV Planung Transport Verkehr GmbH

 7.12.3 Input and output attributes of incremental assignment

Illustration 101: The procedure of incremental assignment

7.12.3 Input and output attributes of incremental assignment

To execute the incremental assignment, certain entries have to be made. After calculation, the
results are available in the output attributes and can be displayed in the list view (see User
Manual: Chpt. 29.1, page 2507) or in the network editor (see User Manual: Chpt. 29.2,
page 2551).
An overview of all relevant input and output attributes for this procedure can be found under:
...\Program files\PTV Vision\PTV Visum 2022\Doc\Eng\AssignmentMethods.xls.

7.12.4 Evaluation of incremental assignment

Lohse (1997) lists the following decisive disadvantages of the incremental assignment procedure.
The number and size of layers (partial matrices) largely determine the quality of the results.
However, there is no procedure to specify optimal layers.
The calculation ends after the specified number of steps has been executed without checking
correspondence between the resulting traffic volume and link impedances.

7.13 Equilibrium assignment

The Equilibrium assignment distributes the demand according to Wardrop's first principle.
"Every road user selects his route in such a way, that the impedance on all alternative routes is
the same, and that switching to a different route would increase personal travel time (user
optimum)."

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 7.13.1 Evaluation of the equilibrium assignment

This behavioral hypothesis underlies the unrealistic assumption that every road user is fully
informed about the network state. In transport planning this hypothesis is approved of given a fun-
damental methodical advantage of the equilibrium assignment - with quite general requirements,
the existence and uniqueness of the assignment result (expressed in volumes of the network
object) is guaranteed. Moreover, measures for the distance of an approximation solution from the
equilibrium exist, from which an objective termination criterion can be derived for the procedure,
which generally is an iterative problem solution.
The equilibrium assignment determines a user optimum which differs from a system optimum, as
shown in Table 133 and Table 134.
A user optimum means that the same impedance results for all routes of a traffic relation
between zones i and j (within the scope of calculation accuracy). This results directly from the
condition, that changing to another route is not profitable for any road user (Table 133).
A system optimum, however, means that the total impedance in the network, which is the
product of route impedance and route volume, is minimized for all OD pairs. On average, this
procedure leads to shorter journey times per road user, but there are (few) road users which
use routes to serve the general public, with an impedance above average (Table 134).

Route Links Volume tCur [min] Volume • tCur

1 1+8+9 736 38:19 470:05:53
2 1+2+3+5+6+7 995 38:21 636:01:21
3 10+11+5+6+7 269 38:20 171:50:02
Total 2,000 1,277:57:17
Table 133: Calculation of the user optimum for the example network

Route Links Volume tCur [min] Volume • tCur

1 1+8+9 734 37:43 461:46:27
2 1+2+3+5+6+7 919 37:13 569:58:45
3 10+11+5+6+7 347 41:13 238:11:24
Total 2,000 1,269:56:36
Table 134: Calculation of the system optimum for the example network

7.13.1 Evaluation of the equilibrium assignment

Because the procedure only terminates when all routes of any OD pair are in the balanced
state, the procedure provides more realistic results than the incremental procedure.
In the vast majority of networks, equilibrium assignment achieves the best computation
times. The computation time of the equilibrium assignment depends largely on the volume/-
capacity ratio in the network. Because new routes can be found in every iteration step for a
strongly saturated network, more computation time is required in this case.
Compared to stochastic assignment procedures (see "Stochastic assignment" on page 498
and "Dynamic stochastic assignment" on page 545), equilibrium assignment provides distinct
network volumes. Compared to the number of calculated iterations, the gap is a more object-
ive termination criterion.

462 © PTV Planung Transport Verkehr GmbH

 7.13.2 Introductory example of equilibrium assignment

Compared to other equilibrium methods (e.g., Bi-conjugate Frank-Wolfe or LUCE), more

accurate solutions, i.e. small gaps, are possible with equilibrium assignment in many net-
works.

7.13.2 Introductory example of equilibrium assignment

The effectiveness of the equilibrium assignment is described in the example in Table 135 and Illus-
tration 102. The example analyzes the relation between traffic zone "village A" and traffic zone
"city X".
The total impedance of a route, for the sake of simplicity, results from the sum of link impedances
of the route (see "Impact models" on page 343). Impedances for connectors and turns are not con-
sidered in the route search in this example. In detail, the following assumptions apply:
The impedance of the links is determined from the current travel time tCur. The current travel
time tCur is in turn calculated using the capacity restraint function BPR with a=1, b=2 and c=1.
The access and egress times for the connectors are not considered, that is, they are set to 0
minutes.
Turn penalties are not considered.
With regard to the traffic demand the following applies.
The traffic demand between A-Village and X-City is 2,000 car trips during peak hour.
Capacity and demand refer to one hour.
The example network contains three routes which connect village A and city X.
Route 1 via nodes 10 – 11 – 41 – 40
Route 2 via nodes 10 – 11 – 20 – 21 – 30 – 31 – 40
Route 3 via nodes 10 – 12 – 21 – 30 – 31 – 40
Route 1 mainly uses country roads and is 26 km long. It is the shortest route. Route 2 is 30 km
long. It is the fastest route because the federal road can be traversed at a speed of 100 km/h if
there is free traffic flow.
Route 3 which is also 30 km long is an alternative route which only makes sense if the federal
road is congested.

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7.13.2 Introductory example of equilibrium assignment

Illustration 102: Example network for equilibrium assignment

LinkNo From To Type Length Capacity [car unit- v0-PrT

Node Node [m] s/h] [km/h]
1 10 11 20 Federal 5000 1200 100
road
2 11 20 20 Federal 5000 1200 100
road
3 20 21 20 Federal 5000 1200 100
road
4 20 40 90 Rail track 10000 0 0
5 21 30 20 Federal 5000 1200 100
road
6 30 31 20 Federal 5000 1200 100
road
7 31 40 20 Federal 5000 1200 100
road
8 11 41 30 Country 16000 800 80
road
9 40 41 30 Country 5000 800 80
road
10 10 12 40 Other 10000 500 60
roads
11 12 21 40 Other 5000 500 60
roads
Table 135: Example network for equilibrium assignment

As a result, the assignment provides values of Table 136 for the three routes (PrT paths).

464 © PTV Planung Transport Verkehr GmbH

 7.13.3 Input and output attributes of equilibrium assignment

Route tCur t0 Impedance Volume (AP)

1 18min 45s 38min 20s 2300 736.431
2 18 min 38min 20s 2302 994.102
3 24 min 38min 20s 2301 269.466
Table 136: Assignment results for the three PrT paths

The most important assignment results for links are displayed in Table 137.

Link tCur Impedance Volume Saturation VehicleHr(tCur) VehKmTravelled

(AP) PrT (AP) PrT
1 9min 554 1730.533 144.2 % 266h 28min 30s 8652.669
14s
2 5min 304 994,102 82.8 % 83h 49min 4970.510
4s
3 5min 304 994.1024 82.8 % 83h 49min 6317.841
4s
5 6min 380 1263.568 105.3 % 133h 13min 40s 6317.841
20s
6 6min 380 1263.568 105.3 % 133h 13min 40s 6317.841
20s
7 6min 380 1263.568 105.3 % 133h 13min 40s 6317.841
20s
8 22min 1330 736.431 92.1 % 272h 5min 45s 11782.907
10s
9 6min 416 736.431 92.1 % 85h 1min 48s 3682.158
56s
10 12min 774 269.466 53.9 % 57h 57min 19s 2694.661
54s
11 6min 387 269.466 53.9 % 28h 58min 40s 1347.331
27s
Table 137: Assignment result at the links

7.13.3 Input and output attributes of equilibrium assignment

To execute the equilibrium assignment, certain entries have to be made. After calculation, the res-
ults are available in the output attributes and can be displayed in the list view (see User Manual:
Chpt. 29.1, page 2507) or in the network editor (see User Manual: Chpt. 29.2, page 2551).
An overview of all relevant input and output attributes for this procedure can be found under:
...\Program files\PTV Vision\PTV Visum 2022\Doc\Eng\AssignmentMethods.xls.

7.13.4 The procedure of equilibrium assignment

The equilibrium state calculation can be formulated as an optimization problem with a convex
objective function and linear secondary conditions.

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7.13.4 The procedure of equilibrium assignment

The following applies:

E the set of all edges in a network and a one of these edges

qa volume of object a
Ra(x) the impedance of object a with volume x (monotonically increasing in x)
qij the total demand (number of trips) from zone i to zone j
qijr volume of route r from zone i to zone j
Pijr route r from zone i to zone j
E+ u the set of the incoming edges at node u

E -u the set of the outgoing edges at node u

Du destination traffic at node u

Ou origin traffic at node u

In Visum, edges are all links, turns and connectors, whereas nodes are zones and network nodes.
The objective function minimizes the integral of the impedances of all network objects. The sec-
ondary conditions indicate the following (from top to bottom).
All path volumes have to be positive.
The volumes of all paths from zone i to j have to add up from the total demand from i to j.
The volume of an edge results from the sum of volumes of all paths, which contain this edge.
Flow conservation applies at each node. When a node corresponds with a zone, the dif-
ference between the volumes of all incoming edges and the volumes of all outgoing edges
have to correspond exactly with the difference between the destination and origin traffic.
There is no origin and destination traffic at network nodes, thus the difference must be zero.
Due to the non-linear objective function, the optimization problem is not solved directly but iter-
atively. Because of the monotonicity of the impedance function, the minimum is reached, so that
starting with a starting solution between the alternative paths, a movement i-j is shifted, so that
the paths all have the same impedance.
During equilibrium assignment, the steps shown in Illustration 103 are made.

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 7.14 Linear User Cost Equilibrium (LUCE)

Illustration 103: The procedure of equilibrium assignment

Based on an all-or-nothing assignment as the initial solution, equilibrium is reached through a
multi-step iteration. In the inner iteration substep, balancing, volumes of a relation are shifted from
routes with high impedances to routes with low impedances. Every shift of vehicles from one route
to another has an effect on the impedances of the traversed network objects.
The outer iteration step checks if new routes with lower impedance can be found as a result of the
current network state. If this is the case for at least one relation, another state of balance must be
calculated.
The procedure is terminated when the convergence condition, by default the gap, is met or the
maximum number of iterations is reached.
As an alternative to the best-route assignment at the beginning, the result of an existing static
assignment can also be used.

7.14 Linear User Cost Equilibrium (LUCE)

Similarly to origin-based methods, the problem is partitioned by destinations in the LUCE pro-
cedure. The main idea is to seek at each node a user equilibrium for the local route choice of
drivers directed toward the destination among the arcs of its forward star.. The travel alternatives
that make up the local choice sets are the arcs that belong to the current bush. A bush is an acyc-
lic sub-graph that connects each origin to the destination at hand. The cost functions associated

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 7.14.1 Mathematical formulation and theoretical framework

to these alternatives express the average impendence to reach the destination linearized at the
current flow pattern.
The unique solutions to such local linear equilibria in terms of destination flows, recursively
applied for each node of the bush in topological order, provide a descent direction with respect to
the classical sum-integral objective function. The network loading is then performed through such
splitting rates, thus avoiding explicit path enumeration. In this assignment procedure, pro-
portionality is considered by default (see "Proportionality in route distribution" on page 450).

7.14.1 Mathematical formulation and theoretical framework

The transport network is represented through a directed graph G = (N, A), where N is the set of
the nodes and A ⊆ NxN is the set of the edges. In the graph, the nodes represent the zone
centroids and the road intersections (Visum network nodes), while the arcs represent the links
and the connectors. When turns with impendence or restrictions are introduced in the network
model, then the node is properly exploded, so that such turns are associated to specific or no arcs
of the graph.
We adopt the following notation:

fij Total flow on edge ij∈ A, generic element of the (|A|x1) vector f
cij Cost of edge ij∈ A, generic element of the (|A|x1) vectorc
cij Cost function of arc ij∈ A
(fij)
Z Set of the zone centroids
⊆
N
Dod Demand flow between origin o∈ Z and destination d∈ Z, generic element of the (|Z|2x1)
vector D, that is the demand matrix in row major order
Kid Set of the acyclic paths between node  i∈ N and destination d∈ Z
K K = ∪ o∈ Z∪ d∈ ZKod is the set of paths available to road users
δij k δijk = 1 if edge ij∈ A belongs to path k, and 0, otherwise – for k∈ K, this is the generic ele-
ment of the(|A|x|K|) matrix ∆
λodk λodk is 1 if path k∈ K connects origin o∈ Z to destination d∈ Z (i.e. k∈ Kod) , and otherwise
0 element of (|Z|2x|K|) matrix Λ
Fk Flow on path k∈ K, generic element of the (|K|x1) vector F
Ck The cost of path k – for k∈ K is the generic element of the (|K|x1) vector C
W id Minimum cost to reach destination d∈ Z from node i∈ N

ℜ Set of real numbers

|S| Cardinality of the generic set S

There are two fundamental relations between flow variables. The flow on arc ij ∈ A is the sum of
the flows on the paths that include it:
fij = ∑k∈ Kδijk • Fk

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 7.14.1 Mathematical formulation and theoretical framework

The travel demand between origin o ∈ Z and destination d ∈ Z must be equal to the sum of the
flows on the paths that connect them:
∑k ∈ KodFk = Dod
Moreover, all path flows must satisfy non-negativity constraints.
As usual, we assume additive path costs, i.e. the impendence C k associated by users to a given
path k is the sum of the costs on the arcs that belong to it:
Ck = ∑ij∈ Aδijk • cij [6]

By definition, the minimum cost to reach destination d ∈ Z from node i ∈ N is the cost of any
shortest path that connects them:
Wid = min{Ck : k∈ Kid} [7]

In this case, the traffic assignment problem can be formalized through the following program:
[8]

where

Θ {f∈ ℜ|A|: f = ∆•F, F∈ Ω} is the set of feasible arc flows

Ω {F∈ ℜ|K|: F≥ 0, Λ • F = D} is the set of feasible path flows

ΘTo ensure the existence and uniqueness of the solution to problem [8] we assume that:
cij(fij) is non-negative, continuous, strictly monotone increasing;
Kod is non-empty;
Dod is non-negative.
Problem [8], which is convex, can also be expressed in terms of path flows as follows:
[9]

where, although the solution uniqueness does not hold anymore, the convexity of the math-
ematical program is preserved, implying that any descent algorithm in the space of path flows will
provide one of the global solutions, which then make up a convex set.
The relevance of equation [9] for traffic assignment is due to the fact that in the case of additive
path costs, its first order (necessary) conditions coincide with the following formulation of the
deterministic user equilibrium based on Wardrop's Principles, for each o∈ Z and d∈ Z:
Fk • (Ck - Wod) = 0, ∀ k∈ Kod [10.1]

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7.14.1 Mathematical formulation and theoretical framework

Ck ≥ Wod, ∀ k∈ Kod [10.2]

Fk ≥ 0, ∀ k∈ Kod [10.3]
∑k ∈ KodFk = Dod [10.4]
Based on [10.1] to [10.4]
all used paths (Fk > 0) incur the minimum costs (Ck = Wod);
any unused path (Fk = 0) has not a lower cost (Ck≥Wod).
A user equilibrium is obtained if conditions [10.1] to [10.4] hold jointly for each OD couple, while
considering that each path cost Ck is a function (potentially) of all the path flows F through the arc
cost function:
Ck = ∑ij∈ Aδijk • cij(∑k∈ Kδijk • Fk), in short C = ΔT • c(Δ•F) [11]

Since the gradient of Φ (F)C = ΔT • c(Δ•F) , for X→F, by linearizing the objective function of prob-
lem [9] at a given point F∈ Ω, we obtain:
Φ(X) = Φ(F) + CT•(X-F) + o(||X-F||). [12]

From equation [12] we can see that a direction E-F is descent if:
CT•(E-F) < 0. [13]

In other words, to decrease the objective function and maintain feasibility we necessarily have to
shift path flows getting a lower total cost with respect to the current cost pattern, i. e. move the cur-
rent solution from F towards an E∈ Ω, so that CT•E < CT•F, where C = ΔT•c(Δ•F). The necessity
derives from the convexity of the problem, since in this case at any pointX withC T • (X-F) > 0 we
have: Φ(X) > Φ(F).
This approach to determine a descent direction can be applied to each OD pair separately, to
each destination, or to the whole network jointly. Based on the above general rule, setting the flow
pattern E by means of an all-or-nothing assignment to shortest paths clearly provides a descent
direction. If we adopt such a direction for all OD pairs of the network jointly, and apply along it a
line search, we obtain the well known Frank-Wolfe algorithm. However, at equilibrium each OD
pair typically uses several paths, implying that any descent direction that loads a single path is
intrinsically myopic; in fact such algorithms tail badly.
Once we obtain an admissible descent direction E-F, as Ω is convex, we can move the current
solution along segment F+α•(E-F) and take a step α∈ (0,1], so that the objective function of prob-
lem [9], defined as Φ(α) = Φ(F+α•(E-F)) is sufficiently lower. Since Φ is C1 and convex, and thus
also Φ, several methods are available to determine a α that minimizes Φ(α). Visum uses an
Armijo-like search and determines the largest step α = 0.5k, for any non-negative integer k, such
that
∂ Φ(0.5k)/∂α < 0. [14]

This method requires to compute the directional derivative of the objective function:
∂Φ(α)/∂α = [c(Δ•(F+α•(E-F)))]T•[Δ•(E-F)], [15]

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 7.14.2 Local user equilibrium

which implies to evaluate the arc costs at the candidate flows F+ α •(E-F) and then the difference
between the corresponding total costs obtained with the flows E and F. If such total costs with E
are smaller than those with F, then ∂Φ(α)/α is negative so that the optimal solution is more toward
E, and vice versa.

7.14.2 Local user equilibrium

In this section we present a new method to determine a descent direction, which is based on local
shifts of flows that satisfy the total cost lowering rule and exploits the inexpensive information
provided by the derivatives of the arc costs with respect to arc flows.
To grasp the underlying idea, we can refer to the simplest network where one OD pair with
demandD is connected by two arcs with cost function c1(f1) and c2(f2), respectively. At the current
flow pattern f′ = (D/2, D/2) it is c 1 ′ < c 2 (see Illustration 104), so that an all or nothing approach
would lead to a descent direction (D, 0), which is far away from equilibrium f* (gray circle in the fig-
ure). The LUCE approach instead accounts for the first order approximations of the cost functions
at the current flow pattern, i.e. ca′ + ∂ ca(fa)/∂ fa• (fa - fa′) and determine a user equilibrium e among
these lines (white circle in the figure): This descent direction efficiently approaches equilibrium f*.
In most cases, you can even use the maximum step size a=1.

Illustration 104: Linear User Cost Equilibrium between two paths

To reach any destination d∈ Z, at the equilibrium only shortest paths are utilized. Given that the
arc cost functions are strictly monotone increasing, they make up an acyclic [*1] sub-graph of G,
i.e. a (reverse) bush rooted at d. At strict monotonicity, any arc cost can be null only if its flow is
such. However, in Visum links and connectors may have null impedance, producing twofold con-
sequences: a) the corresponding arc cost functions loose strict monotonicity, so that uniqueness
is not guaranteed anymore. b) The sub-graph made-up by arcs with positive destination flows at
some of the possible equilibria may be cyclic. The implementation of LUCE in Visum specifically
addresses this issue and converges to one among the possible equilibria by forcing an acyclic
solution and equally splitting the flow among all alternatives with minimum cost in presence of
uncongested sub-paths. This special case is not further dealt with below.
On this base, when seeking a descent direction, in the following we will limit our attention to the
current bush B ( d ) and introduce an updating mechanism to make sure that eventually any
shortest path will be included into it; equilibrium is actually only attained this way. Let us focus on
the local route choice at a generic node i∈ N for road users directed to destination d∈ Z.

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7.14.2 Local user equilibrium

For the topology of the bush we will use the following notation:

FSB(i, d) = the forward star of node i∈ N made-up by nodes that can be reached from it
{j∈ N: ij∈ B(d)} through arcs belonging to the current bush B(d) d∈ Z of destination
BSB(i, d) = the backward star of node i∈ N made-up by nodes that can reach it through
{j∈ N: ij∈ B(d)} arcs belonging to the current bush B(d) of destination d∈ Z

For the flow pattern we will use the following notation:

fijd current flow on arc ij∈ A directed to destination d∈ Z

By construction, the following applies: fijd = 0 for each j∉FSB(i, d);
In addition, the following clearly applies : fij=∑d∈ Zfijd

f i d = ∑ j∈ FSB(i, current flow leaving node i∈ N to destination d∈ Z

d
d)fij
yijd yijd = fijd / fid current share of volume on edge ijÎA towards destination dÎZ if
fid > 0, yijd = 0 else
eijd descent direction, in terms of flow on arc ij∈ A directed to destination d∈ Z

e id descent direction, in terms of flow leaving node i∈ N directed to destination

d∈ Z
eijd = eijd / eid descent direction, in terms of flow proportion on arcij∈ A directed to des-
tination d∈ Z

For the cost pattern we will use the following notation:

Ci d average cost to reach destination d∈ Z from node i∈ N

gij Cost derivative of arc ij∈ A

G id Derivative of the average cost to reach destination d∈ Z from node i∈ N

The average cost Cid is the expected impendence that a user encounters by travelling from node
i∈ N to destination d∈ N. Here it is defined recursively based on the current flow pattern:
if fid > 0, then Cid = ∑j∈ FSB(i, d)yij
d • (cij + Cjd), else [16.1]

Cid = min{cij + Cjd: j∈ FSB(i, d)}, [16.2]

as if drivers utilize paths accordingly with the current flow proportions. In the following we assume
that the cost functionc ij(fij) is continuously differentiable for each arc ij∈ A:
gij = ∂cij(fij) / ∂fij [17]
Under the assumption that an infinitesimal increment of flow leaving node i∈ N directed towards
destination d∈ Z would diverge accordingly with the current flow proportions, we have:
if fid > 0, then Gid = ∂Cid / ∂fid = ∑j∈ FSB(i, d)yij
d2• (gij + Gjd), else [18.1]

G id = ∑ j ∈ FSB(i, d) [Cid = cij + Cjd] • (gij + Gjd) / ∑j∈ FSB(i, d) [Cid = cij + Cjd], [18.2]

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 7.14.2 Local user equilibrium

Where the derivatives gij + Gjd are scaled by the share yijd of ∂fid, first traversing edge ij and then
nodes j that jointly with the share of volume, involved in the averaging, yields the square yijd2.
The average costs and their derivatives can be computed by processing the nodes of the bush in
reverse topological order according to d, starting fromCdd = Gdd = 0.
We now address the local user equilibrium for the eid drivers directed to destination d∈ Z, whose
available alternatives are the arcs of the bush exiting from node i∈ N. To each travel alternative
we associate the cost function:
vijd(eijd) = (cij + Cjd) + (gij + Gjd) • (eijd - yijd • eid), [19]

resulting from a linearization at the current flow pattern of the average cost encountered by a user
choosing the generic arc ij, with j∈ FSB(i, d).
Similar to [10.1] to [10.4], this problem can be expressed by the following system of inequalities:
eijd • [vijd(eijd) - Vid] = 0, ∀ j∈ FSB(i, d), [20.1]

vijd(eijd) ≥ Vid, ∀ j∈ FSB(i, d), [20.2]

eijd≥0, ∀ j∈ FSB(i, d), [20.3]

åjÎFSB(i, d)eijd = eid, [20.4]

where we denote:

Vid local equilibrium cost to reach destination d∈ Z from node i∈ N;

vijd Cost of the local alternative j∈ FSB(i, d), to reach destination d∈ Z from
nodei∈ N via j.

If eid = 0, the solution to the above problem is trivially: eijd = 0, for each j∈ FSB(i, d). Consider then
the case where eid > 0. To improve readability, we rename the following in [20.1] to [20.4]:
xj • (aj + bj • xj - v) = 0, ∀ j∈ J, [21.1]
aj + bj•xj≥v, ∀ j∈ J, [21.2]
xj≥ 0, ∀ j∈ J, [21.3]

åjxj = 1, [21.4]
where:

J {(i, j, d): jÎFSB(i, d)}

aj (cij + Cjd) - (gij + Gjd) • eid • yijd

bj (gij + Gjd) • eid

xj eijd / eid

v Vid

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 7.14.3 Descent direction

Applying the usual Beckmann approach, we can reformulate the equilibrium problem [21.1] to
[21.4] as the following quadratic program:
min{åjÎJ 0∫xj(aj + bj • x) • dx: xÎX} = min{åjÎJaj • xj + 0.5 • bj • xj2: xÎX}, [22]

where X is the convex set of all vectors satisfying the feasibility conditions [21.3] and [21.4]. The
gradient of the objective function is a vector with generic entry aj + bj•xj, and then the Hessian of
the objective function is a diagonal matrix with generic entry b j . Therefore, if all entries b j are
strictly positive, the Hessian is positive definite and problem [22] has a unique solution. In order to
ensure such a desirable property we assume without loss of generality that the derivatives gij are
strictly positive for all arcs ij∈ A. Since the arc cost functions are strictly monotone increasing, gij
can be zero only if also fijd is zero. Therefore, at the equilibrium bj = 0 implies xj = 0. In practice we
will substitute any gij = 0 with a small ε.
To solve problem [21.1] to [21.4], we suggest using the following simple method. In order to sat-
isfy condition [21.1], it is either xj = 0 (and in this case the condition requires [21.2]aj ≥ v) or it is aj +
b j • x j = v. Let J 0 ⊂ J be the set of alternatives with zero flow, that is J 0 = {j∈ J: x j = 0}. For any
given J0 the solution is immediate, since from [21.4]∑j∈ J (v - aj) / bj = 1; therefore we have:
v = (1 + ∑j∈ J\J0aj / bj) / (∑j∈ J\J0 1 / bj), [23.1]
xj = (v - aj) / bj, ∀ j∈ J\J0, [23.2]
xj = 0, ∀ j∈ J0. [23.3]
The flow proportions provided by [23.1] to [23.3] implicitly satisfy [21.4]. But to state that the
chosen J0 yields the solution of problem [21.1] to [21.4] we must still ensure that the following con-
ditions are met: aj < v, for each j∈ J\J0 (as required by [21.3], since xj = (v - aj) / bj > 0), and aj ≥ v,
for each j∈ J0 (as required by [21.2], since xj = 0). This implies that for the solution of value v, res-
ulting from [23.1], set J is divided into two sub-sets: the set J0, made up by alternatives j , so that aj
≥ v; and its complement J\J0, made up by the alternatives j, so that aj < v.
At a first glance the problem to determine the set J0 of alternatives with zero flow may seem to be
combinatorial. However, this is not the case. The equation [23.1] can be rewritten as a recursive
formula. It then shows the effect of removing an alternative k from the set J0:
v[J0\{k}] = (v[J0] • ∑j∈ J\J0 1 / bj + ak / bk) / (∑j∈ J\J0 1 / bj + 1 / bk) . [24]
The right-hand side of [24] can be interpreted as an average between v[J0] and ak, with the pos-
itive weights ∑j∈ J\J0 1 / bj and 1 / bk. Therefore, the local equilibrium cost increases by removing
from J 0 any alternative k∈ J\J 0 , for which a k is higher than the current value v[J 0 ]. Vice versa it
decreases by adding such alternatives to J 0 . Consequently, the correct partition set J 0 can be
simply obtained by adding iteratively to an initially empty set each alternative j∈ J\J0 so that aj > v,
i.e. each alternative for which [23.2] yields a negative flow proportion.

7.14.3 Descent direction

To obtain a complete pattern of arc flows e d for a destination d∈ Z consistent with the local user
equilibrium, we simply have to solve problem [20.1] to [20.4] at each node i∈ N\{d}, proceeding in
topological order, where the node flow is computed as follows:
e id = ∑ j ∈ BSB(i, d) eji
d + Did [25]

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 7.14.3 Descent direction

We have shown that a given direction is descent if [13] only applies (see "Mathematical for-
mulation and theoretical framework" on page 468). In terms of arc flows directed to destination
d∈ Z, the following applies:
∑ijA cij • (eijd - fijd) < 0, [26]

expressing that the shift of flow from fd to ed must entail a decrease of total cost with respect to the
current cost pattern. The proof that the proposed procedure provides a descent direction goes
beyond the scope of this description. For more detailed information, please refer to Gentile G.,
2009.
In the following we present an example showing the computation of the descent direction
provided by the LUCE algorithm. We consider the graph of the Braess paradox, with 4 nodes and
5 arcs.

Illustration 105: Numerical example of the procedure of how to obtain the descent direction
The arc cost function is cij = Tij + Qij • fij2, so that its derivative is gij = 2 • Qij • fij.

There is only one destination d = 4, and two origins with travel demand D 14 = 9 and D 24 = 2. We
consider an initial flow pattern where all available paths, the 3 routes from 1 to 4 and the two
routes from 2 to 4, are equally used by each OD pair. In this case it is fij = fijd and the bush is the
entire network.
After evaluating the current flow pattern, the arc costs, and their derivatives, we can compute for
each node i the average cost C i d and its derivative G i d , iteratively starting from the destination,
where C d d = G d d = 0, and proceeding in reverse topological order. To this aim we apply the for-
mulas:
C i d = ∑j ∈ FSB(i, d) yij
d • (cij + Cjd), Gid = ∑j∈ FSB(i, d) yij
d2 • (gij + Gjd).

While the computation for node 3 is trivial, since its forward star is a singleton, for node 2 we have:
C24 = y234 • (c23 + C34) + y244 • (c24 + C44) = 0.5 • (21 + 52) + 0.5 • (42 + 0) = 57.5,

G24 = y234 2 • (g23 + G34) + y244 2 • (g24 + G44) = 0.52 • (8 + 14) + 0.52 • (16 + 0) = 9.5,

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7.14.3 Descent direction

and for node 1 it is:

C34 = y134 • (c13 + C34) + y124 • (c12 + C24) = 0.33 • (29 + 52) + 0.66 • (41 + 57.5) = 92.7,

G34 = y134 2 • (g13 + G34) + y124 2 • (g12 + G24) = 0.332 • (12 + 14) + 0.662 • (12 + 9.5) = 12.4.

Illustration 106: Numerical example of the procedure of how to obtain the descent direction
Now we can compute for each node i the node flows e i d and the arc flows e ij d iteratively by pro-
ceeding in topological order.
To this aim we shall focus on the local route choice of the eid users, whose available alternatives
are the arcs of the bush exiting from node i. To each travel alternative we associate the cost func-
tion:
vij(eijd) = (cij + Cjd) + (gij + Gjd) • (eijd - yijd • eid),

resulting from a linearization at the current flow pattern of the average cost encountered by a user
choosing arc ij, and we look for an equilibrium. We have shown that the latter can be determined
using the following formulas:
Vid = (1 + ∑j∈ Jaijd / bijd) / (∑j∈ J 1 / bijd), eijd = eid • (Vid - aijd) / bijd,

where:
aijd = (cij + Cjd) - (gij + Gjd) •eid•yijd, bijd = (gij + Gjd) • eid.

J is set initially to the forward star FSB(i, d); if some eijd results to be negative, then it is set to zero,
j is removed from J and the computation is repeated.
We start with node 1, whose node flow is e14= D14= 6.

a134 = (c13 + C34) - (g13 + G34) • e14 • y134 = (29 + 52) - (12 + 14) • 9 • 0.33 = 3,

a124 = (c12 + C24) - (g12 + G24) • e14 • y124 = (41 + 57.5) - (12 + 9.5) • 9 • 0.66 = -30.5,

b134 = (g13 + G34) • e14 = (29 + 14) • 9 = 387,

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 7.14.4 Assignment algorithm

b124 = (g12 + G24) • e14 = (41 + 9.5) • 9 = 454.5,

V14 = (1 + a134/b134 + a124/b124) / (1/b134 +1/b124) = (1+ 3/387-30.5/454.5) / (1/387+1/454.5) = 196.6,

e134 = e14 • (V14 - a134) / b134 = 9 • (196.6 - 3) / 387 = 4.5,

e124 = e14 • (V14 - a124) / b124 = 9 • (196.6 + 30.5) / 454.5 = 4.5.

We continue with node 2, whose node flow is e24=e124 + D24= 4,50 + 2 = 6,5:

a234 = (c23 + C34) - (g23 + G34) • e24 • y234 = (21 + 52) - (8 + 14) • 6.5 • 0.5 = 1.5,

a244 = (c24 + C44) - (g24 + G44) • e24 • y244 = (42 + 0) - (16 + 0) • 6.5 • 0.5 = -10,

b234 = (g23 + G34) • e14 = (8 + 14) • 6.5 = 143,

b244 = (g24 + G44) • e14 = (16 + 0) • 6.5 = 104,

V24 = (1 + a234/b234 + a244/b244) / (1/b234 +1/b244) = (1 +1.5/143 -10/104) / (1/143+1/104) = 55.1,

e234 = e24 • (V24 - a234) / b234 = 6.5 • (55.1 - 1.5) / 143 = 2.43,

e244 = e24 • (V24 - a244) / b244 = 6.5 • (55.1 + 10) / 104 = 4.07.

We finally look at node 3, whose node volume e34=e134+e234+D34= 4,5 + 2,43 + 0 = 6,93 is:

Since there is only one alternative, the following applies: e344=e34= 6,93. We compute V34 for com-
pleteness only:
V34 = (c34 + C44) + (g34 + G44) • (e344 - e34 • y344) = (52 + 0) + (14 + 0) • (6.55 - 6.93 • 1) = 46.7.

The flow pattern we have just found is a descent direction because we have:
∑ij∈ d d
A fij • cij = 94 > ∑ij∈ A eij • cij = 897.

The Illustration 105 represents the AON assignment to shortest paths (marked by *). The Illus-
tration 106 depicts the equilibrium flow and cost pattern (marked by *). It can be seen that one
single iteration of the proposed descent direction allows a substantial step towards the solution.

7.14.4 Assignment algorithm

Below we provide a pseudo code of the procedure within the framework of an assignment
algorithm.

function LUCE
f = 0 initialize the solution flows to zero
for k = 1 to n perform n iterations
for each d∈ Z for each destination d
for each ij∈ A compute arc costs and their derivatives
cij = cij( fij)

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7.14.4 Assignment algorithm

gij = max{∂cij( fij)/∂fij, ε}
if fid > 0 then yijd = fijd / fid else yijd = 0
B(d) =B(B(d), c, f) initialize or modify the current bush
Cd d = 0 the average cost of the destination is zero
Gdd = 0 so its derivative
for each i:∃ ij∈ B(d) in reverse topological order for each node i ≠ d in the
bush
if fid > 0 then
Cid = ∑j∈ FSB(i, d)yij
d • (cij + Cjd) compute the node average cost to d
Gid = ∑j∈ FSB(i, d)yij
d2 (gij + Gjd) and its derivative
else
Cid = min{cij + Cjd: j∈ FSB(i, d)}
Gid= ∑j∈ FSB(i, d) [Cid = cij + Cjd] • (gij + Gjd) / ∑j∈ FSB(i, d) [Cid = cij + Cjd],
ed = 0 reset the arc and node flows to d
for each o∈ Z load on the origins the demand to d
eod = Dod

for each i:∃ ij∈ B(d) in topological order for each node i ≠ d in the bush
J = FSB(i, d) initialize the set of arcs with positive flow
λ = 0
until λ = 1 do
λ=1
Vid = [eid + ∑j∈ J (cij + Cjd) / (gij + Gjd) - eid•yijd] / ∑j∈ J 1/(gij + Gjd)
for each j∈ J
eijd = Vid / (gij + Gjd) - (cij + Cjd) / (gij + Gjd) + eidyijd

if eijd < 0 then

eijd = 0
J = J \ {j} remove ij from the set of arcs with positive flow
λ=0 then repeat the procedure
for each j∈ J
ejd = ejd + eijd propagate the arc flows to the head node flows

α = 1
if k > 1 then
until ∑ij∈ A cij( fij + α • (eijd - fijd)) • (eijd - fijd) < 0 do α = 0.5 •α armijo step
for each ij∈ A update arc flows
d
fij = fij + α • (eij - fij d)

fijd = fijd + α • (eijd - fijd)

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 7.14.5 Input and output attributes of equilibrium assignment (LUCE)

The bush of each destination d∈ Z is initialized with the set of efficient arcs that bring closer to the
destination, where the minimum costs are evaluated at zero flow. At the generic iteration, any
non-efficient arc on the bush carrying no destination flow is removed from it, while any arc that
would improve shortest paths on the bush is added to it if its reverse arc does not carry destination
flow. If the resulting sub-graph is acyclic, then it is substituted to the current bush of that des-
tination. Since the LUCE algorithm tends to an equilibrium on the bush, eventually the flow on
non-efficient paths disappears and the bush can be properly modified.
Note that, beside the initialization of the bushes, the LUCE algorithm does not require shortest
path computations, but only simple visits of the bushes.

7.14.5 Input and output attributes of equilibrium assignment (LUCE)

For equilibrium assignment (LUCE), the same input attributes are required as for equilibrium
assignment.
After the calculation, the results are available in the output attributes and can be displayed in the
list view (see User Manual: Chpt. 29.1, page 2507) or in the network editor (see User Manual:
Chpt. 29.2, page 2551).

Note: This information will help you reduce LUCE run time through systematic network mod-
eling. Internally, LUCE has to explode a node to generate several sub-nodes and connecting
links between these sub-nodes if the turns at the node have different impedances or some of
these turns are not open. This increases the size of the graph on which the procedure works,
which in turn increases the runtime. If you do not want to model the turns explicitly in your net-
work model, you should make sure that the U-turns are also open for all private transport sys-
tems. Otherwise, Visum has to explode all nodes because of the blocked U-turns. In Visum, all
turns, including u-turns, are opened by default. If your network contains closed U-turns, open
them open them as well, unless there are special reasons for keeping them closed. To recal-
culate the transport system set at turns and main turns, refer to (see User Manual: Chpt.
17.15.6.3, page 1215) and (see User Manual: Chpt. 17.23.5.3, page 1310). This will not have
any negative effect on the created routes, since U-turns are never included in loaded routes as
long as none of the turns has been modeled explicitly.

7.14.6 Persistent storage of bushes

For each demand segment, the routes and route volumes are stored as bushes in the version file.
Bushes are regarded for the following operations on paths:
Skim matrix (also for a freely definable skim) in case of route-based assignments:
for the „Minimum“ weight, always the shortest path is used for calculation
for the „Mean over route volumes“ weight, the shortest path is used only if the OD pair is
not in the bush; otherwise, the skim data is weighted with the volumes of the edges from
the origin to the destinations.
Flow bundle
TFlowFuzzy
COM: TFlowMatrix
Filter for OD pairs

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 7.14.7 Start from an initial assignment

Blocking back
Generate demand matrix from paths
Furthermore, they are regarded for the following operations:
Paths list output
Draw paths
COM (paths interface)
Route export
Subnetwork generation
ANM export
Demand matrix calibration
Optimization of the signal timing coordination
The following operations cannot be applied to LUCE paths:
Conversion into PrT paths or vice versa
Changes to the course or the volume of a path
Route import

7.14.7 Start from an initial assignment

Like other PrT assignment methods, also LUCE can use an existing assignment result as initial
solution to save computation time during the next run if supply and demand had changed only
slightly. Prerequisite: The existing assignment needs to be a LUCE result and the path inform-
ation (bushes) must have been stored. Different PrT assignments cannot start with a LUCE result
as initial solution and vice versa.

7.14.8 Proportionality
Optionally, proportionality can be considered in LUCE for assignment, per transportation system
and also across all transportation systems (see "Proportionality in route distribution" on
page 450).

7.15 Equilibrium_Lohse
The Equilibrium_Lohse procedure was developed by professor Lohse and is described in Sch-
nabel (1997). This procedure models the learning process of road users using the network. Start-
ing with an "all or nothing assignment", drivers consecutively include information gained during
their last journey for the next route search. Several shortest routes are searched in an iterative pro-
cess whereby for the route search the impedance is deduced from the impedance of the current
volume and the previously estimated impedance. To do this, the total traffic flow is assigned to the
shortest routes found so far for every iteration step.
During the first iteration step only the network impedances in the free network are taken into
account (like 100 % best-route assignment).
The calculation of the impedance in every further iteration step is carried out using the current
mean impedances calculated so far and the impedances resulting from the current volume, i.e.
every iteration step n is based on the impedances calculated at n-1.

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 7.15.1 Example of the Equilibrium_Lohse procedure

The assignment of the demand matrix to the network corresponds to how many times the route
was found ("kept in mind" by Visum).
The procedure only terminates when the estimated times underlying the route choice and the
travel times resulting from these routes coincide to a sufficient degree; there is a high probability
that this stable state of the traffic network corresponds to the route choice behavior of drivers.
To estimate the travel time for each link of the following iteration step n+1, the estimated travel
time for n is added to the difference between the calculated actual travel time of n (calculated from
the VD functions) and the estimated travel time of n. This difference is then multiplied by the value
DELTA (0.15...0.5) which results in an attenuated sine wave.
The termination condition arises from the requirement that the estimated travel times for iteration
steps n and n-1, and the calculated actual travel time of iteration step n, sufficiently correspond to
each other. This is defined by the precision threshold EPSILON.

7.15.1 Example of the Equilibrium_Lohse procedure

The Equilibrium_Lohse procedure is demonstrated below with a calculation example. Table 138
shows the parameter settings of Equilibrium_Lohse and the impedance for links and routes in the
unloaded network. Table 139, Table 140, and Table 141 show three iterations of the calculation
process.

LinkNo Type Length [m] v0 [km/h] Capacity [car units] R0* [min]
1 20 5,000 100 1,200 03:00
2 20 5,000 100 1,200 03:00
3 20 5,000 100 1,200 03:00
5 20 5,000 100 1,200 03:00
6 20 5,000 100 1,200 03:00
7 20 5,000 100 1,200 03:00
8 30 16,000 80 800 12:00
9 30 5,000 80 800 03:45
10 40 10,000 60 500 10:00
11 40 5,000 60 500 05:00

Table 138: Impedance in unloaded network, input parameters of Equilibrium_Lohse procedure

Route Links Length [m] R0* [min]

1 1+8+9 26,000 0:18:45
2 1+2+3+5+6+7 30,000 0:18:00

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7.15.1 Example of the Equilibrium_Lohse procedure

Route Links Length [m] R0* [min]

3 10+11+5+6+7 30,000 0:24:00
Input parameters:
BPR function with a = 1, b = 2, c = 1
∆bottom = 0.15
∆top = 0.5
V1 = 2.5
V2 = 4
V3 = 0.002

LinkNo Volume 1 [car units] R1 [min] TT1 f(TT1) Delta ∆1 R1* [min]
1 2,000 11:20 2.78 0.0452 0.4796 07:00
2 2,000 11:20 2.78 0.0452 0.4796 07:00
3 2,000 11:20 2.78 0.0452 0.4796 07:00
5 2,000 11:20 2.78 0.0452 0.4796 07:00
6 2,000 11:20 2.78 0.0452 0.4796 07:00
7 2,000 11:20 2.78 0.0452 0.4796 07:00
8 0 12:00 0.00 0.0450 0.5000 12:00
9 0 03:45 0.00 0.0450 0.5000 03:45
10 0 10:00 0.00 0.0450 0.5000 10:00
11 0 05:00 0.00 0.0450 0.5000 05:00

Route Volume 1 R1 R1*

1 0 0:27:05 0:22:45
2 2,000 1:08:00 0:41:59
3 0 0:49:00 0:35:59
Table 139: Example of Equilibrium_Lohse: 1. Iteration step

LinkNo Volume 2 [car units] R2 [min] TT2 f(TT2) Delta ∆2 R2* [min]
1 2,000 11:20 0.62 0.0450 0.4925 09:08
2 1,000 05:05 0.27 0.0450 0.4962 06:03
3 1,000 05:05 0.27 0.0450 0.4962 06:03
5 1,000 05:05 0.27 0.0450 0.4962 06:03
6 1,000 05:05 0.27 0.0450 0.4962 06:03
7 1,000 05:05 0.27 0.0450 0.4962 06:03
8 1,000 30:45 1.56 0.0451 0.4855 21:06

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 7.15.1 Example of the Equilibrium_Lohse procedure

LinkNo Volume 2 [car units] R2 [min] TT2 f(TT2) Delta ∆2 R2* [min]
9 1,000 09:37 1.56 0.0451 0.4855 06:36
10 0 10:00 0.00 0.0450 0.5000 10:00
11 0 05:00 0.00 0.0450 0.5000 05:00

Route Volume 2 R2 R2*

1 1,000 0:51:42 0:36:50
2 1,000 0:36:45 0:39:22
3 0 0:30:15 0:33:08
Table 140: Example of Equilibrium_Lohse: 2. Iteration step

LinkNo Volume 3 [car units] R3 [min] TT3 f(TT3) Delta ∆3 R3* [min]
1 1,333 06:42 0.27 0.0450 0.4963 07:56
2 667 03:56 0.35 0.0450 0.4953 05:00
3 667 03:56 0.35 0.0450 0.4953 05:00
5 1,333 06:42 0.11 0.0450 0.4984 06:22
6 1,333 06:42 0.11 0.0450 0.4984 06:22
7 1,333 06:42 0.11 0.0450 0.4984 06:22
8 667 20:20 0.04 0.0450 0.4994 20:43
9 667 06:21 0.04 0.0450 0.4994 06:28
10 667 27:47 1.78 0.0451 0.4842 18:37
11 667 13:53 1.78 0.0451 0.4842 09:18

Route Volume 3 R3 R3*

1 667 0:33:23 0:35:07
2 667 0:34:40 0:37:03
3 667 1:01:47 0:47:02
Table 141: Example of Equilibrium_Lohse: 3. Iteration step

Table 138, Table 139, Table 140, and Table 141 illustrate the first three iteration steps of the Equi-
librium_Lohse procedure for the example network.

Iteration step 1, n = 1
Volume 1
The volume of the first iteration step results from an "all or nothing" assignment onto the low-
est impedance route in the unloaded network. For impedance R0*, this is route 2 loaded with
2,000 car trips.
Current impedance R1
The current impedance R1 of every link results from the BPR capacity function (a =1, b = 2, c=
1). For link 1, for example, the following can be calculated:
R1 (link 1) = 3 min x (1+(2 000/1 200)²) = 11 min 20s

© PTV Planung Transport Verkehr GmbH 483

7.15.1 Example of the Equilibrium_Lohse procedure

Estimated impedance R1*

The estimated impedance R1* of every link consists of the current impedance R1 and the
estimated impedance R0* of the last iteration step. It results from the learning factor Δ. To
determine R1* for link 1, the following calculations are necessary:
R0* = 3 min = 180 s
R1 = 11 min 20s = 680 s
TT1 = |R1 - R0*| /R0* = |680 s - 180 s| / 180 s = 2.78

R1* = R0* + Δ1 • (R1 - R0*) = 180 s + 0.4796 • (680 s - 180 s) = 420 s

Iteration step 2, n = 2
Volume 2
The lowest impedance route for R1* is route 1. Now two routes exist, route 1 and 2. Each route
is loaded with 1/n, i.e. ½ the demand, so that each route is used by 1,000 cars.
Current impedance R2
The current impedance R2 of every link increases on newly loaded links 8 and 9, and it
decreases on links 2, 3, 5, 6 and 7.
Estimated impedance R2*
The estimated impedance R2* of every link consists of the current impedance R2 and the estim-
ated impedance R1* of the last iteration step.

Iteration step 3, n = 3
Volume 3
The lowest impedance route for R2* is route 3. 2,000 car trips are now equally distributed
across routes 1, 2 and 3.
Current impedance R3
The current impedance R3 again results from the current volume 3 via the VD function.
Estimated impedance R3*
The estimated impedance R3* of every link consists of the current impedance R3 and the estim-
ated impedance R2* of the last iteration step.

Iteration step 4, n = 4
The concluding route search based on R3* determines route 1 as the shortest route. Thus, the fol-
lowing route volumes result:
Volume route 1 = 2/4 • 2,000 = 1,000 trips
Volume route 2 = 1/4 • 2,000 = 500 trips
Volume route 3 = 1/4 • 2,000 = 500 trips

484 © PTV Planung Transport Verkehr GmbH

 7.15.2 Input and output attributes of the Equilibrium_Lohse procedure

7.15.2 Input and output attributes of the Equilibrium_Lohse procedure

To execute the Equilibrium_Lohse procedure, certain entries must be made. After calculation, the
results are available in the output attributes and can be displayed in the list view (see User
Manual: Chpt. 29.1, page 2507) or in the network editor (see User Manual: Chpt. 29.2,
page 2551).
An overview of all relevant input and output attributes for this procedure can be found under:
...\Program files\PTV Vision\PTV Visum 2022\Doc\Eng\AssignmentMethods.xls.

7.15.3 The procedure of Equilibrium_Lohse assignment

The succeeding steps in the Equilibrium_Lohse procedure are illustrated in Illustration 107.

Illustration 107: The procedure of Equilibrium_Lohse assignment

7.15.4 Evaluation of the Equilibrium_Lohse procedure

Under the condition that a sufficient number of iteration steps (N > 40) are carried out and that the
procedure is not terminated due to the condition n = N, the Equilibrium_Lohse method produces
realistic, stable results. Even in networks with low saturation, the distribution of volumes onto
alternative routes is good. The greater number of iteration steps necessary for a good solution

© PTV Planung Transport Verkehr GmbH 485

 7.16 Assignment with ICA

usually requires more route searches than the equilibrium assignment. This results in longer com-
puting times.

7.16 Assignment with ICA

Compared to other procedures, using volume-delay functions by lane which are permanently re-
calibrated by means of ICA causes a significantly improved convergence behavior, since the lane
geometry and interdependencies between the individual turns via a node are regarded in detail.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The PrT Assignment ICA example demonstrates the
use of the method Assignment with ICA including different options.

7.16.1 Fundamental principle

In Visum, any variant of the equilibrium assignment uses volume-delay functions for links and
turns to model the impedance that increases with increasing volumes. In urban network models,
the Turn VDFs are of particular importance, since the nodes affect the network performance to a
much greater extent than links do. The mathematical formulation of the assignment problem
assumes, that the impedance which is calculated by the VDFs depends only on the volume and
the capacity of the individual network object (e.g. link, turn). Volume delay functions with this prop-
erty are called separable VDFs. In reality, this holds approximately for links, but it does not apply
to turns via nodes. Typical counter-examples are the permitted turns at signalized nodes or turns
from minor approaches at two-way nodes. In these cases, the impedance does not only depend
on the volume of the turn itself, but also from the volumes of the conflicting flows, i.e. the volumes
of other turns via this node. Thus, the associated volume-delay functions can no longer be sep-
arable. This is a problem for the mathematical solution of the assignment problem, since exist-
ence and uniqueness of the equilibrium solution require separable volume-delay functions.
Two requirements can be derived from this analysis:
Realistic impedance modeling for nodes premises that nodes are modeled in detail in a way
that conflicts between turns can be identified correctly. Transferred to Visum this means, that
for these nodes the geometry and control have to be modeled in the junction editor. Sub-
sequently, precise impedances and capacities of the turns can be calculated using the Inter-
section Capacity Analysis (ICA).
For lack of separability, the values calculated by means of ICA may not directly be used to
replace the volume-delay functions in the assignment procedure, since the convergence
would get lost then.

486 © PTV Planung Transport Verkehr GmbH

 7.16.2 Evaluation of the Assignment with ICA

Illustration 108: Fundamental principle of the assignment with ICA

Assignment with ICA overcomes the problem of non-separable functions by using an approx-
imation. The procedure consists of an interaction between an equilibrium assignment procedure
(using conventional VDFs) and node impedance calculation (ICA). First, equilibrium assignment
is used to calculate the turn volumes. After the assignment, blocking back calculation ensures that
the volumes used for ICA are realistic, i.e. do not lie in the overloaded range. ICA is then used to
calculate the turn capacities and turn wait times for volumes. Subsequently, the volume of each
turn is varied, while volumes of the other turns at the same node are retained in order to calculate
wait times for other volume conditions. The wait times calculated for the individual turns are inter-
polated to estimate a CR function. These turn-specific VDFs are used in the next subordinate equi-
librium assignment. They model the dependence of the impedance on only the turn volume while
the conflicting flows are regarded as if being constant. From the assignment's point of view, the
effect of conflicting flows is "frozen" thereby until (after more equilibrium iterations) these flows are
also updated in the next ICA calculation. In this way, the volume-delay functions are stabilized for
some iterations in each case to favor convergence. Blocking back calculation after the assign-
ment leads to additional wait times on links with traffic jams. And due to traffic jams, less traffic
moves downstream (downstream metering). Both effects must have an impact on route search
and route choice with the following equilibrium assignment. On links with a traffic jam, the VD func-
tion is adjusted so that the wait time due to blocking back calculation is reproduced in the VD func-
tion. To do so, first the effective capacity for these links is calculated. In contrast to link capacity,
effective capacity accounts for the actual flow through rate of a link, which might lie below capacity
due to spillback congestion, i.e. the capacity used in the VD function is decreased. The impact of
traffic held back through a traffic jam is shown through a horizontal shift of the VD functions. The
feedback loop between assignment and ICA ends, as soon as the impedances calculated with the
VD function (including turns) or ICA do no longer significantly differ. For connectors and links that
are not impacted by spillback congestion, assignment with ICA uses the VD functions defined.
Their parameters do not depend on individual network objects, but (as for links) on the link type
only.

7.16.2 Evaluation of the Assignment with ICA

The assignment with ICA is a static and accounts for detailed node impedances.
We do not recommend using ICA directly during an assignment is running, since the volume-
delay functions are not separable. In the approach described, turn VD functions are made

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 7.16.3 Input and output attributes of assignment with ICA

"roughly separable" by "freezing" the conflicting flows in equilibrium assignment. Normally, con-
vergence is reached in this way. Simultaneously, the Turn VDFs are continuously adjusted to the
wait times and capacities calculated by ICA. The HCM 2000 method used in ICA is one of the
worldwide recognized analyses methods for node performance calculations and accounts for lane
distribution and conflicting turns down to detail level.
However, this iterative approach requires more time and effort for junction modeling and cal-
ibration, since nodes whose impedances are be calculated by ICA have to be modeled in detail. If
you do not want to model all nodes of the network in detail, you should make sure that for the
other nodes volume-delay functions are used which provide impedance data in a comparable
scale. Otherwise the route choice will be distorted if impedances of different magnitudes are pro-
duced by turns of ICA nodes and non-ICA nodes.
Using the iterative approach, assignment with ICA requires more computation time than a con-
ventional equilibrium assignment. Additional spillback and ICA calculations are required. Adapt-
ation of the turn VD functions after subordinate equilibrium assignment mostly leads to a setback
in convergence, which must be offset through recalibration.
As in other assignment procedures, you can use existing assignment results as a starting solution
for an assignment with ICA. The assignment results used must stem from an assignment with
ICA. Only then is it guaranteed that the attributes used at turns and links have been calculated.
This procedure can be used to calculate scenarios in which the network basis and demand data
do not radically change. Thus, the parameters previously estimated form a good basis for recal-
ibration.
For the assignment with ICA, the LUCE equilibrium assignment can be used as subordinate
assignment procedure. The use of this assignment within the assignment with ICA has the fol-
lowing advantages:
Stable route distribution, especially with option Optimization of the proportionality of
route volumes at meshes.
The calculation of the blocking back model, using so-called bushes, is considerably faster
than using the paths of other assignment methods.
Due to the stable distribution over routes, the blocking back result is also more stable and
thus convergence can be reached faster.

7.16.3 Input and output attributes of assignment with ICA

Prior to the calculation of an assignment with ICA, certain attributes of network objects and also
procedure parameters have to be set. After calculation, the results are available in the output
attributes and can be displayed in the list view (see User Manual: Chpt. 29.1, page 2507) or in the
network editor (see User Manual: Chpt. 29.2, page 2551).
An overview of all relevant input and output attributes for this procedure can be found under:
...\Program files\PTV Vision\PTV Visum 2022\Doc\Eng\AssignmentMethods.xls.
It is important that for those nodes whose turn impedances you want to calculate in detail using
ICA, you select the Node impedance calculation (ICA) option for the Method for impedance
at node attribute and set the Use preset method for impedance at node attribute to TRUE.
The following prerequisites are required for the assignment with ICA:

488 © PTV Planung Transport Verkehr GmbH

 7.16.3 Input and output attributes of assignment with ICA

Prior to the assignment with ICA calculation, the geometry and control need to be modeled
correctly for the nodes the ICA impedance calculation has been activated for. To check
whether the calculation can be performed correctly for all nodes, from the Calculate menu,
choose >Network check and check the Viability for ICA option.
For turns, the design volume PrT needs to be a volume attribute (Volume PrT with base
volume [PCU]). Enter the settings via menu Calculate > General procedure settings >
navigator entry PrT settings > Node impedances. For the design volume PrT, only factor
1.0 is permitted. This is due to the fact, that the calibration of the VDFs by turn would fail oth-
erwise. The VD function used for turns is based on the hourly capacities output by ICA. This
means that you can only perform assignment with ICA for assignment periods of 1h. As a res-
ult, hourly values for link and turn capacities must be defined.
For the output of results, the following options are provided:
There are different output variants: Primarily, the assignment with ICA fills the usual attributes of
the various network object types (link, turn, etc.) with the calculated volumes and impedances. In
addition to the common volume and travel time attributes, there are the following output attributes
at (main) turns and links that are only filled through assignment with ICA:

Attribute Meaning
Is ICA turn in ICA assign- Indicates whether the ICA-Turn function is to be used for this turn in
ment the assignment with ICA.
Final capacity for assign- Corresponds to the smoothed capacity of the (main) turn determined
ment with ICA by ICA, taking into account the minimum capacity from the procedure
setting. The Capacity PrT attribute is not used for turns at (main)
nodes calculated with ICA.
Final t0 for assignment t0 that was recently used with ICA assignment. The t0 PrT attribute
with ICA is not used for (main) turns at nodes calculated with ICA.
Final smoothed volume Smoothed volume resulting from recent iteration.
for assignment with ICA
tCur-PrTSys for assign- tCur of the turn-specific VD function, including the final VD function
ment with ICA parameters. In contrast, the attribute tCur-PrTSys stores the result
calculated in the recent ICA calculation.
Final A for assignment Final VD function parameter A for the turn-specific VDF
with ICA
Final B for assignment Final VD function parameter B for the turn-specific VDF
with ICA
Suppressed upstream Suppressed volume refers to the part of the volume that, according
volume in assignment to blocking back calculation, is held back at bottlenecks upstream
with ICA from the (main) turn and so does not reach it.
Table 142: Additionally calculated turn/main turn attributes for assignment with ICA

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 7.16.4 The procedure of assignment with ICA

Attribute Meaning
Effective capacity for On uncongested links, effective capacity corresponds to link capa-
assignment with ICA city or the Capacity PrT attribute. On congested links, it corresponds
to the traffic volume exiting the link.
Suppressed upstream Suppressed upstream volume refers to the part of the volume that,
volume in assignment according to blocking back calculation, is held back at bottlenecks
with ICA upstream from the (main) turn and so does not reach it.
Approach capacity of The value is only set for nodes of the control type Roundabout with
assignment with ICA the impedance model TRL/Kimber and acts as a mandatory limiting
capacity in the blocking back calculation within assignment with ICA.
Table 143: Additionally calculated link attributes for assignment with ICA

Furthermore, numerous diagnostic outputs are provided which can be used for convergence
check. If the procedure converges either slowly or not at all, the outputs provide useful inform-
ation, e.g. which turns show significant differences when calculated with ICA impedance cal-
culation or the VD function.
As long as the procedure is running, you can watch the process in the "Goodness of PrT
assignment with ICA" list.
*.csv files are created to which the program saves turn attribute data after each iteration.
These files are helpful when you want to compare the development of attribute values of indi-
vidual turns during the course of assignment with ICA.
The result attributes of the assignment with ICA for the analysis of the convergence behavior
are stored in attributes of links, turns, main turns, and connectors. Which attributes are cal-
culated at which network objects depends on the choice of convergence criteria. Attributes of
connectors and links are calculated only if you use WebTAG-compliant convergence criteria.
The calculated attributes of turns and main turns differ depending on whether the classic or
WebTAG-compliant convergence criteria are used.
Optionally, an Excel report is created which contains the results of the recent ICA calculation.
From the report it is to be seen, which volumes were used for the calculation and which capa-
cities resulted from that. For nodes of the all-way stop type, the v/c value is output the same
way as for nodes of the two-way stop type.
The precise times when attribute data is stored in an iteration are listed here (see "The procedure
of assignment with ICA" on page 490).

7.16.4 The procedure of assignment with ICA

The assignment with ICA is based on the iterative solution for the user optimum with volume-
delay functions for all network objects. The distinctive feature is that the parameters of turn VD
functions can be set by turn ("turn-specific) and might change during the calculation due to the
adjustment of the ICA calculation results, as described with the fundamental principle (see "Fun-
damental principle" on page 486).

490 © PTV Planung Transport Verkehr GmbH

 7.16.4 The procedure of assignment with ICA

If the assignment with ICA is not based on existing assignment results, the parameters used
in the VD function for turns and links are first initialized. For turns, the input values are used
that you have specified in the Procedure parameters dialog (Input tab). Depending on the
control type used, additional signal times and geometric data are considered. The para-
meters initialized for turn capacities, t0, and the VD functions A and B are used to perform the
first subordinate assignment. Initialization of the link attribute Effective capacity for assign-
ment with ICA depends on the settings for blocking back calculation. If link capacities are
taken into account, the value is initialized with Capacity PrT or the total of turn capacities in
the link capacity model. If this is not the case, the initial value is infinite. If your assignment
with ICA is based on existing assignment results, the parameters are available from the last
assignment with ICA and initialization is skipped.
First the subordinate assignment procedure is performed. Alternatively, you can use Equi-
librium assignment, Equilibrium_Lohse, Equilibrium assignment LUCE or Equilibrium assign-
ment Bi-conjugate Frank Wolfe. For nodes, for which ICA calculation has been activated, use
turn-specific VD functions. In this case, no ICA calculations are carried out during the sub-
ordinate assignment procedure.
The turn-specific VD functions used Illustration 109 (see "Used turn VD function" on
page 494) and the adaptation of link VD functions are described in different paragraphs (see
"Adjusting the VD functions used" on page 495).
After completion of the subordinate assignment procedure, the blocking back model is
applied. For calculation of the blocking back model, the turn capacities at nodes calculated
with ICA are taken into account. Optionally, you may additionally use the capacities defined
in the link capacity model. As a result of blocking back calculation, link impedances are adjus-
ted, as traffic jams cause additional wait times on links, while downstream of the traffic jam,
travel times can be reduced due to less traffic flowing.
Notes: The blocking back model is not applied while the subordinate assignment procedure
is performed.
During finalization of the ICA assignment, the global parameters of the blocking back model
are adjusted to the procedure parameters of ICA assignment, i.e. settings that differ are first
ignored during ICA assignment and then overwritten.

Prior to the ICA calculation, the current values are determined for volume and impedance
and also the parameters of the VDFs are recorded (according to the settings: in attribute files,
as user-defined attributes and in the Goodness of PrT assignment with ICA list).
Then, the turn volumes calculated in the recent iteration and in the current iteration are
smoothed, i.e. the weighted mean is calculated.
Using ICA, the program calculates turn impedances and capacities. This ICA calculation
uses the smoothed volume of turns, defined in the General procedure settings, as the design
volume PrT.

© PTV Planung Transport Verkehr GmbH 491

7.16.4 The procedure of assignment with ICA

Calculation of the new, turn-specific VD functions is performed in two steps and separately
for each turn. In the first step, the parameters of the VD function are determined through inter-
polation of three sampling points. One sampling point is given by the smoothed turn volumes
and the respective impedance (see previous step). To determine two additional sampling
points, reduce or increase the volume of the turn currently being processed, while main-
taining the other turn volumes passing via the node. The impedance of the current turn is
then recalculated with ICA. Since the VD function to be interpolated possesses three free
parameters (t0, A, B), it is clearly defined by the three sampling points. In the second step,
these parameters and also the capacity are smoothed by means of the values resulting from
the previous iteration. In the procedure parameters, a minimum capacity per turn can be set.
If the smoothing result is below the minimum capacity, the minimum capacity will be used
instead. The convergence check is performed after the determination of the new VDFs. If the
convergence constraints are satisfied, the parameters of the VDF will be reset to the value of
the recent iteration. This means the functions are in accordance with the subordinate assign-
ment last performed.
If the convergence test is failed, the attributes Suppressed upstream volume in assign-
ment with ICA, for links and turns, and Effective capacity in assignment with ICA, for
links, are updated. These values are required for application of the VD function during the
next subordinate assignment (or for an assignment based on existing assignment results).

492 © PTV Planung Transport Verkehr GmbH

 7.16.5 Convergence criteria

Illustration 109: The procedure of assignment with ICA

7.16.5 Convergence criteria

To meet local market requirements, the software provides two sets of convergence criteria for
assignment with ICA.

© PTV Planung Transport Verkehr GmbH 493

 7.16.6 VD functions in assignments with ICA

With the classic variant, both results of successive iterations as well as values within an iteration
are compared. As one goal of the procedure is to obtain a match between the results of sub-
ordinate assignment and the results after congestion and ICA calculation, this degree of match is
used as a factor to determine convergence. The GEH value is used to compare volumes and rel-
ative deviations are calculated to compare waiting times. The respective convergence condition is
considered fulfilled if the share of network objects defined in the convergence conditions reaches
or falls below the GEH value or the minimum value for relative deviation. To calculate the share of
turns with the classic variant, Visum uses only open turns at nodes with ICA calculation. To cal-
culate the share of links, it takes all open links into account. Merely when comparing the con-
gestion of successive iterations (convergence criterion: Maximum value for the mean change in
queue lengths on links with congestion) Visum only considers links that are congested.
The convergence criteria used in the WebTAG-compliant variant were defined in accordance with
the WebTAG guideline ("TAG unit M3-1 Highway Assignment Modeling", Department for Trans-
port 2014). With this variant, you can define a maximum gap (corresponding to the %GAP in
WebTAG) as a convergence criterion. This gap is calculated at the end of each iteration, i.e. after
spillback and ICA calculation, in the same way as other PrT assignments (see "Convergence cri-
teria of assignment quality" on page 448). To compare the results of successive iterations, you
need to define a relative deviation value for each convergence criterion. The share of objects is
calculated based on links or turns in the network that are open. The assignment is considered con-
verged if the maximum gap is reached, the share of objects for volume or cost changes is reached
or exceeded and these criteria are fulfilled in the specified number of consecutive external iter-
ations.
Volume and cost changes between successive iterations are considered a sign of assignment sta-
bility. In networks with high volumes, the volumes may even out, but the costs will continue to fluc-
tuate. By contrast, using relatively flat VD functions can stabilize the costs, while the volumes will
continue to largely fluctuate. These dependencies are taken into account with the OR condition
used between the criteria for volumes and costs.

7.16.6 VD functions in assignments with ICA

The following sections describe the turns VD function and adjustment of the links VD function dur-
ing assignment with ICA

7.16.6.1 Used turn VD function

The turns VD function is used for assignment with ICA of all opened turns whose nodes include a
Node impedance calculation (ICA).

where

494 © PTV Planung Transport Verkehr GmbH

 7.16.6.2 Adjusting the VD functions used

tcur Turn attribute corresponds to tCur of the turn-specific VD function, including the VD func-
tion parameters. Attribute tCur-PrTSys for assignment with ICA contains the value cal-
culated at the end of the assignment with ICA.
A Attributes of the respective turns.
and The attributes Final A for assignment with ICA and Final B for assignment with ICA
B include the values calculated at the end of the assignment with ICA.
q Turn volume in subordinate assignment (without spillback congestion)
t0 Turn attribute
Attribute Final t0 for assignment with ICA contains the value calculated at the end of
the assignment with ICA.
cap Turn attribute that corresponds to smoothed capacity in the assignment with ICA.
Attribute Final capacity for assignment with ICA contains the value calculated at the
end of the assignment with ICA.
Δq Turn attribute calculated as the difference between demand volume and volume. Sup-
pressed volume refers to the part of the volume that, according to blocking back cal-
culation, is held back at bottlenecks upstream from the turn and so does not reach it.
Attribute Suppressed volume upstream in assignment with ICA contains the value
calculated at the end of the assignment with ICA.

During the assignment, the factors A and B are updated with each ICA impedance calculation per
turn. You can find the values of the last iteration in the turn attributes Final A for assignment
with ICA and Final B for assignment with ICA. The following data is also saved to turn attrib-
utes: t0 values (Final t0 for assignment with ICA), the capacity (Final capacity for assign-
ment with ICA), and the difference between demand volume and current volume (Suppressed
volume in assignment with ICA).

Note: An exception in the estimate of the turn VD function parameters form nodes with the con-
trol type Roundabout, which are calculated with the impedance model TRL/Kimber. The estim-
ate of the parameters is approach-based here, the estimated values are thus identical for all
turns of an approach and also the resulting wait times.

7.16.6.2 Adjusting the VD functions used

During ICA assignment, turn and link VD functions are modified. This is done in two ways:
horizontal shift of the curve due to lower volumes (downstream metering)
adjusting the curve progression for volumes exceeding effective capacity, triggered by addi-
tional traffic jam waiting times
The first adjustment is made for both turn and link VD functions via the attribute Suppressed
upstream volume . The second adjustment is only made for links on which a traffic jam is
observed. Both effects are depicted in the following figure of a modified link VD function.

© PTV Planung Transport Verkehr GmbH 495

7.16.6.2 Adjusting the VD functions used

Illustration 110: Adjusting links of the VD function

Generally, link VD functions are conventionally assigned during the assignment with ICA, so you
can define link VD functions based on the link type. The following equation shows the adjust-
ments, where vdfbase refers to the link VD function you defined.

where

tcur Link run time in loaded network

vdfbase VD function defined (depends on link type)
q Link volume in subordinate assignment (without spillback congestion)
cap Link capacity
effcap Link attribute calculated in each iteration after spillback calculation
Attribute Effective capacity in assignment with ICA contains the value calculated at
the end of the assignment with ICA.
The effective capacity corresponds to the link capacity on uncongested links. On con-
gested links, effective capacity is given by the minimum of capacity and link volume.
∆q Link attribute that represents the difference between demand volume and volume plus
queue length. Suppressed volume refers to the part of the volume that, according to
blocking back calculation, is held back upstream and so does not reach the link.
Attribute Suppressed volume upstream in assignment with ICA contains the value
calculated at the end of the assignment with ICA.
T T = 1,800, i.e. T corresponds to half the assignment period [in sec]

By adjusting the VD functions, you ensure that the impedances changed through blocking back
calculation have an impact on route search and route choice in the subordinate assignment.

496 © PTV Planung Transport Verkehr GmbH

 7.17 Bi-conjugate Frank-Wolfe (BFW)

7.17 Bi-conjugate Frank-Wolfe (BFW)

The Equilibrium assignment Bi-conjugate Frank Wolfe (BFW) is a further development of the
method Frank Wolfe (FW). In Visum, the Equilibrium_Lohse assignment becomes a variant of FW
if impedances are not smoothed. In this case, the volume is moved towards shortest paths with a
fixed step size. The assignment procedure BFW was implemented based on the publication of
Mitradjieva, Lindberg et al (2013). Compared to the Equilibrium_Lohse assignment, convergence
is enhanced through the relative gap with the same number of iterations, typically by approx. one
to two orders of magnitude, i.e. instead of 1e-003, values of 1e-004 or 1e-005 are obtained. The
procedure, as well as the Equilibrium_Lohse assignment, were parallelized and scaled based on
the number of cores used, so that runtimes could be significantly reduced through the use of bet-
ter hardware. In this assignment procedure, proportionality is considered by default (see "Pro-
portionality in route distribution" on page 450).

7.17.1 The procedure of Bi-conjugate Frank Wolfe

The steps of the procedure Bi-conjugate Frank Wolfe are shown in execution sequence in Illus-
tration 111.

© PTV Planung Transport Verkehr GmbH 497

 7.18 Stochastic assignment

Illustration 111: The procedure of Bi-conjugate Frank Wolfe

7.18 Stochastic assignment

Stochastic assignment procedures assume that traffic participants in principle select the best
route, but evaluate the individual routes differently due to incomplete and different information.
In addition, in a stochastic PrT assignment the demand is distributed to the found routes as for a
PuT assignment using a distribution model (e.g. Logit, Kirchhoff, Box-Cox, Lohse or Lohse with
variable beta) (see "Distribution models in the assignment" on page 452).
In order to take the spatial similarities of the routes into account during the distribution, a similarity
measure is determined from overlapping routes (analogous to independence during timetable-

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 7.18.1 Evaluation of stochastic assignment

based PuT assignment) – it is called the Commonality Factor (⇒ “C- Logit“) – or the inde-
pendence of each route (according to Ben Akiva) is determined.
This results in the following sequence:
1. Route search for all traffic cells for current impedance.
2. Commonality Factor or independence calculated from overlapping of all routes of an ori-
gin/destination pair.
3. Distribution of demand to the routes of each OD pair, taking the Commonality Factor or inde-
pendence into account.
4. Repeat from step 3 until demand for all OD pairs is in equilibrium.
5. Repeat steps 1 – 4 until no new routes are found or until the change in the link volumes
between two iteration steps is very small.
During the route search, the number of possible routes can be increased in that it is not just the
shortest route that is found, but a number of alternatives are found using a multiple best path
search and a variation in the link impedances.

7.18.1 Evaluation of stochastic assignment

Compared with the equilibrium assignment, there are more routes loaded even in a poorly loaded
network in the case of the stochastic assignment, because a (small) part of the demand is also
assigned to suboptimal routes due to the distribution model. In all cases, this property is closer to
reality than the strict application of Wardrop’s first principle.
In addition, stochastic assignment may also include path properties in the impedance definition,
which can be calculated from attributes of the network elements used.

7.18.2 Input and output attributes of stochastic assignment

To execute the stochastic assignment, certain entries have to be made. After calculation, the res-
ults are available in the output attributes and can be displayed in the list view (see User Manual:
Chpt. 29.1, page 2507) or in the network editor (see User Manual: Chpt. 29.2, page 2551).
An overview of all relevant input and output attributes for this procedure can be found under:
...\Program files\PTV Vision\PTV Visum 2022\Doc\Eng\AssignmentMethods.xls.

7.18.3 The procedure of stochastic assignment

The procedure is broken down into an external and an internal iteration (Illustration 112).
The external (global) iteration with iterator n is used for the route search. This loop is
repeated until either n = N or until no new shortest routes are found.
The internal iteration with iterator m is used to assign the volume to the routes. This loop is
repeated until either m = M or until the deviations of the impedances on the network elements
and the deviation of the volumes on the routes between two iteration steps is very small.

© PTV Planung Transport Verkehr GmbH 499

7.18.3 The procedure of stochastic assignment

500 © PTV Planung Transport Verkehr GmbH

 7.18.3 The procedure of stochastic assignment

Illustration 112: The procedure of stochastic assignment

© PTV Planung Transport Verkehr GmbH 501

 7.18.4 Similarity of routes and commonality factor

The alternative route search by stochastic variation of the impedances is closely related to other
procedures used to determine k-shortest paths and shares their common drawback that often
new routes are found that differ insignificantly from previous routes. Such routes are not desirable
as they hardly change the volume situation in the network and only increase the route quantity,
which leads to extended computing time and higher memory requirements. For this reason a
detour test is offered as part of the stochastic assignment that discards a route r 2 if a route r 1
already exists that matchesr2, with the exception of a subsection, and if this subsection in r2 is sig-
nificantly longer than in r1. More precisely, r2 is discarded in favor of r1 if the following applies (Illus-
tration 113):
r1 = AT1B
r2 = AT2B
RunTime(T2) > factor • RunTime(T1)+ summand

Illustration 113: Discarding routes

The route sections A and B can be empty if the subsection is at the start or the end of the routes.
If there are evaluations on the path level, i.e. if in addition to the smoothed general impedance of
the transport system an impedance term on the path level is defined for a demand segment, the
detour test is modified. This is because the mesh avoids a determining link of the path for the eval-
uation, but is still of interest. If according to detour test results a path is subordinate, both paths on
the path level must be evaluated, including sections A and B. If the subordinate path has the bet-
ter path evaluation in terms of at least one coefficient set, it is maintained. Coefficient sets are
used to generate multiple different paths. As the additional impedance term is defined per
demand segment, this part of the test is also performed per demand segment.
The impedance from the properties of the path is an element of the route choice, yet not of the
search. Therefore, an attempt should be made to keep the definition of the search impedance as
completely as possible and only to use elements on the level of paths if they are defined on the
basis of the route leg set.

7.18.4 Similarity of routes and commonality factor

In the case of the stochastic assignment, alternative routes are generated - based on another
assignment as initial solution - for an OD pair by varying the impedances of the network objects
based on a distribution, in order to model the incomplete information supplied to the road-users
and their individual differences in terms of perception and preferences. In this way, it is possible to

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 7.18.4 Similarity of routes and commonality factor

calculate in one step not only the shortest route in terms of impedance, but also alternative routes
with higher impedances. After completion of the route search, depending on the route impedance
based on an assignment model (Logit, Box-Cox, Kirchhoff, Lohse or Lohse with variable beta),
the demand is distributed across the alternatives. The similarity of the routes is to be taken into
account during the distribution process. The problem of similarity is illustrated in the example
below (Illustration 114):
Whereas the independence of the routes is given in cases 1 and 2, there is a dependency of the
routes 1 and 3 in case 3, since there is some degree of overlap. This overlap must be taken into
consideration in the route choice.

Case 1 Share

expected Logit

Route 1 50% 50%

Route 2 50% 50%

Case 2 Share

expected Logit

Route 1 33% 33%

Route 2 33% 33%

Route 3 33% 33%

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7.18.4 Similarity of routes and commonality factor

Case 3 Share

expected Logit

Route 1 approx. 28% 33%

Route 2 approx. 44% 33%

Route 3 approx. 28% 33%

Illustration 114: Example of similarity of routes

The C-Logit approach proposed by CASCETTA is a suitable way of overcoming this problem. To
do this, a so-called commonality factor C is introduced to measure the overlapping of the two
routes r and s as follows:

or
with

Crs Similarity of the routes r and s (Commonality factor)

t0rs Time t0 of the common sections of the routes r and s
t0r Time t0 of route r
lrs Length l of the common sections of the routes r and s
lr Length l of route r

C rs thus equals 1 if the two routes are identical, and will be 0 if the two routes d not overlap. The
commonality factor Crs is determined for all route combinations. Then, the correction factor CFr of
a route r compared to any other route s is defined as follows:

The correction factor of a route r is 1 if the commonality factors Crs for all routes s have the value 0,
i.e. the route has no overlap with another route. In any other case it is below 1. The correction
factor CFr is then accounted for in the Logit model as follows:

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 7.18.5 Example of stochastic assignment

In the case of Box-Cox, Kirchhoff, Lohse or Lohse with variable beta, its inclusion is also carried
out in the same way.
Alternatively, the correction factor CF r can be determined with a simpler approach according to
Ben Akiva. It is then defined as:

or

with

t0a Time t0 of link a

t0r Time t0 of route r
la Length l of link a
lr Length l of route r
Nija Number of routes of the OD pair ij that lead across link a

7.18.5 Example of stochastic assignment

Table 144 shows the key input data used in the example network. If the following parameters are
chosen for the search, then in a single external iteration, all 3 conceivable routes will be found:
Number of search iterations = 5
σ= 8 • R0.5
Compared to the "objective" impedances (resulting from impedance definitions and VDFs),
the impedances of the network objects are changed for alternative shortest path searches.
They are drawn randomly from a normal distribution which has the objective impedance R as
mean value and whose standard deviation σ is given as a function of R.

LinkNo Type v0 [km/h] Length [m] Capacity [car units] R0* [min] R0* [s]
1 20 100 5000 1200 3:00 AM 180
2 20 100 5000 1200 3:00 AM 180
3 20 100 5000 1200 3:00 AM 180
5 20 100 5000 1200 3:00 AM 180
6 20 100 5000 1200 3:00 AM 180

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7.18.5 Example of stochastic assignment

LinkNo Type v0 [km/h] Length [m] Capacity [car units] R0* [min] R0* [s]
7 20 100 5000 1200 3:00 AM 180
8 30 80 16000 800 12:00 PM 720
9 30 80 5000 800 3:45 AM 225
10 40 60 10000 500 10:00 AM 600
11 40 60 5000 500 5:00 AM 300

Route Links Length [m] R0* [min] R0* [s]

1 1+8+9 26000 12:18:45 AM 1125
2 1+2+3+5+6+7 30000 12:18:00 AM 1080
3 10+11+5+6+7 30000 12:24:00 AM 1440
Input parameters
BPR function with a = 1, b = 2, c = 1
Δbottom = 0,5, Δtop = 0.5 ⇒  Δ = 0.5
Assignment with Logit, β= 0.001
Table 144: Impedance in unloaded network, input parameters for stochastic assignment

After completing the search, the correction factor for the independence of each route is determ-
ined according to Cascetta. It is based on the similarity of the individual route pairs with reference
to time t0 or to the length. Table 2 shows the commonality factors C. These are used to calculate
the correction factor CFr of route r.
Route 1

Route 2

Route 3

Route pair t0ij t0i t0j Cij

1.1 1125 1125 1125 1.00
1.2 180 1125 1080 0.16
1.3 0 1125 1440 0.00

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 7.18.5 Example of stochastic assignment

Route pair t0ij t0i t0j Cij

2.1 180 1080 1125 0.16
2.2 1080 1080 1080 1.00
2.3 540 1080 1440 0.43
3.1 0 1440 1125 0.00
3.2 540 1440 1080 0.43
3.3 1440 1440 1440 1.00
Table 145: Calculation of commonality factor C for all route pairs

The share by route is calculated from the correction factor according to Cascetta and from the
impedance Rmin0 in the unloaded network.
For Route 1, the portion is calculated using the Logit model as follows:

In the same way, the shares for routes 2 and 3 shown in Table 146 are calculated. The product of
share P and demand F is the volume of each route q r1 in the first iteration step. For Route 1, the
calculation is as follows: 0.425 • 2000 = 849.4 PCU. Based on the route volumes, the link volumes
and thus the network impedances can be calculated (Illustration 115). This results in the imped-
ances R1 of the routes. These interim results can be reproduced in Visum if the maximum number
of internal iterations are set to M = 1 in the assignment parameters.

Route E Rmin0 exp(Rmin0)•E Portion P qr1 R1

1 0.8596 1125 0.279079049 0.425 849.4 2470

2 0.6264 1080 0.212737561 0.324 647.5 1961
3 0.6978 1440 0.165335421 0.252 503.2 2848
Total 0.657152032 1.000 2000.0
Table 146: Volumes in the first internal iteration step m = 1

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 7.19 Bicycle assignment

Illustration 115: Volumes and link run times after the first internal iteration step m=1
For the route choice in the second iteration step, an estimated impedance R min 1 is calculated.
Since Δ = 0.5, this impedance results from the formation of the mean value of Rmin0 and R1. On the
basis of Rmin1, as in the first iteration step, the assignment is then made for the 3 routes. For each
route, the interim result is q r2 ’. To smooth the volumes between two iteration steps, the MSA
method (Method of Successive Averages) is used.

For m = 2, this results in the following for the volume of Route 1:

This route volume then leads to the link volumes and impedances of the second iteration step
(Table 147). The iterations are repeated until the termination criteria are met.

Route E Rmin1 exp(R)•E Portion P qr2‘ qr2 R2

1 0.8596 1797.6 0.142432 0.3944 788.8 819.1 2405.2

2 0.6264 1520.7 0.136919 0.3791 758.3 702.9 2016.0
3 0.6978 2144.0 0.081775 0.2264 452.9 478.0 2785.6
Total 0.361126 2000
Table 147: Volumes in the second internal iteration step m = 2

7.19 Bicycle assignment

Bicycle assignment is an assignment that takes into account the typical behavior of cyclists. In
contrast to individual motorized traffic, the route choice for bicycle traffic does not usually depend
on the volume capacity ratio. In addition, cyclists have individual preferences that are reflected in
their choice of different routes. In addition to travel time and distance, criteria such as safety, com-
fort, or the attractiveness of a route play a greater role. Factors such as the surface condition of

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 7.19.1 Steps of the bicycle assignment

the ground, the traffic volume or speed of motorized traffic in mixed traffic, and the type of cycling
facility influence the perceived impedance, i.e. they reduce or increase the travel time on a link, for
example. Other factors, such as maximum slope, may be included in the impedance as a property
of the total path.
Bicycle assignment is, at its core, a stochastic assignment in which only one iteration is calculated
due to the lack of vol/cap ratio dependence (see "Stochastic assignment" on page 498). Addi-
tional searches with varying impedances generate alternative routes that are loaded after
preselection and optional detour test. This means that suboptimal routes are also used.
For route choice, various choice models such as Logit, Kirchhoff, or Box-Cox are available. To
take the spatial similarities of the routes into account during the distribution, a similarity measure
is determined from overlapping routes – called the Commonality Factor (⇒ “C-Logit“) – or the
independence of each route (according to Ben Akiva) is determined.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find examples of use on this topic. The example PrT Modeling Bicycle illustrates how
bicycle traffic can be modeled in Visum and shows a suitable methodology for assigning
bicycle demand to the network.
For more information on bicycle traffic modeling, watch the following video: How To Model
Bikes in Visum

7.19.1 Steps of the bicycle assignment

The following sequence applies to the bicycle assignment:
1. Calculation of the impedance in the network.
2. Route search
Calculation of one route per origin-destination pair with the shortest path search
Generation of more routes by varying the impedance (optionally considering the detour
test)
3. Route preselection
4. Calculation of the independence, which takes into account the similarity of routes among them-
selves
5. Calculation of the choice impedance as the sum of the impedance of traversed network objects
and the impedance components on the level of the path and correction with independence
factor
6. Route choice: Distribution of demand to routes

7.20 The TRIBUT procedure

To account for tolls, a constant value of time is applied in conventional procedures, which in prin-
ciple converts costs (tolls) into time and the conventional monocriterial assignment procedures
are directly applicable.
The treatment of tolls is an extension that can be incorporated into Visum by modeling link and/or
area tolls in any static equilibrium assignment procedure and the simulation-based assignment

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 7.20.1 Input and output attributes of the TRIBUT procedure

(SBA). In addition, there are special extensions in Visum : TRIBUT (as an extension of the Equi-
librium method) and the TRIBUT Equilibrium_Lohse procedure (as an extension of the Equi-
librium_Lohse method).
Compared to the conventional approach, TRIBUT uses a concurrent distributed time value.
Accordingly, TRIBUT calculates in the route search as well as in the route choice with two sep-
arate criteria, namely with time and costs (bicriterion).
This method has been used for many years in France, for the evaluation of privately financed free-
ways with toll management. Compared to the conventional approach, it is characterized by a
much more realistic price elasticity in the use of toll roads.
Tolls are transport system-specific and can be defined either for a link, for a link sequence, or geo-
graphically defined territories. The modeling of non-linear toll systems for link sequences rep-
resents a special feature that can only be considered within the TRIBUT Equilibrium_ Lohse
procedure.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples,

you will find an application example for the consideration of toll in TRIBUT assignments. The
PrT Assignment Tribut example illustrates the use of different types of tolls in combination
with TRIBUT assignments.

7.20.1 Input and output attributes of the TRIBUT procedure

To execute a TRIBUT procedure, certain entries must be made. After calculation, the results are
available in the output attributes and can be displayed in the list view (see User Manual: Chpt.
29.1, page 2507) or in the network editor (see User Manual: Chpt. 29.2, page 2551).
An overview of all relevant input and output attributes for this procedure can be found under:
...\Program files\PTV Vision\PTV Visum 2022\Doc\Eng\AssignmentMethods.xls.

7.20.2 Basics of TRIBUT assignment with tolls

The decisive feature of an assignment procedure is the impedance definition for route evaluation
and route choice. In all toll-regarding assignment procedures, the impedance Rr of a route r con-
sists of travel time tr and monetary costs cr:

Here, VT is the value of time in [€/h], for example. Though this equation applies to all toll-regarding
assignment procedures, the TRIBUT procedure differs from other procedures in two properties:
Monetary route costs can be calculated in different ways.
The value of time VT is no constant value per demand segment, but VT is modeled as
stochastic parameter that varies according to a particular probability distribution.

Note: In the context of TRIBUT procedures, it does not make sense to include the toll in the
definition of impedance because TRIBUT takes the amount into account via the time value set-
tings in the assignment parameters.

510 © PTV Planung Transport Verkehr GmbH

 7.20.2 Basics of TRIBUT assignment with tolls

The following describes the special features that apply when modeling tolls in TRIBUT assign-
ments.
If TRIBUT methods are used, it does not make sense to include the toll in the definition of the
impedance, because in the context of these methods the amounts are taken into account in the
assignment parameters via the time value settings.
To model a link toll, the tolls must be defined in the link attribute Toll_PrTSys (see User Manual:
Chpt. 17.43.1, page 1517). In principle, link-specific toll values are always taken into account in
the TRIBUT procedures. An exception are toll values of links that are located in a restricted traffic
area of the matrix toll type. Here the toll values are ignored.
The TRIBUT Equilibrium-Lohse procedure takes the area toll into consideration. It should be
noted that toll values of links located in a restricted traffic area of the area toll type are taken into
account. This means that the toll values of these links should be set to zero if only area tolls apply.

The matrix toll represents a special feature that is considered exclusively in the TRIBUT Equi-
librium-Lohse procedure.

The Value of Time as stochastic parameter

Additionally, the TRIBUT procedure features the definition of the value of time (VT) and the impact
of this definition (Table 148). This description is reduced to the link toll case, since the basic prin-
ciple does not differ by toll type.

"Classic" toll assignment TRIBUT

VT is constant for all vehicles. VT is concurrent distributed, which means
that each vehicle of the matrix specifies an
individual VT for route choice.
monocriterial bicriterial
In the full course of the assignment, only one cri- During the assignment, both criteria (tR and
terion is used, because the costs cR of a route are cR) must always be available for each path.
converted into a constant time penalty.
Table 148: Comparison of conventional toll assignment and TRIBUT

The complexity of a bicriterial route choice procedure is illustrated in a time-cost diagram:

© PTV Planung Transport Verkehr GmbH 511

 7.20.3 Log-normal distribution of the random variable VT

Illustration 116: Time-costs diagram

Each point on the diagram, for example A = (tA,cA), corresponds with a route of the same ori-
gin destination relation.
A certain time value VT corresponds with a family of parallel straight lines with a negative
slope.
If two routes lie on one VT straight, they are ”equally good” (for a user with the same VT). This
VT is also characterized as a critical VT for two routes.

7.20.3 Log-normal distribution of the random variable VT

The TRIBUT procedure is based on the assumption that each vehicle has its individual time value
VT. VT is a random variable that is log-normal distributed with the parameters σ (dispersion para-
meter) and µ (position parameter).
VT ~ LN(µ,σ2)
The logarithmic normal distribution is characterized by the following properties:
The median M of the logarithmic normal distribution is . 50% of all users use a higher
time value than M, and the other 50% of users use a lower time value than M.

The expected value E is calculated as follows: .

The maximum of the probability density function (mode) is fmax = eµ-σ2.

The standard deviation of the logarithmic normal distribution is: .

The probability is equal to zero for negative values.
The figures show the density function (Illustration 117) and the distribution function (Illustration
118).

512 © PTV Planung Transport Verkehr GmbH

 7.20.4 Efficient routes - exclusion criterion in route search

Logarithmic normal distributions

Illustration 117: Density function

Illustration 118: Distribution function

7.20.4 Efficient routes - exclusion criterion in route search

Whereas a unique best path (shortest path) can always be determined for all monocriterial (con-
ventional) methods, for TRIBUT, many (several) best paths have to be specified in the route
search as well as kept in RAM, because the VT which is not unique. Hence, the resulting com-
plexity of the route search can, however, be limited with critical values of time (as shown in Illus-
tration 119).

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 7.20.5 Route split

Illustration 119: Efficient routes

Illustration 119 shows a route search with six routes. It can be verified graphically or analytically,
that there is no VT for which route X or Y would be preferred over A, B, C or D.
Generally spoken, the VT-straight lines A-B, B-C, C-D form a convex front. All routes which lie to
the ”right” of this convex front no longer have to be observed, because they cannot be optimal for
any user (for no VT).
The relevant routes on the convex front are also designated as set of the efficient routes. Only
these efficient routes are saved for further search and later distribution.
There are two aspects:
For bicriterial procedures you can also discard most alternatives from a multitude of possible
routes, so that the route search can be calculated with the finite time spent and memory
used.
The bicriterial procedure has to memorize and save several paths at the same time, whereas
during and after a monocriterial search always one solution (best path) is found for each
source destination relation.

7.20.5 Route split

The result of a route search only comprises the efficient routes. Under these, the demand for an
OD relation is set. The critical VT are decisive for every neighboring routes on the efficient front. In
the example, there are three critical values of time - A/B, B/C and C/D.
As illustrated in Illustration 120 – the demand shares of the four efficient routes can be derived
from the probability distribution of the VT.

514 © PTV Planung Transport Verkehr GmbH

 7.20.6 Route balancing in the equilibrium iteration

Illustration 120: Distribution of traffic demand across the routes

7.20.6 Route balancing in the equilibrium iteration

Similar to equilibrium assignment (see "Equilibrium assignment" on page 461), each new TRIBUT
iteration starts with a route search. If new routes are found which fall on the convex front, they are
included in the set of relevant routes. The equilibrium formation is then executed by a coupled
demand equalization between the routes (Illustration 121). The following steps are carried out:
Balance between the route of a toll level
Balance between the neighboring toll levels
Constant correction of the course of the convex front and adjustment of the critical values of
time.

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 7.20.7 Route distribution in the iteration of the TRIBUT Equilibrium_Lohse

Illustration 121: Equilibrium formation with TRIBUT

7.20.7 Route distribution in the iteration of the TRIBUT Equilibrium_Lohse

The TRIBUT Equilibrium_ Lohse is a modified version of the conventional French procedure,
where procedural steps of the Equilibrium_Lohse method are used.
Route search is also executed at the beginning of the iteration of the Equilibrium_Lohse (see
"Equilibrium_Lohse" on page 480). For all resulting efficient paths, the percentage is determined
via the critical values of time. All efficient paths are added to the list of best paths from the pre-
ceding iterations including their current percentage. For existing paths all percentages are added.

7.20.8 List outputs

The lists of toll matrices and restricted traffic areas are available (see User Manual: Chpt.
29.1.1, page 2508)

7.21 Dynamic User Equilibrium (DUE)

The quantitative analysis of road network traffic performed through static assignment models
yields the transport demand-supply equilibrium under the assumption of within-day stationarity.
This implies that the relevant variables of the system (i.e. user flows, travel times, costs) are
assumed to be constant over time within the reference period. Although static assignment mod-
els satisfactorily reproduce congestion effects on traffic flow and cost patterns, they do not allow
to represent the variation over time of the demand flows (for example, around the rush hour) and
of the network performances (for example in presence of time varying tolls, lane usage, signal
plans, link usage permission). Most importantly, they cannot reproduce some important dynamic
phenomena, such as the formation and dispersion of vehicle queues due to the temporary over-
saturation of link sections, and the spillback, that is queues propagation towards upstream links.
For these use cases, dynamic models are available.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The PrT Assignment DUE example describes two
variants (with and without spillback) of the dynamic user equilibrium assignment.

516 © PTV Planung Transport Verkehr GmbH

 7.21.1 Fields of application of dynamic equilibrium assignment

7.21.1 Fields of application of dynamic equilibrium assignment

The Within-Day Dynamic Traffic Assignment (WDDTA) models allow us to overcome the limits of
static models. Among them, the Dynamic User Equilibrium (DUE) model embedded in Visum
presents several new and unique features, yielding an algorithm highly efficient both in terms of
memory usage and computing time. Thus, this model can be applied to large networks (hundreds
of zones and up to one hundred thousand links and nodes) with long periods of analysis (possibly
the entire day). It is particularly suitable for the following application fields.
Simulation of heavily congested urban and extra urban networks, where oversaturation con-
ditions and the back propagations of congestion among adjacent roads are present over a
large part of the network for several hours each day.
Simulation of networks with transient congestion effects, leading to route choice varying dur-
ing the assignment period.
Simulation of networks in presence of dynamic management and/or time varying access
policies, such as time varying tolls, signal timing plans, lane usage permission.
Simulation of incident effects and incident management
Simulation of evacuation plans, in particular when the maximum evacuation time is required.
Below you can find a complete overview of the model underlying the Dynamic User Equilibrium
procedure implemented in Visum. However, in order to improve readability, any bibliographic ref-
erence is omitted, along with many analytic proofs. The bibliography contains references to sci-
entific papers, underlying theories, and approaches on which this model is based (see "Literature"
on page 963).

7.21.2 Overview of the dynamic equilibrium assignment model

This model is aimed at solving the Within-Day Dynamic Traffic Assignment (WDDTA) on link
networks addressing explicitly the simulation of queue spillovers. It is based on a macroscopic
approach, the Dynamic User Equilibrium (Illustration 122).

© PTV Planung Transport Verkehr GmbH 517

7.21.2 Overview of the dynamic equilibrium assignment model

Illustration 122: The dynamic user equilibrium problem

Apart from the temporal dimension, the main difference between the static and the dynamic user
equilibrium relates to the consistency constraints between arc and path model variables. While in
the static case these constraints involve only the spatial dimension of the system, in the dynamic
case they concern the temporal dimension also. More specifically, for given path flows, the
determination of the arc flows, which in the static case requires only the arc-path incidence matrix,
in the dynamic case involves also the travel times on the network; that is, the network flow
propagation model depends also on the path performances (diagonal arrow in Illustration 122).
The present formulation of the WDDTA has three essential innovations compared to existing
WDDTA methods:
1. Instead of a simulation approach, it adopts a temporal profile approach, where the value of a
given variable of the problem is determined as a function of time for the entire period of ana-
lysis, based on the temporal profiles of the other variables of the problem, which are assumed
to be fixed to their current value; This approach, depicted on the right of Illustration 123, has an
iterative nature, since each variable has to be recalculated until a convergence is achieved.

518 © PTV Planung Transport Verkehr GmbH

 7.21.2 Overview of the dynamic equilibrium assignment model

Illustration 123: Time slice approach (left) and time profile approach (right) to the Continuous
Dynamic Network Loading problem
2. Spill-back can be modeled explicitly simply by switching between two alternative network per-
formance models. Without spillback, arc performance (the relationship between arc inflow and
outflow time series) depends on the properties of that arc only; with spillback, capacities
upstream of bottlenecks are reduced so that arc storage capacities are not exceeded (Illus-
tration 124).

Illustration 124: Scheme of the fixed point formulation for WDDTA with spillback congestion
3. The path choice model can adopt either a deterministic view where only objectively least-cost
paths are loaded, or a Probit view where impedances are perturbed stochastically to reflect
subjective user perceptions.
This approach presents several advantages:
Consistency between path and link flows (network loading) is achieved in the same iteration
as the equilibration between demand and supply. Nested loops are avoided.
An implicit path approach generates rational path probabilities without the need to enumerate
all paths.

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 7.21.3 Mathematical framework of the Dynamic User Equilibrium

A major advantage of the temporal profile approach, is that the assignment period may be
subdivided into long time intervals (typically 5-15 minutes), instead of a few seconds for the
simulation approaches, saving computation time and memory. This allows overcoming the
difficulty of solving WDDTA instances on large networks and long periods of analysis.
The complexity of the algorithm is roughly equal to that of a static assignment multiplied by
the number of (long) time intervals introduced.
For queue spillover modeling, the interaction among the flows on adjacent arcs is propagated in
terms of time-varying arc exit capacities. The approach is then to reproduce the spillback phe-
nomenon as a hypercritical flow state, either propagating backwards - from the final section of an
arc - and reaching its initial section, or originating on the latter that reduces the capacities of the
arcs belonging to its backward star and eventually influences their flow states.
The description of the dynamic user equilibrium has the following structure. First, the main vari-
ables underlying the continuous model are introduced, along with some significant results of the
traffic flow theory underlying the presented model (see "Mathematical framework of the Dynamic
User Equilibrium" on page 520) . Subsequently, the network performance model and its sub-
models are described (see "Network performance model" on page 524). Then, the display of the
network loading map (see "Assignment of network demand (network loading)" on page 534) is fol-
lowed by a description of the overall Dynamic User Equilibrium model, both for the deterministic
and Probit case (see "The overall model" on page 536). A numeric example including the analysis
rounds off the procedure description(see "Example of dynamic user equilibrium" on page 538).

7.21.3 Mathematical framework of the Dynamic User Equilibrium

As the analysis is carried out within a dynamic context, the model variables are temporal profiles,
here represented as piecewise continuous functions of the time variable t.
Users trips on the road network are modeled through a strongly connected oriented graph G = (N,
A), where N is the set of the nodes and A ⊆ N ´ N is the set of the arcs. Each link, turn, and con-
nector in the Visum network corresponds to an arc. Each Visum network node and zone cor-
responds with a node from G.
Each arc a is identified by its start node (FromNode) TL(a) and by its end node (ToNode) HD(a).
Thus a = (TL(a), HD(a)).

Example
For an arc a representing a link in the Visum network, TL(a) would correspond to its From-node
and HD(a) to its To-node. The forward and backward star of node x∈ N are denoted, respectively,
FS(x) ={a ∈ A: x = TL(a)} and BS(y) = {aÎA: y = HD(a)}. The zones constitute a subset Z ⊆ N of
nodes.
When traveling from a node o∈ N to a node d∈ Z users consider the set Kod of all the paths con-
necting o and d on G. The focus is on the n:1 shortest path problem from each node o∈ N to a
given destination d∈ Z. It is assumed that graph G is strongly connected, so that Kxd with x∈ N ≠
d∈ Z is not empty.
Path topology is described through the following set notation:
A(k) = concatenated sequence of arcs constituting the path k∈ Kod from o∈ N to d∈ Z.
The following notations are adopted for the network volumes.

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 7.21.3 Mathematical framework of the Dynamic User Equilibrium

Dod Demand of vehicles, which are moving from origin o∈ N to destination d∈ Z and are
(τ) departing at time τ
fa(τ) Flow of vehicles, which at time τ are traversing arc a∈ A
Fa Cumulated flow of vehicles, which at time τ are traversing arc a∈ A
(τ)
ua Exit flow from arc a∈ A at time τ
(τ)

The following applies by definition:

[27]

For the calculation of network performance, travel times are introduced through inflow-outflow
functions, and the following notation is adopted.

ca(τ) Cost of traversing arc a∈ A for vehicles entering it at time τ

ta(τ) Outflow time of arc a∈ A for vehicles entering it at time τ
-1
fa Inflow time of arc a∈ A for vehicles exiting it at time τ
(τ)
Ck(τ) Cost of path k∈ Kod from o∈ N to d∈ Z for vehicles departing from node o at time τ
Tk(τ) Outflow time of path k∈ Kod from o∈ N to d∈ Z for vehicles departing from o at time τ

Due to the presence of time-varying costs, it may be convenient to wait at nodes in order to enter
a given arc later. In the following, it is assumed that vehicles are not allowed to wait at nodes, but
instead paths with cycles may seem the better option. However, the shortest paths include at
most a finite number of cycles.
Since waiting at nodes is not allowed, the path exit time T k (τ) is the sum of the travel times of its
arcs A(k), each of them referred to the instant when these vehicles enter the arc when traveling
along the path. Moreover, assuming that path costs are additive with respect to arc costs, its cost
C k (τ) is the sum of the costs of its arcs A(k). The outflow time or the cost, respectively, of path k
can then be retrieved through the following recursive equations:
[28]

[29]

where a = (o, x)∈ A is the first arc of k and h∈ Kxd is the remainder of path k (Illustration 125).

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7.21.3 Mathematical framework of the Dynamic User Equilibrium

Illustration 125: Recursive expressions of path exit time, entrance time and cost
The strict First In First Out (FIFO) rule holds if the following property is satisfied for each arc a∈ A:
, for all [30]
t‘ > t
The monotonicity expressed by [30] ensures that the temporal profiles of the arc exit times are
invertible. Moreover, the FIFO rule applies also to the entrance times.
, for all [31]
t‘ > t
Any arc a∈ A consists of a homogeneous channel with two bottlenecks located at the beginning
and at the end. The flow states along the arc are determined on the basis of the Simplified Theory
of Kinematic Waves (STKW), assuming the concave parabolic-trapezoidal fundamental diagram
depicted in Illustration 126, expressing the vehicle flow q a (x,τ) at a given section x of the arc and
instant t, as a function of vehicle density ka(x,τ) at the same section and instant.
The arc is then characterized by:

La Length of arc a
Qa Capacity of the initial bottleneck and of the homogeneous channel associated with arc a,
called in-capacity;
Sa Capacity of the final bottleneck associated to arc a, simulating the average effect of capa-
city reductions at road intersections (i.e. due to the presence of signal controllers), called
out-capacity Sa ≤ Qa;
Va Maximum speed allowed on arc a, called free flow speed in Visum
KJa Maximum density on arc a called jam density
Wa propagation speed of hypercritical flow states on arc a, called hypercritical kinematic wave
speed.

Within this framework, for links the in-capacity corresponds to the physical mid-block capacity,
whereas out-capacity reflects the bottleneck capacity imposed by the signal controller or priority

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 7.21.3 Mathematical framework of the Dynamic User Equilibrium

rules at the downstream junction. Exit connectors (x, d)∈ A: x∈ N \ Z, d∈ Z are arcs with infinite in-
capacity, entry connectors (o, y)∈ A: o∈ Z, y∈ N \ Z are arcs with infinite out-capacity. Turns,
however, are represented by arcs having zero length and in-capacity equal to their out-capacity.

Illustration 126: The adopted parabolic-trapezoidal fundamental diagram, expressing the relation
among vehicular flow, speed, and density along a given arc.
In Illustration 126, k2 a ≥ k1 a is assumed, implying the following relation among the above para-
meters:

Based on the fundamental diagram, it is possible to identify two families of flow states.
Hypocritical flow conditions corresponding to uncongested or slightly congested traffic.
Under these conditions, if vehicular density increases, the vehicular flow increases also.
Hypercritical flow conditions corresponding to heavily congested traffic. Queues and “stop
and go” phenomena occur. Under these conditions, if vehicular density increases, the vehicu-
lar flow decreases.
Then, koa(q) and voa(q) express the density and the speed as functions of the flow in presence of
hypercritical flow conditions, while ku a (q) and vu a (q) express the density and the speed as func-
tions of the flow in presence of hypocritical flow conditions.
When modeling arcs with low speed limits, i.e. representing urban roads, it may be assumed that
the vehicle speed under hypocritical flow conditions is constant and equal to the speed limit, until
capacity is reached. In this case, the simpler trapezoidal fundamental diagram depicted in Illus-
tration 127 may be adopted, whereby in order to guarantee k2 a ≥ k1 a , the following relation must
apply:

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 7.21.4 Network performance model

Illustration 127: The trapezoidal fundamental diagram suggested for urban links
In order to implement the proposed models, the period of analysis [0, Q] is divided into n time inter-
vals identified by the sequence of instants τ= {τ0, … , τi, … , τn},with τ0 = 0, τi < τj for all 0 ≤ i < j ≤ n,
and τn= Q. For computational convenience, we introduce also an additional instant τn+1= ∞.
In the following we approximate the temporal profile g(τ) of any variable through either a piece-
wise linear or a piecewise constant function, defined by the values gi = g(τi) taken at each instant
τi∈ τ. This way, any temporal profile g(τ) can be then represented numerically through the vector g
= (g0, … , gi, … , gn).

7.21.4 Network performance model

To represent the spillback phenomenon, we assume that each arc is characterized by two time-
varying bottlenecks, one located at the beginning and the other one located at the end, called
entry capacity and exit capacity respectively.
The entry capacity, bound from above by the in-capacity, is meant to reproduce the effect of
queues propagating backwards on the arc itself, which can reach the initial section and can thus
induce spillback conditions on the upstream arcs. In this case the entry capacity is set to limit the
current inflow at the value which keeps the number of vehicles on the arc equal to the storage
capacity currently available. The latter is a function of the exit flow temporal profile, since the
queue density along the arc changes dynamically in time and space accordingly with the STKW.
Specifically, the space freed by vehicles exiting the arc at the head of the queue takes some time
to become actually available at the tail of the queue, so that the jam density times the length is
only the upper bound of the storage capacity, which can be reached only if the queue is not mov-
ing.
The exit capacity, bound from above by the out-capacity, is meant to reproduce the effect of
queue spillovers propagating backwards from the downstream arcs, which may generate hyper-
critical flow states on the arc itself. For given arc inflows, arc outflows, and intersection priorities,
which are here assumed proportional to the mid-block capacities, the exit capacities are obtained
as a function of the entry capacities based on flow conservation at the node.
The network performance model is specified here as a circular chain of three models, namely the
“exit flow and travel time model for time-varying capacities”, the “entry capacity model”, and the
“exit capacity model”, which are solved iteratively. Illustration 128 shows the three models in con-

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 7.21.4 Network performance model

text. The journey times which result from the solution of the three feedback model components,
are combined with the monetary costs to generalized costs by an Arc Cost Model.

Illustration 128: Scheme of the fixed point formulation for the NPM

Exit flow and travel time models for time-varying exit capacity
Under the condition that the FIFO rule applies and vehicles are therefore not able to overtake, an
arc performance model with time-varying exit capacity is introduced in this section. The exit flow is
achieved by propagating the inflow temporal profile along the arc and thus calculating the cor-
responding time-series of the travel time.
Assuming that the capacity at the end of a given edge a∈ A is not reduced due to spillback effects,
for a vehicle entering the edge at time τ, the hypocritical exit time r a (τ) can be expressed,
dependent of the previous part of the inflow time series, which corresponds to the inflow f a (σ) at
any time σ ≤ τ.
[32]

The equation [32] is described further below.

for the trapezoidal fundamental diagram (see "Hypocritical exit time model for a trapezoidal
fundamental diagram" on page 527) (Illustration 127)
for the parabolic fundamental diagram (see "Hypocritical exit time model for a parabolic fun-
damental diagram" on page 527) (Illustration 126)
If, however, at the end of the edge there is a bottleneck with a time-varying capacity Ψa(τ) ≤ Sa for
each time σ, the time series of the cumulative outflow is determined, whose value Ea(τ) at time t
is defined as follows:
[33]

Where Ψa(τ) denotes the cumulative exit capacity at time t.

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7.21.4 Network performance model

[34]

This means that Ψa(τ) - Ψa(σ) vehicles can exit the edge between times σ and τ.
The above expression [33] is based on the following specification of the FIFO rule, stating that the
cumulative exit time at the exit instant ta(τ) of a vehicle that enters the arc at t is equal to the cumu-
lative inflow at time t. This means the following:
[35]

Then, equation [33] can be explained as follows: If at a specific time t there is no congestion, the
journey time is identical to the subcritical journey time, so that, based on the FIFO rule [35] the
cumulative exit flow is equal to the cumulative inflow at time r a -1 (τ) (a vehicle that reaches the
edge at time r a -1 (τ). leaves it at time t). If a queue develops at time s < t, the exit flow from this
point of time to the time where the queue breaks up, then corresponds to the exit capacity. Based
on the FIFO rule, this results in a cumulative exit flow Ea(τ) from the cumulative inflow at time ra-1
(σ) plus the integral value of the exit capacity between σ and t, which isΨa(τ) - Ψa(σ).
By definition, the exit flow ea(τ) from arc a at time t is:
[36]

By definition, ea(τ) ≤ Ψa(τ) applies at any time τ hypercritical exit flows occur if ea(τ) = Ψa(τ).
Knowing the cumulative inflow and exit flow temporal profiles, the FIFO rule [35] yields an implicit
expression for the arc exit time temporal profile.
[37]

Illustration 129 depicts a graphical interpretation of equation [37], where the time profile of the
cumulative exit flow Ea(τ) complies with the lower envelope of the following curves:
a) the cumulative inflow Fa(τ), shifted forward in time by the hypocritical travel time ra(τ) -τ thus
yielding the temporal profile Fa[ra-1(τ)]. This represents the rate at which vehicles entering the
arc arrive at its end.
b) for every time s, the cumulative time series of the exit capacity is shifted vertically so that it
goes through the point (σ,Fa[ra-1(σ)]). This represents the rate of vehicles that can exit the arc
following time s. No queue is present when curve a) prevails. Queuing starts, when the cumu-
lative exit flow curve falls below the time-shifted cumulative entry flow curve, this means that
more vehicles arrive at the final section of the arc than can exit. In the diagram, therefore, the
queue arises at time s''. In Illustration 129, calculation of the exit time based on the cumulative
time series of inflows and outflows is illustrated by thick arrows.

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 7.21.4 Network performance model

Illustration 129: Arc with time-varying capacity

Hypocritical exit time model for a trapezoidal fundamental diagram

If the trapezoidal fundamental diagram is adopted to represent flow states on the arc, the hypo-
critical speed on the link is constant, and thus equation [28] is simply specified as follows.
[38]

In this case, using [33] equation [38] can be made explicit as follows:
[39]

Hypocritical exit time model for a parabolic fundamental diagram

If the parabolic fundamental diagram is adopted, the situation becomes more complicated
because vehicles may travel at different speeds even at hypocritical densities. If the arc inflow
temporal profile is piecewise constant, the running link exit time can be determined at least
approximately from the STKW. The general idea is to trace out the trajectory of a vehicle entering
arc a at time t, observing the different speeds it will encounter along the arc, and determining its
exit time ta(τ). Further below you will first find a description of the precise model. In cases where it
might require large computational effort, it can be replaced by a simpler model that averages
traffic conditions and thus limits the number of traffic situations encountered by vehicles on arc.
Readers who would like to get a general feel for the model as a whole may just note the general
idea and skip to the conclusion of this section (see "Input and output attributes of dynamic user
equilibrium" on page 540).

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7.21.4 Network performance model

Illustration 130: Flow pattern given by the Simplified Theory of Kinematic Waves
Based on the STKW, vehicles change their speeds instantaneously. As depicted in Illustration
130, when the inflow temporal profile is piecewise constant, vehicle trajectories are piecewise lin-
ear. Furthermore, the space- time plane comes out to be subdivided into flow regions char-
acterized by homogeneous flow states and delimited by linear shock waves. The slope Waij of the
shockwave separating the two hypocritical flow states Φ(fai) and Φ(faj) is:
[40]

In theory, given a piece-wise constant inflow time series, it is possible to determine the trajectory
of a vehicle entering the arc at instant t, and thus its hypocritical exit time ra(τ). The Illustration 130
shows that it may actually be extremely cumbersome to determine these trajectories.
Many shockwaves may be active on the arc at the same time.
Shockwaves may be generated either at the initial section by flow discontinuities at times τi, 0
≤ i ≤ n-1, or by shockwave intersections on any arc section at any time.
A vehicle may cross many shockwaves while traveling on the arc, and all the crossing points
have to be explicitly evaluated in order to determine its trajectory.
In order to overcome these difficulties, as depicted in Illustration 131, we assume that at each
instant ri, 0 ≤ i ≤ n-1, a fictitious shockwave is generated on the initial arc section separating the
actual flow state Φ(fai+1) from a region with the average speed λi = L / (rai - τi) of the vehicle that
reaches the arc at time τi.
Fictitious shockwaves are very easy to deal with due to the following reasons:
They never touch each other and are therefore all generated on the current initial link section
only at time τi, 0 ≤ i ≤ n-1.
Each vehicle meets at the most the last generated fictitious shockwave, so that its trajectory
is very easy to be determined.
Based on [36], slope Wai of the fictitious shockwave is as follows:

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 7.21.4 Network performance model

[41]

Illustration 131: Flow pattern given by the Averaged Kinematic Wave model
Note that the trajectory of a vehicle entering the current link at time τ∈ (τi-1,τi] is directly influenced
only by the mean trajectory of the vehicle entered at time τi-1, summarizing the previous history of
flow states on the arc.
The approximation introduced has little effect on the model efficacy. Moreover, it satisfies the
FIFO rule, which is still ensured between the arc initial and final sections, while local violations
that may occur within intermediate sections are of no interest.
Based on the above, the hypocritical travel time τai = τa(τ)i, 0 ≤ i ≤ n-1 can be specified as follows:

a) If a vehicle entered at time τi does not meet the fictitious shockwave Wai-1 before the end of
the arc, its hypocritical exit time is simply:

Here, fai is the arc inflow during time interval (τi-1,τi].

b) Otherwise, its hypocritical exit time is determined on the basis of the two speeds it assumes
before and after crossing the fictitious shockwave.

where ωi is the travel time of the vehicle before it reaches the fictitious shockwave (Illustration
132).

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7.21.4 Network performance model

Illustration 132: Determination of the arc hypocritical exit time

Then, the hypocritical travel time ra(τ) specifying [32] is:
[42]

Entry capacity model

In this section we propose a new approach to represent the effect on the entry capacity of queues
that, generated on the arc final section by the exit capacity, reach the arc initial section, thus indu-
cing spillback conditions. This part of the model is used only if DUE is run with the spillback
option activated (see User Manual: Chpt. 22.5, page 2098). If the option is turned off, the storage
capacity of an arc is assumed to be infinite, and the entry capacity of a link is never reduced below
the in-capacity.
To help understand let us assume, for the moment, that the queue is uncompressible, that means,
only one hypercritical density exists. Then, the kinematic wave speed is infinitive – from either
Illustration 126 or Illustration 127 it is clear that w a  = ∞ with KJ a  = k2 a – so that any hypercritical
flow state occurring at the final section would back-propagate instantaneously. This circumstance
does not imply that the queue reaches the initial section instantaneously. There, the exiting hyper-
critical flow state does actually not affect the entering hypocritical flow state until the arc has filled
up completely. This means, that the cumulative number of vehicles that have entered the arc
equals the number of vehicles that have exited the arc plus the storage capacity. The latter in this
case is constant in time and given by the arc length multiplied by the maximum queue density. As
soon as the queue exceeds the arc length, the entry capacity becomes equal to the exit capacity,
that means, all vehicles on the arc move as one rigid object.
In reality, hypercritical flow states may actually occur at different densities. Their kinematic wave
speeds are not only lower than v0, implying that the vehicles will reach the first arc section with a
delay when starting from the final section, but also somewhat different from each other, which gen-
erates a distortion in their forward propagation in time. Notice that the fundamental diagrams
adopted here are capable of representing the dominant delay effects but not the distortion effects,
since all backward kinematic waves have the same slope.

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 7.21.4 Network performance model

The spillback effect on the entry capacity is investigated by exploiting the analytical solution of the
STKW. The flow state occurring on an arc section is the result of the interaction among hypo-
critical flow states coming from upstream and hypercritical flow states coming from downstream.
Specifically, on the initial section, the one flow state coming from upstream is the inflow, while the
flow states coming from downstream are due to the exit capacity and can be determined by back-
propagating the hypercritical portion of the cumulative exit flow temporal profile, thus yielding
what we refer to as the “maximum cumulative inflow” temporal profile.
According to the Newell-Luke minimum principle, the flow state consistent with the spillback phe-
nomenon occurring at the initial section is the one implying the lowest cumulative flow. Therefore,
when the cumulative inflow equals or overcomes the maximum cumulative inflow, so that spill-
back actually occurs, the derivative of the latter temporal profile may be interpreted as an upper
bound to the inflow. This enables the determination of the proper value of the entry capacity that
maintains the queue length equal to the arc length.
The instant υa(τ) when the backward kinematic wave generated at time t on the final section of arc
a∈ A by the hypercritical exit flow ea(τ) = Ψa(τ) would reach the initial section is given as follows.
[43]

By definition the points in time and space constituting the straight line trajectory produced by a kin-
ematic wave are characterized by a same flow state. Moreover, Illustration 133 shows that the
number of vehicles encountered by the hypercritical wave relative to the exit flow q for any infin-
itesimal space d s traveled in the opposite direction is equal to the time interval d s

multiplied by that flow. Therefore, integrating along the arc from the final to
the initial section, we obtain the maximum cumulative flow Ha(τ) that would be observed at time υa
(τ) in the initial section as:
()= [44]
Ha τ

Illustration 133: Trajectories of a hypercritical kinematic wave and of the intersecting vehicles
In the fundamental diagrams adopted here, the hypercritical branch is linear and therefore υa(τ) is
invertible. Since wa(q) = wa is the time at υa(τ) = τ, based on [43], σ = τ - La /wa. Furthermore, Ha(τ)

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7.21.4 Network performance model

= Ea(τ) + La • KJa results, based on [44] q/va(q) = KJa - q/wa. Therefore, the maximum cumulative
inflow Ga(τ) that could have entered the arc at time t due to the inflow volume is given by the fol-
lowing equation:
[45]

If the cumulative inflow Fa(τ) at time t equals or exceeds the maximum cumulative inflow Ga(τ), so
that spillback occurs at that instant, then the entry capacity μa(τ) is given by the derivative dGa(t)/dτ
of the latter; otherwise, it is equal to the in-capacity Qa.
Differentiating Ga(τ) implies the following:

=
From ea(τ - La /wa), the following applies:
[46]

Illustration 134 shows how, based on equation [45], the time series of the maximum cumulative
inflow can be obtained graphically through a rigid translation (thick arrows) of the cumulative exit
flow time series for La / wa in time and for La • KJ a in value. Moreover, it points out that if Ga(τ) is
greater than Fa(τ), the queue is shorter than La and μa(τ) = Qa.
Otherwise spillback occurs and μa(τ) = Ψa(τ - La /wa).

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 7.21.4 Network performance model

Illustration 134: Graphical determination of the time series of the inflow capacity in the case of tri-
angular fundamental diagram, piecewise constant inflow, and constant exit capacity

Exit capacity model

In this section we present a model to determine, for a given node, the exit capacities of the
upstream arcs, on the basis of the entry capacities of the downstream arcs and of the turn
volumes. Only two node forms occur in the graph that is formed on the basis of the Visum net-
work. These are joining links and diverging links. In this case, the model can be described by the
inflows and outflows of edges.
When considering joining links x∈ N, that is an intersection with a singleton forward edge, the
problem is to split the entry capacity μb(τ) of the edge b = FS(x) available at time t among the edges
belonging to its backward edge, whose outflows compete to get through the intersection. In prin-
ciple, we assume that the available capacity is distributed proportionally to the out-capacity S a of
each arc a∈ BS(x). But this way it may happen that on some arc a the outflow μ a(τ) is lower than
the share of entry capacity assigned to it, so that only a lesser portion of the latter is actually
exploited. The rest of the entry capacity is then partitioned among the other arcs. Moreover, when
no spillback phenomenon is active, the exit capacity Ψa(τ) is set equal to the out-capacity Sa.
When considering diverging links x∈ N , that is an intersection with a single backward edge, the
exit flow of this edge a = BS(x) is determined by the most restrictive entry capacity among the for-
ward edges. If no arc is spilling back, the exit capacity is set equal to the out-capacity. If only one
arc b∈ FS(x)is spilling back, that is fb(τ) ≥ μb(τ), then the exit capacity μa(τ), scaled by the share of

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 7.21.5 Assignment of network demand (network loading)

vehicles turning on arc b is set equal to the entry capacity of b in order to ensure capacity con-
servation at the node while satisfying the FIFO rule Ψa(τ) • fb(τ) / μa(τ) = μb(τ) applied to the vehicles
exiting from arc a. If more than one arc b∈ FS(x) is spilling back, the exit capacity is the most pen-
alizing among the above values. On this basis, the following equation is derived:
[47]

Note that, in contrast with the models presented in the previous two sections, this model is spa-
tially non-separable, because the exit capacities of all the arcs belonging to the backward star of a
same node are determined jointly, and temporally separable, because all relations refer to a same
instant.
It is assumed that vehicles do not occupy the intersection if they cannot cross it due to the pres-
ence of a queue on their successive arc, but wait until the necessary space becomes available.
Indeed, this model is not capable of addressing the deterioration of performances due to a mis-
usage of the intersection capacity.

Arc Cost Model

The cost for vehicles entering arc a at time t is given as follows:
[48]

Here, ma(τ) describes the monetary costs, and η represents the value of time.

7.21.5 Assignment of network demand (network loading)

In this section we develop a formulation for the dynamic Network Loading Map with implicit path
enumeration in the case of deterministic route choice model. To this end, we will firstly define and
address the continuous dynamic shortest path problem, which lies at the heart of the route choice
model.

Continuous dynamic shortest path problem

Contrary to the static case, in the dynamic context the shortest path problem involves explicitly the
time dimension, since the costs of the arcs constituting a path are to be evaluated at different
instants, consistently with the travel times experienced along the path, as induced by the recurs-
ive equation [29]. Then the minimum cost wod(τ) between each node o∈ N and a given destination
d∈ Z are determined for users departing at time t.
wod(τ) = min{Ck(τ): k ∈ Kod} [49]

It can be proven that the following dynamic version of the Bellman relation for each node o∈ N
(Illustration 135) is equivalent to problem [49].
d( ) = min [50]
wo τ

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 7.21.5 Assignment of network demand (network loading)

Illustration 135: Dynamic version of the Bellman relation

The set of Bellman relations [50] can be solved using a dynamic programming approach
described below.

Path choice and network flow propagation models

Under the assumption that users are perfectly informed rational decision-makers, the resulting
behavior is such that only shortest paths are utilized. The deterministic route choice model for
users traveling at time t from origin o∈ N to destination d∈ Z can then be formulated through the
following extension of the dynamic case of Wardrop’s first principle:
If path k ∈  Kod is used, i.e., its choice probability Pk(τ) is positive, then its cost Ck(τ) is equal to
the minimum cost wod(τ), to travel from o to d departing at time t.
If, vice versa, path k is not used, i.e., its choice probability is zero, then its cost must not be
less than the minimum cost.
This can be formally expressed as follows:
[51]

Moreover, the choice probabilities must be non-negative and amount to 1.

We now develop a formulation based on implicit path enumeration for the route choice model and
for the corresponding network flow propagation model adopting the temporal-layer approach,
where the temporal perspective is the exit time from the current node.
If the shortest paths from o∈ N nach d∈ Z for users departing at time t involve more than one arc
exiting from an intermediate node x, then the conditional probabilities of these arcs at time t for
users directed to d could depend, in general, on the sub-path utilized from each o to x. Because of
the additive nature of arc costs, we assume instead that the arc conditional probabilities at each
node are equal for all users directed to the same destination regardless of the sub-path so far util-
ized.
Under this assumption, the choice probability Pk(τ) of a path k ∈  Kod from o∈ N to d∈ Z for users
departing at time t is equal to the product of the conditional probabilities of its arcs A(k), each of

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 7.21.6 The overall model

them referring to the time when these users enter the arc when traveling along the path. The
choice probability of k can be then retrieved through the following recursive expression:
[52]

where (o, x) is the first arc of k and h ∈  Kxd is the rest of path k.
The dynamic Wardrop condition is satisfied when the conditional probabilities of the edges are cal-
culated as follows.
[53]

[54]

[55]

Equation [49] states that road users exiting node o∈ N at time t and are heading toward d∈ Z,
among the forward stars FS(o), may only choose an arc (o, x) for which the total of arc costs Cox(τ)
and minimum costs w x d (t ox (τ)) correspond to the minimum costs w o d (τ) for the remaining path to
the destination. In x, the passage time is tox(τ) here.
The flow f ox d (τ) of vehicles directed to destination d∈ Z that enter the arc (o, x)∈ A at time t is
given by the arc conditional probability poxd(τ) multiplied by the flow exiting from node o at time t.
The latter is given, in turn, by the sum of the outflow uyod(τ) from each arc (y, o)∈ BS(o), entering o,
and of the demand flow Dod(τ) from o to d. This results in the following equation:
[56]

Applying the FIFO and flow conservation rules, the outflow from y at timeτ can be expressed in
terms of the inflow at a at time tyo-1(τ).
[57]

Where the weight dtyo(τ)/dτ stems from the fact that travel times vary over time, so that users exit
from y at a certain rate and, in general, enter in o at a different rate, which is higher than the pre-
vious one if the arc travel time is decreasing, and lower, otherwise.
The total inflow and outflow of arc (o, x)∈ A at time t are then:
[58]

7.21.6 The overall model

All the components of the dynamic user equilibrium procedure have been introduced. Here we for-
mulate the user equilibrium, where no user can reduce his perceived travel cost by unilaterally

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 7.21.6 The overall model

changing paths, described as a fixed point problem in the temporal profiles of the arc inflows and
outflows.

The deterministic case

Formulation of the implicit path enumeration yields the model depicted in Illustration 136.

Illustration 136: Variables and models of fixed point formulations for the network performance
model (left) and for dynamic assignment with spillback (right)
In analogy with the static case, the Network Loading Map (NLM) is a functional relation yielding,
for given demand flows D, an arc flow pattern f consistent with the arc performances t, and c,
through the deterministic route choice model p(w(c, t), t, c), and the network flow propagation
model ω(p, t; D). The assignment uses an implicit path enumeration and is based on the min-
imum costs w from each node to destination, as well as on the resulting conditional probabilities p
of the edges. In turn, the arc performance model yields the arc exit time pattern t, and the arc cost
pattern c, consistent with the arc inflows f and arc outflows u. The deterministic equilibrium results
from the feedback of network loading map and arc performance model.

The Probit case

In the Probit route choice model, which is based on the random utility theory, the arc costs per-
ceived by users are not known with certainty and are thus regarded as independent random vari-
ables. We extend the Probit model to the dynamic case, assuming that the arc cost ĉ a (τ) of arc
a∈ A perceived by users at time t is equal to the sum of the arc cost ca(τ) yielded by the arc per-
formance model and of a time-varying random error, whose value at time t is distributed as a nor-

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 7.21.7 Example of dynamic user equilibrium

mal variable. Its variance is assumed proportional to a time-varying cost term χ a(τ) > 0 and inde-
pendent of the load case.
The arc flow pattern resulting from the evaluation of the Probit NLM for given arc performances is
obtained through the well-known Montecarlo method as follows:
1. Get a sample of H perceived arc cost patterns.

Applies in compact form

[59]

where each Ψa(τ) is extracted from a standard normal variable N[0,1] and h = 1, … , H.
2. For each perceived arc cost pattern of the sample, determine with the deterministic NLM a con-
sistent arc inflow pattern.
3. Calculate the mean of the resulting deterministic arc inflow patterns, thus obtaining an undis-
torted estimation of the Probit arc inflow pattern.
Note that according to equation [59], the entire time series ĉ a h (τ) is disturbed with one random
number. This means the estimation error of road users does not depend on the time of day. This is
consistent with the behavior of users, who perceive the arc cost temporal profile as a whole. On
the contrary, the travel times that underlie the network flow propagation, are considered as con-
stant throughout the simulation.

7.21.7 Example of dynamic user equilibrium

In order to investigate the behavior of the proposed model and to show the effect of spillback on
path choice, we analyze a simple example which presents intuitive solutions. The example is
provided with Visum and is located in the Training folder, under DUE, as Braess_without_spill-
back.ver and Braess_with_spillback.ver.
The following refers to the Braess network depicted in Illustration 137 . Links have the char-
acteristics reported in the corresponding table, and are all modeled with a parabolic-trapezoidal
fundamental diagram. All link out-capacities are set equal to the corresponding in-capacities. The
turn capacities are QAC = QAE = QED = 2 000 veh/h and QBD = QCF = QDF = 1 000 veh/h.

Link La[km] Qa [veh/h] Va [km/h] Wa [km/h] 1 / Ka[m]

A 0.4 2000 50 15 7.0
B 0.6 2000 50 15 7.0
C 0.6 2000 50 15 7.0
D 0.4 2000 50 15 7.0
E 0.4 2000 50 15 7.0
F 0.1 4000 50 15 3.5

The assignment period is constituted by 100 intervals of 1 minute. For the first 33 minutes of sim-
ulation, constant demand flow from node 1 to node 5 is assumed, which equals D15 = 2,300 veh/h.

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 7.21.7 Example of dynamic user equilibrium

Illustration 137: Example network

The results of two assignment runs, one without and the other with spillback congestion, are
presented in Illustration 138. Without spillback, the congestion is evenly located only on turns CF
and DF (which can be gathered observing turn travel times), so that on all the paths between node
1 and node 5 the queue is about equal, and path A-E-D-F has fewer users since it is clearly not
convenient. With spillback, however, the queue propagates from turn CF to arc C and up to arc A,
and from turn DF to arc D and up to arcs B and E. Moreover, the spillback effect is greater on arc
B than on arc E because of the different capacities of turn ED and turn BD. Then, after an initial
growth, the travel time on arc D remains constant, since congestion is propagated upward, while
the travel time on arc B grows faster than the travel time on arc E, so that path A-E-D now
becomes competitive, as it implies a longer route but a lower travel time. That is why the flow on
arc E increases from around 150 veh/h to 670 veh/h approximately.

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 7.21.8 Input and output attributes of dynamic user equilibrium

Illustration 138: Results of dynamic equilibrium assignment with and without spillback

7.21.8 Input and output attributes of dynamic user equilibrium

This method computes an equilibrium assignment over a given assignment period, given both
time-varying demand and time-varying supply.

Input – Supply
The available network is defined as usual by nodes, links, turns, zones, and connectors (option-
ally also main nodes and main turns). The attributes listed in Table 1 are relevant for DUE.

Network Attribute Optionally Comment

object time-varying
Link TSysSet No
Length No
v0 PrT Yes
Capacity PrT Yes in [veh/h]
Toll_PrTSys Yes
DueVWave No See below for explanation of link imped-
DueFunDiag No ance
SpacePerPCU No
LinkSpacePerPCU No
Out capacity PrT Yes in [veh/h]
Link type vMax_PrTSys No Maximum speed per transport system
on any link of this type
Turns TSysSet No
t0 PrT No
Capacity PrT Yes in [veh/h]
Main turn TSysSet No
t0 PrT No
Capacity PrT No in [veh/h]
Zones SharePrTOrig/Dest*) No Do connectors have shares{Yes/No}

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 7.21.8 Input and output attributes of dynamic user equilibrium

Network Attribute Optionally Comment

object time-varying
Connectors t0_TSys No
Weight*) No Connector share if enabled for zone
Table 149: Input attributes for the DUE procedure

*) with MPA only

Some of the attribute can be temporarily restricted. These attributes will then have a default value,
but may assume a different value during a given interval within the assignment period.
The transport system set and the connector shares have the same meaning as in all other assign-
ment methods.
Impedances are handled in a special way in DUE (see "Network performance model" on
page 524). In particular, link travel time is the sum of t 0 with free flow and a wait time at the bot-
tleneck which is assumed to be located at the end of the link. The free-running travel time t0
depends on a flow-density fundamental diagram. The fundamental diagram can have one of two
different shapes which differ in the sub-critical branch, this means, where density is less than the
critical density (at which maximum flow is reached). The shape is defined by the link attribute
DueFunDiag.
In the case of urban links, a trapezium shaped fundamental diagram is recommended. In this type
of diagram, the hypocritical branch is linear, which means that vehicles travel at free-flow speed v0
(on the free-running part) until capacity is reached. Illustration 139 illustrates how the shape of the
diagram is determined by the link attributes.

Illustration 139: Shape of the fundamental diagram based on link attributes

Notice that the jam density is the maximum number of vehicles per 1 km of link length. For a
single-lane link a typical value for SpacePerPCU would be around 7 m, resulting in a jam density
of ~140 vehicles / km.
In order for the fundamental diagram to be well- defined, the sub- critical and hyper- critical
branches must not overlap. Therefore the link attributes must satisfy the condition:
Capacity PrT • (1 / v0 + 1 / DueVWave) ≤ 1 000 / LinkSpacePerPCU

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7.21.8 Input and output attributes of dynamic user equilibrium

For freeway links, the assumption of constant sub-critical speed is not always justified, and an
approach similar to volume-delay functions appears more suitable.
In this type of diagram, the sub-critical branch is parabolic (Illustration 140), speed decreases
from v 0 at free flow to 0.5 • v 0 at capacity, and the flow-density curve reaches capacity with zero
derivative. The validity condition for the attributes then becomes
Capacity PrT • (2 / v0 + 1 / DueVWave) ≤ 1,000 / LinkSpacePerPCU.
All other properties are identical to the sub-critical linear case.

Illustration 140: Parabolic sub-critical branch in the fundamental diagram

The wait time at the end of the link is a function of the bottleneck capacity. This is defined for each
turn by turn attribute Capacity PrT. To work correctly with DUE, turn capacities should be determ-
ined in the following way:
First, determine the saturation capacity of each lane of the upstream arc, as the lane capacity
multiplied by the green time fraction (g/c) corresponding to that lane in the case of a sig-
nalized intersection, or by some suitable multiplier in case of non-prioritized approach at a
non-signalized intersection.
Then, determine each turn capacity as the sum of the capacities of lanes allowed for the cor-
responding maneuver.
Note: In case of lanes allowed for more than one maneuver, the corresponding lane capacity is
not to be split among the corresponding turns, but is to be entirely assigned to each turn cor-
responding to the allowed maneuvers. In this case in fact, DUE will, based on the turn flows res-
ulting from WDDTA, internally identify the actual capacity to be assigned to each turn.

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 7.21.8 Input and output attributes of dynamic user equilibrium

Example

Illustration 141: Signalized intersection in reality

The signalized intersection in Illustration 141, with lane capacities = 1,800 veh/h, a signal cycle =
90 s, and green fractions, should be implemented in Visum as shown at the bottom of Illustration
142. The turns approaching from the West have the following capacities:
turn 1 (1 lane allowed): Q1 = 1,800 • 30 / 90 = 600 veh/h
turn 2 (2 lanes allowed): Q2 = 1,800 • 45 / 90 + 1,800 • 45 / 90 = 1 veh/h
turn 3 (1 lane allowed): Q3 = 1,800 • 45 / 90 = 900 veh/h
Whereas the capacity of the right lane, which can be used to go either straight or right, is added
both to the straight turn capacity and to the right turn capacity.

Illustration 142: Diagram of the signalized node in Visum

For the compensation of the turn capacity overestimation due to shared lanes the out capacity
PrT of the incoming link from the West can be set, by adding up the saturation flow rate and the
green ratio by lane for example:
S = 1,800 • 30/90 + 1,800 • 45/90 + 1,800 • 45/90 = 2,400

Note: For the PrT lane capacities and/or the link out capacity you can define time-varying val-
ues. In this way, you can model the effects of various green time splits depending on the time of
day.

Input – Demand
DUE accepts a description of time-varying demand. Like elsewhere in Visum, this description can
take two possible forms:
Total demand matrix with a demand time profile which assigns percentage shares of the total
matrix to time intervals.
A demand time profile in which each time interval refers to a different demand matrix.
If the assignment time period including the post-assignment period exceeds one day you need to
use the calendar add-on.

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 7.21.9 Hints for practical modeling for a DUE assignment

DUE is a multi-class assignment method, this means, multiple demand segments, each with its
own demand description, can be assigned in a single run.
An overview of all relevant input and output attributes for this procedure can be found under:
...\Program files\PTV Vision\PTV Visum 2022\Doc\Eng\AssignmentMethods.xls.

Output attributes of the Dynamic user equilibrium

The results of the operation are available through link, turn, main turn and connector attributes for
volume and impedance. In particular, volumes are available as totals or by demand segment or
transport system, and in vehicles, PCU, or persons. Both volumes and impedances are given by
analysis time interval.
The definition of queue lengths as a measure of oversaturation is not easily defined, as in the
DUE model queues may move and only gradually approach the situation where traffic is at a
standstill at queue density. Because queues move (at a speed depending on the hyper-critical
branch of the fundamental diagram), and separation between vehicles (density) is not constant, it
would furthermore be misleading to speak of queue length in meters. Therefore we adopt a defin-
ition which is similar to “congestion hits” in more microscopic simulations. The value of the queue
length (for a given link and time interval) is the number of vehicles experiencing hyper-critical
delay, i.e. spend more time on the link than the free-running link travel time resulting from v0 plus
the sub-critical wait time at the bottleneck (e.g. waiting for the next green time in the cycle).

7.21.9 Hints for practical modeling for a DUE assignment

Since incorrect network modeling might lead to dramatic effects in the dynamic user equilibrium
procedure, you should be aware of the following:
The link capacity corresponds to the saturation flow rate. The lane-specific value has to be
multiplied by the number of the link's lanes.
Bottle-necks at nodes due to control strategies, for example, have to be modeled as turn
capacities. On the one hand, the latter allow for congestion modeling by overloaded turns, on
the other hand, the inflow in overloaded links upstream can be controlled.
The out capacity of links can be used to correct the impact of shared lanes on turn capacities.
Shared lanes are neglected when turn capacities are defined which causes an over-
estimation in the sum of the capacities of the link's exit turns. If the turn capacities are not
modeled in detail, the out capacities should be defined in any case.
Zones have to be connected in the subordinate network. To avoid unwanted network inflow
effects it is even recommended to add links and thus make it possible to connect zones to
one-leg nodes.
For the assignment, time periods of only 5 - 15 minutes are recommended. This also applies
if you are interested in hourly values for the analysis. In this case, different times can be
defined for the assignment time periods and the analysis time intervals.
The assignment time period and the post-assignment period have to be defined in such a
way that all vehicles are able to reach their destinations within this time period. When the
assignment comes to an end, at least in the last interval, the volumes of all network objects
should be zero.

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 7.22 Dynamic stochastic assignment

It is recommended to activate the option Blocking back model not until plausible results
without spill-back could be reached. Even if this option has not been selected, queue length
data is calculated and displayed, but these lengths represent vertical congestions, which do
not spill back. Thus, by performing an analysis you can identify possible network modeling
deficiencies. Also spill-backs on connectors over several time intervals identify shortcomings
in network or demand modeling which have to be corrected by the user.
We recommend to adjust the default parameter settings for the termination conditions, since
the early termination of the assignment could return incorrect results.
With extensive models, the storage of paths is not recommended. This will reduce the
memory requirements and furthermore the run time will be improved.

7.22 Dynamic stochastic assignment

The dynamic stochastic assignment differs from all other PrT assignment procedures as a result
of the explicit modeling of the time required to complete trips in the network. For dynamic
stochastic assignment - capacity has to be set as an hourly value - not regarding the length of the
time interval the demand is available for.
The dynamic stochastic assignment takes time-varying attributes of traversed links, turns,
main turns and connectors into account (t0, tCur, VolCapRatio per time interval, that result
from their temporary attributes, for example, Capacity and v0 or t0).
The dynamic stochastic assignment provides the calculated results, for example volume or
impedance of the connections (routes in time interval) and of their traversed network objects,
which means links, turns, main turns and connectors, for each user-defined time interval.
Since the impedance equals the congested travel time in most applications, time profiles for
the assignment period can be generated this way. For the routes, tolls and AddValues are
additionally issued for each time interval.
In contrast, all trips are completed in the case of static assignment procedures with no indication
of the time required, capacities have to be specified according to the length of the time interval
demand data is available for, and the volumes of all trips and the resultant impedances are super-
imposed upon each other at the individual network objects. Road-users subsequently only have
to choose from a number of different routes for each journey. The departure time is irrelevant.
In the case of the dynamic assignment on the other hand, an assignment period T (e.g. 24 hours)
is specified and divided up into time slices Ti of equal length (e.g. 15 minutes). Only the search for
(alternative) routes for each journey is made with no reference to a specific time. As in the case of
the static stochastic assignment, several shortest path searches are completed with network
impedances that vary at random. All other operations explicitly include a time dimension. As with
stochastic assignment, further random searches may be carried out (see User Manual: Chpt.
22.6.12.2, page 2156).
From the entire demand and its temporal distribution curve, the portion with a desired departure
time is determined for each time slice within this time interval. On the supply side, there are pairs
to choose consisting of route and departure time interval, which, using PuT assignment ter-
minology, are also called connections. The impedance of a connection is composed of its network
impedance and the difference between the actual and desired departure time slice (temporal util-
ity). To determine the network impedance, the volume and the capacity-dependent travel time for
each network element are stored separately for every time slice. The progress time of the trip

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7.22 Dynamic stochastic assignment

through the network is decremented along the route, whereby for each network element the travel
time of the time slice(s) in which the network element is traversed is relevant.
Illustration 143 shows qualitatively the procedure for calculating impedances along the time-path
line of the connection.
In this case, S (= faSt) and L (= sLow) represent the capacity-dependent speed of the network ele-
ment in the relevant time slice. The correct path of the trip – and thus the correct network imped-
ance of the connection – results only when the travel time on each link (B in particular in this case)
is included with respect to the time slice reached at this moment.

Illustration 143: Example of impedance calculation of a connection

After assignment to individual connections, the network elements are loaded with the demand for
each time slice as in the case of the impedance calculation, which results in new network element
impedances. It is assumed that the departure times of the individual trips are equally distributed
within the time slice, this means, instead of a single time-path line, a volume range is decre-
mented (example Illustration 144).

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 7.22.1 Evaluation of dynamic stochastic assignment

Illustration 144: Example of network volume along a connection

7.22.1 Evaluation of dynamic stochastic assignment

The dynamic assignment permits the analysis of the analysis of temporary overload effects in the
network. Depending on the time-dependent capacity, not only are different routes chosen at dif-
ferent times, but if necessary the actual departure time is shifted with respect to the desired depar-
ture time. The procedure is therefore ideal for calculating distribution curves of the volume on
network objects.
As in stochastic assignment, in dynamic-stochastic assignment, properties can be included in
impedance via the route network elements used (e.g. maximum gradient of all links of route).
On the other hand, the use of the procedure requires a temporal layering of the demand using a
distribution curve over the assignment period.

7.22.2 Input and output attributes of dynamic stochastic assignment

To execute the dynamic stochastic assignment, certain entries have to be made.
An overview of all relevant input and output attributes for this procedure can be found under:
...\Program files\PTV Vision\PTV Visum 2022\Doc\Eng\AssignmentMethods.xls.
After calculation, the results are available in the output attributes and can be displayed in the list
view (see User Manual: Chpt. 29.1, page 2507) or in the network editor (see User Manual: Chpt.
29.2, page 2551).

7.22.3 The procedure of dynamic stochastic assignment

The procedure in Illustration 145 maintains the sequence of static stochastic iteration and differs
essentially in the use of substeps for connections instead of for routes. It is broken down into an

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7.22.3 The procedure of dynamic stochastic assignment

external iteration for the connection search and an internal iteration for the connection choice and
network loading.

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 7.23 Simulation-based dynamic assignment (SBA)

Illustration 145: The procedure of dynamic stochastic assignment

7.23 Simulation-based dynamic assignment (SBA)

Simulation-based dynamic assignment (SBA) is a dynamic assignment procedure that accounts
for node impedances and allows users to model the forming and dissolving of queues over time.
The supply and demand may be varied over time.
Unlike other dynamic assignment procedures in Visum, the network is loaded with demand based
on a simulation. This means that individual vehicles are simulated and a simple car following
model is applied to have the vehicles follow the paths they are assigned. The algorithms used are
based on the work of M. Mahut (Mahut, M.: A discrete flow model for dynamic network loading,
PhD thesis, University of Montreal, Canada, 2001).

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 7.23.1 Steps of simulation-based dynamic assignment

The assignment is an iterative procedure that includes the steps route search, network balancing
and the simulation. These steps are carried out until a relative gap or the maximum number of iter-
ations is reached.
This procedure can be based on existing assignment results, provided that the balancing time
intervals and the demand segments do not change. Generally, a new equilibrium for a changed
demand and/or modified network can be achieved faster by using an existing start solution as a
basis. This option allows you to model and analyze use cases such as the impact of planned and
unplanned events. When the conditions of supply change, unplanned events can be modeled as
a one-time passing of already found paths, e.g. based on existing results, i.e. without having to
conduct a new path search. In such a case, during the first iteration, it is merely checked whether
existing paths are still permitted and the volumes of existing paths are scaled to the demand of the
respective balancing time interval. For planned events, it may be assumed that a state of equi-
librium will be reached again, i.e. based on the original condition, iterations can be performed until
a state of equilibrium is reached under the new conditions.
The procedure is suited for medium-sized and large networks whose network model and demand
are suitably modelled for dynamic applications. If junction control data and node geometry have
not been defined according to real conditions for all parts of the network, suitable attribute values
of parameters must be defined to ensure that route search and choice deliver consistent results.
The vehicles from the simulation-based dynamic assignment can be visualized in a special view
window (see "Visualization of vehicles from the simulation- based dynamic assignment" on
page 935).

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find examples of use on this topic. The PrT Assignment SBA example illustrates the use
of the SBA method including the description of the steps to set up a model for SBA. The SBA
MultiRun example describes an application in scenario management for multiple execution of
SBA with different random numbers.
In the same folder, you will also find the document SBA_BestPraticeGuide.

7.23.1 Steps of simulation-based dynamic assignment

Simulation-based dynamic assignment (SBA) is an iterative procedure that consists of the fol-
lowing steps:

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 7.23.1 Steps of simulation-based dynamic assignment

Illustration 146: Steps of simulation-based dynamic assignment

Following the simulation, after which impedances are updated based on recalculated travel times,
a convergence check is performed. The relative gap serves as a convergence criterion. In addi-
tion, the results per time interval for balancing are taken into account. The gap is calculated as fol-
lows:

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 7.23.2 Calculating path costs

This means that vehicle hour impedance as well as the hypothetical shortest path vehicle hour
impedance are summed up for all OD pairs i and all time intervals t for balancing. Similar to static
assignments, the enumerator becomes smaller, the closer the actual impedance of a path is to
the shortest path in the time interval. A state of equilibrium is reached, when the gap falls below a
defined threshold value. In the assignment statistics, the gap and other indicators of assignment
are listed per iteration, transport system and time interval.

7.23.2 Calculating path costs

The following section describes how the travel times are calculated as component of the path
costs. Here the term path costs is used as a synonym for impedance. Path costs are used for
route search and demand distribution (volume balancing) across routes.
The travel times are averaged over the travel time interval defined in the assignment parameters.
The assignment of travel times refers to the point in time when a vehicle enters a network object.
Based on this data, a travel time function is defined that allows for allocation of the averaged
travel times of a sampling point in the middle of an interval. In Illustration 147, the averaged travel
times are shown as tCur for each travel time interval. The average travel times for each point in
time of the assignment period are interpolated linearly between the values (FIFO tCur). For the
first half of the first travel time interval, the data of the first sampling point is used. From the
second half of the last travel time interval, the data of the last sampling point is used.

Illustration 147: Calculating travel times over the assignment period

The travel times on links are separated by transport system and turn direction at the end of the
link. This, for instance, allows you to account for the fact that left turns with an exclusive left-turn
lane (right-hand traffic) often have longer wait times than straight turns.
If no data is available for a travel time interval, the travel time is calculated as follows:
Max (travel time from last travel time interval - travel time interval duration, t0)

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 7.23.3 Route search (shortest path search)

This ensures compliance with the FIFO rule, i.e. the travel time is not reduced if a vehicle waits or
takes detours. In Illustration 147, this is shown for the sampling point at the time 17.5.

7.23.3 Route search (shortest path search)

Route search is performed in the middle of each balancing time interval for all OD pairs with
demand. It is based on the impedances at this point in time, which means costs are frozen at the
time of the search. In Illustration 147, this corresponds to the interpolated curve of travel time
(FIFO tCur) which connects the points in time when the route search is performed. The imped-
ance used for the search is derived from the definition in the general procedure settings and
accounts for the travel times determined by the simulation and other temporary supply changes,
e.g. speed, toll or time-varying attributes.
Route search can be suppressed during later iterations. A restriction of the shortest path search
is, however, not recommended.

7.23.4 Distribution of demand across paths (volume balancing)

During volume balancing, the demand of an OD pair is redistributed considering each time inter-
val of balancing, so that paths with lower impedances are allocated more demand and paths with
higher impedances are allocated less demand. For volume balancing, all the paths found during
route search are available, independent of the balancing time interval. The basis for calculating
path costs is the experienced travel times, i.e. the travel times at the time the vehicle enters a net-
work object are used.
There are two methods available for redistributing the demand:
Averaging according to Method of Successive Average (MSA)
Cost-proportional volume balancing
For MSA, the shortest path for each OD pair and each balancing time interval is calculated. The
volume is thus redistributed in each time interval and each iteration for all less attractive paths
towards the shortest path.
For cost-proportional volume balancing, first the average cost of all paths per OD pair is cal-
culated. Redistribution is then carried out proportionally to the difference between the costs of a
path and the average cost. For all paths that are more expensive than the average path cost, the
demand is reduced. The more expensive the path, the more demand is removed. For all paths
that are less expensive than the average path cost, demand is increased. The less expensive the
path, the more demand is increased.
To influence the quantity of redistributed volume, select one of the following options:
MSA (method of successive averages)
Time interval-dependent
Select MSA if you want the volume to be distributed exclusively depending on the iteration
counter n, i.e. within an Iteration, 1/n of the volume is redistributed. This implies that with pro-
gressive iterations, the quantity of the redistributed volume will become very small.
Select Time interval-dependent if you want the volume to be redistributed as with the MSA
option, but only until the specified iteration is completed. In this case, within an iteration n, 1/n of
the volume redistributed. After that, the step size is determined depending on the balancing time

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 7.23.5 Simulation = network loading

interval. A decisive factor for reducing the step size is a gridlock that occurs and cannot be dis-
solved during the running simulation. From the balancing time interval during which the gridlock
occurs, the step size is kept constant. In previous time intervals, the step size is reduced. This
time interval-dependent control of the step size is recommended in models with long assignment
time periods, where several gridlocks might occur distributed over the assignment time period. In
order to dissolve any gridlocks that occur later, enough volume must be redistributed.
If a simulation- based assignment is calculated using existing results, the Iteration offset for
volume balancing parameter is taken into account. For the MSA option, the share of volume to
be redistributed is as follows:

For progressive iterations, it is taken into account that within the first iteration, based on existing
results, no path search is performed or volumes are redistributed. Only from the second iteration,
is the volume redistributed according to the formula.
If an assignment is based on existing results and calculated using the Time interval-dependent
option, the volume to be redistributed is calculated according to the above formula until the spe-
cified iteration is completed. Then the volume is redistributed in line with the procedure described
above.
The step widths determined can be viewed as output attributes in the list of quality data of the sim-
ulation-based assignment.

7.23.5 Simulation = network loading

During simulation, vehicles travel along the routes they are assigned. The real demand determ-
ined during volume balancing must be rounded, as individual vehicles move through the network
during simulation. The rounding for all OD pairs and balancing time intervals is done with no
demand lost.
The simulation uses a node-edge graph which is generated based on the defined network. For
links, turns and connectors, the transport systems allowed must be defined. For nodes, the con-
trol type, control data and node topology must be specified.
The simulation is based on a simplified car following model. For lane selection, simplified assump-
tions are made based on the lanes and lane turns defined at the node.

7.23.5.1 Car following model

Simulation uses a simplified car following model which distinguishes between two states:
A vehicle travels at maximum possible speed.
A temporal distance is kept to the rear end of the preceding vehicle. The temporal distance
corresponds to the reaction time, plus the time required by the vehicle to come to a standstill.
This allows us to make the following formulations for the car following model,

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 7.23.5.1 Car following model

where:

xFollower Front end position of following vehicle on current link

xLeader Front end position of leading vehicle on current link
VLink Max. link speed
τFollower Reaction time of following vehicle
λLeader Effective vehicle length of preceding vehicle

Table 150 lists the input parameters relevant for the car following model.

Object Parameters Meaning

TSys SBA reaction time Temporal safety distance (s)
TSys SBA effective vehicle Standstill distance plus vehicle length (m)
length
Links V0 Max. link speed
Links SBA reaction time Reaction time factor for vehicles on the link, e.g. to
factor calibrate link capacity
Links SBA is reaction time Activates the input option of transport system-
factor transport system dependent factors for the reaction time
dependent
Links SBA reaction time Factor for the reaction time of a vehicle of PrTSysx
factor-PrTSys-PrTSys following a vehicle of PrTSysy (one attribute per pair
(PrTSysx, PrTSysy) of existing PrT transport systems)
Links SBA effective vehicle Effective vehicle length factor for vehicles on the
length factor link, e.g. to calibrate link storage capacity

Table 150: Input attributes for the car following model

Table 151 lists additional parameters used in simulation. Please note that link capacity is not an
input attribute used in simulation.
The link attributes SBA reaction time factor and SBA factor effective vehicle length are
applied by default. As long as the default value of 1 is not changed, this means that the settings of
the transport system are adopted. The factors can be used to calibrate the capacity of a link or to
adapt to local conditions such as gradients or road parking. For special applications, especially
the modeling of autonomous vehicles, a more detailed modeling is required. For detailed mod-
eling, activate the attribute SBA is reaction time factor transport system dependent. Thus,
the reaction time factor does not only apply to the vehicle itself, but depends on the combination of
the vehicle's transport systems and those of the vehicle in front. If, for example, an autonomous
vehicle follows another autonomous vehicle, the factor may be smaller than if the autonomous
vehicle follows a conventional vehicle. In general, the reaction time factor can then be defined for
all pairs of PrT transport system combinations.

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 7.23.5.2 Lane choice model

Object Parameters Meaning

Links TSysSet Number of transport systems allowed
(Main)turn TSysSet Number of transport systems allowed
Connectors TSysSet Number of transport systems allowed
Links Number of lanes Influences the link capacity and, in conjunction with
the node topology of the To-node, the lane selection
on the link
Nodes Control type Defines gap acceptance and the parameters used
Junction control Signal controllers, major flow
Node geometry Lanes, lane turns
Note
Please note that the TSys set from objects of node
geometry is not taken into account. Whether a lane
turn can be used depends on the transport systems
allowed on higher-level network objects (links,
(main) turns).
Node geometry See Table 152
TSys SBA maximum wait time Maximum time for a vehicle of the minor approach
before it forces its entry into the higher ranked traffic
stream, even if the time gap is not sufficient

Table 151: Additional input attributes for simulation

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The PrT Modeling AV example demonstrates how
autonomous vehicles can be accounted for in macroscopic models, more precisely in PrT
assignments.

7.23.5.2 Lane choice model

For simulations, a simplified lane choice model is used. Generally, permitted transport systems
are also defined for SBA, for the network objects connectors, links, turns, and main turns. The
data of node geometry, in particular additional pocket lanes and lane turns, are required for lane
choice. However, it is implicitly assumed that permitted transport systems are defined through
higher-level network objects. This means that the transport systems permitted on a link may use
all lanes of the link. The transport systems permitted on turns and main turns may use all respect-
ive lane turns.
During simulation, a vehicle must use lanes and/or lane turns that allow it to follow its route. If
there is only one lane at the end of a link from which the vehicle can reach the desired turn dir-
ection it will choose this lane and lane turn. If several lanes are available, from which it is possible
to turn in the desired direction at the downstream node, the lane selection is based on a mac-
roscopic quantity, specifically the total vehicle length of each lane.
When determining lane choice, internal nodes created by junction modeling (e.g. pockets, sep-
arate right-turns for right-hand traffic, etc.) are neglected. This means that when vehicles enter a

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 7.23.5.3 Node-edge graph

link, they already select lanes that allow them to turn at the end of the link according to their route.
Additional lane changes at internal nodes are avoided.
To reach the desired lane, a vehicle can change lanes when entering a link. The lane change
takes place after passing an existing lane turn. Each change to the adjacent lane is penalized by
an additional five vehicle lengths on the target lane. The penalty is added to the total vehicle
length of the target lane and taken into account when selecting the lane. As a consequence, this
also means that a lane that does not have an outbound lane turn is not used because no down-
stream link can be reached.
You may define exceptions from the lane choice model described. This can be done by defining a
look-ahead distance or by restrictions via the properties of the link type. The look-ahead distance
is a link attribute (SBA lookahead distance for lane choice) by which vehicles can “see” the
specified distance downstream from the end of the link they are entering. Necessary lane
changes detected within this distance are then already carried out during the lane choice on this
link. The definition of a look-ahead distance is recommended for shorter links, such as those
occurring within roundabouts, if these are modeled as a sequence of signalized or right-of-way
controlled stops. Restrictions for lane choice can be defined via properties of the link type (SBA
use only outermost lane (TSys)). This is recommended, e.g. for highways, on which HGVs are
required to drive on the right lane (right-hand traffic) at a lower speed limit. By limiting lane choice
to the outermost lane - in this case for HGVs - more realistic modeling of speeds on different lanes
is achieved.

7.23.5.3 Node-edge graph

The graph used for simulation consists of nodes and edges. In general, the nodes in the graph cor-
respond to the nodes in the network. However, zones are also represented by nodes in the graph.
Edges are either within a node (turn edges) or between nodes (link edges). Link edges basically
correspond to the connectors and links of the network. Link edges are generally characterized by
the attributes of the respective link (e.g. number of lanes, v0). By default, the length of turn edges
within a node is zero. In the example presented (Illustration 148), the edges of the graph cor-
respond to Visum network objects, e.g. the length of the link edge corresponds to the length of the
Visum link.

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7.23.5.3 Node-edge graph

Illustration 148: Node-edge graph for Visum nodes with standard geometry
This standard case does not apply should node geometry and standard geometry differ, e.g.
when there are pocket lanes, channelized turns or roundabouts. In these cases, additional nodes
and edges are generated for the graph in Visum. In the following example Illustration 149 this is
shown for pocket lanes at the inbound and/or outbound link. The additionally created nodes and
edges of the graph cause the edges allocated to the Visum link and Visum turn to change. In this
case, the link edges with two lanes between the nodes in the graph correspond to the Visumturn.
The length of the Visum turn (attribute SBA length) is determined by the pocket length. The
length of the links (attribute SBA length < length) is reduced accordingly.

Illustration 149: Node-edge graph for Visum nodes with pocket lanes
Table 152 contains attributes of node geometry used to create additional nodes in the node-edge
graph for simulation.

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 7.23.5.3 Node-edge graph

Object Parameters Meaning Control type

affected
Leg Is Channelized Defines existence of a channelized turn All except
roundabout
Leg Channelized con- Determines conflict and values of default para- All except
trol meters at end of the separate right turn roundabout
Leg Channelized turn Defines length of channelized turn All except
length roundabout
Leg Has bypass lane Defines existence of bypass Roundabout
Leg Bypass control Determines conflict and values of default para- Roundabout
meters at end of the bypass
Leg Bypass radius Determines geometry of bypass Roundabout
Leg Roundabout Determines roundabout geometry Roundabout
inscribed circle
diameter
Leg Number of con- Determines conflicts for the leg Roundabout
flicting lanes
Nodes Roundabout cir- Determines roundabout geometry Roundabout
culating lane
width
Lane Length Defines length of pocket lane All

Table 152: Additional input attributes for node modeling

From the input parameters, in particular, from the inputs of the node geometry, the length of link
and turn edges of the graph are calculated and transferred to the allocated Visum network
objects. This allocation has an impact on the allocation of output attributes. For example, travel
times and delays can only occur at turns with a length greater than zero. If there is no pocket lane
at a signal-controlled node, delays through the signal controller are only indicated at inbound
links.

Object Parameters Meaning

Links / SBA length Length of total of edges allocated to the Visum link and or (main)turn
(main)
turns
Links SBA capacity- Capacity calculated from the parameters of the car following model
PrTSys of TSys and max.link speed SBA Cap-PrTSys = (3600/temporal
headway) x number of lanes with temp. headway = reaction
timeTSys x factorLink + (eff. veh.lengthTSys) x factorLink/v0-
PrTSys)

Table 153: Attributes calculated from the node-edge graph

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 7.23.5.4 Node impedance calculation

7.23.5.4 Node impedance calculation

Simulation takes detailed node impedances into account. Junction control is modeled using sig-
nals and gap acceptance. For signals, a fixed time control must be defined. If a signal control’s
fixed time control and extension changes during the assignment period, use daily signal program
lists. In daily signal program lists, you can assign times to signal programs, specifying from when
they are valid. Nodes that represent approaches with merging operations, e.g. highway ramps,
are a special case.

Conflicts
Based on the control type and node geometry data, conflicts between turn flows are determined
by analogy with the Highway Capacity Manual (HCM). The control type determines the para-
meters used for gap acceptance and has an impact on the default values for the parameters crit-
ical gap and follow-up gap. Whether the parameters are then taken into account depends on the
actual conflicts between the lane turns of corresponding turns. A conflict between lane turns
exists if they cross or use the same destination lane. Generally, conflicts between lane turns of a
node must be determined for all control types based on node typology. An exception are round-
abouts, where vehicles in the roundabout have the right- of- way. In a roundabout, conflicts
between lane turns exist when they use the same roundabout segment.
The conflicts calculated between lane turns can be viewed in the junction editor via the relations of
lane turns.

Time gaps
Critical gaps and follow-up gaps are used for gap acceptance. Table 154 contains attributes at
(main)turns that take effect at nodes of all control types except roundabouts. For the control type
roundabout, the values are defined at legs. The default values (Table 155) for time gaps are
determined based on the HCM and/or HBS, but can be overwritten if required.
The critical gap defines the time headway between two vehicles of the higher ranked traffic
stream that allows one vehicle from a lower ranked movement to turn into the desired direction.
The critical gap determines how the capacity of the lower ranked movement changes, depending
on the higher ranked traffic stream with the right of way.
The follow-up gap is the time headway between the departures of two consecutive vehicles from
the same lower ranked approach. Consequently, the follow-up gap determines the saturation flow
rate of the minor flow. Follow-up gaps only have an impact on vehicle behavior if they lead to a
longer minimum time headway than defined by the car following model.
Table 154 contains input attributes that are taken into account for calculating wait times during
simulation.

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 7.23.5.4 Node impedance calculation

Object Parameters Meaning

(Main)turn Type number Requirement for determining conflicts, as turn directions
are specified here
(Main)turn SBA preset crit- Input value that combined with the attribute SBA use pre-
ical gap set critical gap overwrites the default value
SBA use preset Activates overwriting of the default value
critical gap
(Main)turn SBA used crit- Value used for critical gap
ical gap
(Main)turn SBA preset fol-Input value that combined with the attribute SBA use pre-
low up gap set follow-up gap' overwrites the default value
SBA use preset Activates overwriting of the default value
follow up gap
(Main)turn SBA used Value used for follow-up gap
follow-up gap
Leg SBA preset crit- Input value that combined with the attribute SBA use pre-
ical gap round- set critical gap roundabout overwrites the default value
about Activates overwriting of the default value
SBA use preset
critical gap
roundabout
Leg SBA used crit- Critical time gap value used for entry into roundabout
ical gap round-
about
Leg SBA preset fol-Input value that combined with the attribute SBA use pre-
low-up gap set follow-up gap roundabout overwrites the default
roundabout value
SBA use preset Activates overwriting of the default value
follow-up gap
roundabout
Leg SBA used fol- Follow-up gap value used for entry into roundabout
low up gap
roundabout
Leg SBA preset crit- Input value that combined with the attribute SBA use pre-
ical gap bypass set critical gap bypass overwrites the default value
SBA use preset Activates overwriting of the default value
critical gap
bypass
Leg SBA used crit- Critical gap value used for turns from bypass onto next link
ical gap bypass

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7.23.5.4 Node impedance calculation

Object Parameters Meaning

Leg SBA preset fol- Input value that combined with the attribute SBA use pre-
low-up gap set follow-up gap bypass overwrites the default value
bypass Activates overwriting of the default value
SBA use preset
follow-up gap
bypass
Leg SBA used fol- Follow-up gap value used for turns from bypass onto next
low-up gap link
bypass

Table 154: Attributes for input of critical gaps and follow-up gaps

Control type Turn direction & flows (right-hand traffic) Critical Follow-
gap [s] up gap
[s]
Two-way stop (stop or Left turns major flow into minor flow 3.5 2.2
yield right-of-way) Right turns minor flow into major flow 5.5 3.3
Straight, intersecting major flow 6.0 4.0
Left turns minor flow into major flow 6.5 3.5
U-turn major flow into major flow 6.0 3.0
U-turn minor flow into minor flow 6.0 3.0
Channelized turn at the end 5.5 3.3
Signal controller Left turns with counter flow (permitted) 3.5 2.2
Right turns on red 5.5 3.3
Roundabout Entry into roundabout 3.5 3.2
Bypass at the end 3.5 3.2
Uncontrolled Right turns (only for multiple turns of type 1) 5.5 3.3
opposite vehicles coming from the right
Straight turns opposite vehicles coming from the 5.5 3.3
right
Left turns opposite vehicles coming from the 6.5 3.5
right
Left turns opposite contraflow 3.5 2.2

Table 155: Default values for critical and follow-up gaps listed by control type, turn direction and
flow

Merging behavior
Nodes that represent approaches with merging operations are modeled with the control type
'unknown'. Conflicts when passing through the node are neglected, but vehicles from lanes of dif-
ferent inbound links with the same target lane compete for the vacated space on the outbound

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 7.23.5.4 Node impedance calculation

link. The decision as to which of the vehicles will enter is made at random. Such a situation arises
when, at the time of a vacancy on the outbound lane, vehicles are waiting on several inbound
lanes. If a vehicle is waiting on one inbound lane only, this vehicle will enter the target lane of the
outbound link. The probability of selecting vehicles of an inbound lane can be influenced by the
parameter SBA merge weight. This parameter is only effective for nodes with the control type
'unknown'.
To model capacity losses downstream of approaches, the spacing behavior of vehicles can be
influenced. The SBA penalty for merging vehicles parameter can be used to increase the tem-
poral spacing of vehicles on the link downstream of the approach by the parameter if the vehicles
travel from different inbound lanes to the same target lane. This also applies if the vehicles travel
from different lanes of the same link to the same target lane of the following route.

Object Parameters Meaning

Lane SbA merge Influences the probability that vehicles on the inbound lane will be used
turns weight in case of a conflict. The higher the value, the more the probability
increases.
Default value = 1.0
Nodes SBA penalty Controls a possible capacity drop due to merging operations, for
for merging example at highway ramps.
vehicles At the node, the minimum time headway (SBA reaction time) between
vehicles traveling in the same target lanes but coming from different
inbound lanes is increased by the specified time.

Table 156: Input attribute for controlling the merging behavior

Gap acceptance by control type

In all other cases than those listed under Table 6, the critical gap value and follow-up gap value
are set to zero. In general, a critical gap of zero means that the vehicles in conflicting flows have
equal right-of-way. For conflicting flows that have equal right-of-way this means: If a vehicle has
already entered one of the conflicting lane turns, another vehicle must await its reaction time, i.e.
wait until the rear end of the first vehicle has left the lane turn. An exception to this are nodes of
the control type unknown. Intersecting conflicts in the nodes are neglected. Only when a vehicle
enters a destination lane, must you ensure that it has enough space. A critical gap greater than
zero means the vehicles in the conflicting flow must give way.
For gap acceptance, this means the following for the individual control types:
Unknown: For nodes of this control type, all conflicts are neglected. By default, follow-up
gaps are zero and thus have no effect.
Uncontrolled: For nodes with the control type 'Uncontrolled' the vehicle coming from the right
has the right-of-way (right-hand traffic). In addition, left turns yield to the traffic of the opposite
straight flow. There is also a conflict between opposite left turns, where both vehicles have
equal right-of-way.
Two-way stop (stop and yield right-of-way): Turn direction and flows are determined based
on the major flow

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7.23.5.4 Node impedance calculation

Signal controllers: At signal controllers green times are used to avoid conflicts. An exception
are permitted left turns that must yield to the flow from the opposite direction during over-
lapping green times. For this type of conflict as well as for right turns on red, time gaps are
defined. If other conflicts arise due to overlapping green times, then a critical gap of zero is
defined, i.e. vehicles are equally entitled to enter the junction.
Roundabouts: Conflicts arise through use of the same roundabout segments, whereas the
vehicle in the roundabout has the right-of-way over the vehicle entering the roundabout. The
values used for critical gaps and follow-up gaps are identical for all conflicts.
All-way stop: For nodes of the control type 'all-way stop', all turns have equal right-of-way.
The values used for follow-up gaps are defined based on the HCM and take into account that
vehicles need to stop.

Output attributes of simulation

During simulation individual vehicles are taken into account. Output attributes obtained directly
from the simulation are additionally shown with the info simulation detail per network object and
time interval. In addition, there are output attributes that are obtained based on the simulation res-
ults and are thus output only after a simulation-based assignment.

Object Parameters Meaning

Links, (main) SBA simulation Number of vehicles that entered within a time interval
turns, con- detail vehicles
nectors entered
Links, (main) SBA simulation Number of vehicles that existed within a time interval
turns, con- detail vehicles
nectors exited
Links, (main) SBA simulation Number of vehicles per PrT transport system that entered
turns, con- detail vehicles within a time interval
nectors PrTSys entered
Links, (main) SBA simulation Number of vehicles per PrT transport system that exited
turns, con- detail vehicles within a time interval
nectors PrTSys exited
Links, (main) SBA simulation average speed of vehicles that have entered the network in
turns detail vCur- the time interval; the value is empty if no vehicle has
PrTSys entered the network in the time interval.
Links, (main) SBA simulation average travel time of vehicles that have entered the net-
turns, con- detail tCur- work in the time interval; the value is empty if no vehicle has
nectors PrTSys entered the network in the time interval.
Links, (main) SBA queue Maximum queue length of link edges assigned to lanes in
turns length (lane analysis time interval
maximum)
Links, (main) SBA queue Average queue length of link edges assigned to lanes in
turns length (lane analysis time interval
average)

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 7.23.6 Input and output attributes

Object Parameters Meaning

Links, (main) SBA utilization Corresponds to a scaled density, whereas 100% utilization
turns corresponds to a state in which, during the time interval,
vehicles travel at v0 with a minimum following headway.
Links SBA density Average number of vehicles per km and lane in analysis
time interval

Table 157: Output attributes of simulation

7.23.6 Input and output attributes

Input attributes
Network modeling must meet certain requirements before the simulation-based dynamic assign-
ment can be carried out successfully. For the network (links, (main)links, connectors) the PrT
transport systems allowed must be defined. In addition, detailed junction coding is required, i.e.
lanes, lane turns and data of node control must be made available.
Other input attributes required can be distinguished as follows and are listed in the respective
tables:
Input attributes of the car following model (Table 150)
Other input attributes for simulation (Table 151)
Additional input attributes for node modeling (Table 152)
Input attributes for calculating node impedances (Table 154)
Time-dependent supply data in time-varying attributes (optional)

Output attributes
Output attributes of simulation-based assignment can be differentiated as follows:
Output attributes of assignment
Output attributes based on the simulation (Table 157)
Path list
Assignment statistics
Unlike in simulation, real volumes are determined when demand is distributed across routes
(volume balancing). At the end of the assignment, the volumes are listed in the corresponding
attributes of the network objects.Table 158 list the output attributes filled with values during SBA.

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 7.23.7 Subsequent evaluations

Object Attribute Meaning

Links, Volume PrT Volume on network object
(main) [veh](AHPI)
turns Volume-DSeg
[veh](AHPI)
Volume-TSys
[veh](AHPI)
Links, vCur_PrTSys calculated from SBA length and tCur-PrTSys-TI(AHPI)
(main) (AP)
turns vCur-PrTSys-
TI(AP, TI)
Links, t0-PrTSys Travel time in network without volume, taking SBA length and FIFO t0
(main) functions into account
turns
Links, tCur-PrTSys Travel times calculated from the FIFO tCur functions that are inter-
(main) (AP) sected to the analysis time intervals, weighted by the number of
turns tCur-PrTSys- vehicles that have contributed to the measured values.
TI(AP, TI)
Links, Impedance- calculated taking travel time TCur_PrTSys(AHPI) into account
(main) PrTSys(AHPI)
turns
Links, Delay-PrTSys- calculated from t0-PrTSys and travel time tCur-PrTSys
(main) TI(AP, TI)
turns
(Main) Delay on from- link travel time per To turn, intersected to analysis time intervals and
turns link and turn- weighted by the number of vehicles that contributed to the measured
PrTSys(AHPI) values, plus travel time on turn

Table 158: Output attributes after assignment

Paths and assignment statistics contain the usual output data per demand segment (paths) or
transport system (assignment statistics) that is additionally listed per time interval. Time-interval
dependent data output refers to vehicles that have entered the network object during the respect-
ive time interval. Path travel times are calculated from the FIFO tCur functions, with FIFO tCur
taken into account at the time the vehicles enter the network object. Assignment statistics include
default outputs as well as evaluations based on the simulation.

7.23.7 Subsequent evaluations

Using simulation-based dynamic assignment, you can perform the following evaluations:
Flow-bundle calculation with temporal restriction
Filter for OD pairs, including the option Filter network volumes
Calculation of dynamic skims (either departure time related or arrival time related)
For flow-bundle calculation, you can add a temporal restriction for a network object. The time ref-
erence refers to vehicles that have entered a network object, e.g. a link, within the time period

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 7.24 NCHRP 255

specified. Vehicles that meet the flow-bundle conditions are output as flow-bundle volumes at net-
work objects, as origin or destination traffic of zones and optionally as matrices per analysis time
interval.
To calculate dynamic skims from a simulation-based assignment, you can use the procedure Cal-
culate dynamic PrT skim matrix. Within the procedure, you can choose between departure
time-related calculation and arrival time-related calculation if skims are also output for analysis
time intervals. Time interval- related skims only contain meaningful values if demand actually
departs or arrives in the time intervals. If this is not the case, the value is set based on OD pairs
without paths.

7.24 NCHRP 255

This postprocessor for PrT assignments is an add- on module used to correct assignment
volumes on links and turns of the forecast by means of a correction factor, which is calculated on
the basis of the differences between traffic counts and an assignment, both representing the
same time slice, as is described in Report 255 (National Cooperative Highway Research Pro-
gram).
The procedure comprises the following steps:
1. The count values of the incoming link at the node result from totaling the turn count values for
the corresponding From Link.
2. Calculate the difference between the link base count (as input by the user) and the value of the
link base assignment value.
3. Calculate the adjusted link volumes as the future link assigned value + the adjustment factor.
4. Furness (balance) the new link adjusted volumes to match the counted turn volumes. The res-
ult is turns that add up to the new link volume totals, but that have the percentage split (or dis-
tribution) found in the turn counts. The Furness process is iterative.
5. The postprocessed link and turn volumes are stored in a user-specified link or turn attribute.

7.25 Pseudo-dynamic volumes (PDV)

The pseudo-dynamic volumes (PDV) procedure produces dynamic volumes for each analysis
time interval for links, connectors, and (main) turns based on the paths of an existing static 24-
hour assignment and a time series. It is therefore not a dynamic assignment, but a volume pro-
cedure.
The dynamic volumes take into account the fact that a vehicle journey does not always end in the
same time interval in which it started. The volumes of an analysis time interval thus correspond
not only to the corresponding OD demand of this interval but also to the surplus from previous
demand intervals, i.e. vehicle journeys that have not yet reached their destination. Thus, the PDV
procedure is particularly suitable in the analysis of models with long paths, e.g. national transport
models.
Another advantage of the method is the consistency of the volumes, related to the entire analysis
period and the individual analysis time intervals: the sum of the volumes of all analysis time inter-

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 7.25.1 Method

vals is identical to the volumes of the day. Such consistency is usually not achieved in the oth-
erwise standard approach, which is based on peak hour assignments.

7.25.1 Method
For each path in the assignment, demand is pushed along the path for each time interval. Here,
demand originates from the demand time series and is assumed to be uniformly distributed within
a time interval. It is advanced according to the travel times resulting from the assignment. The res-
ulting dynamic volumes are stored in the volume attributes of the corresponding analysis time
interval of the links, connectors, and (main) turns (see Illustration 150).

Illustration 150: Exemplary representation of the demand distribution on the analysis time inter-
vals. The demand starts in the time interval [6:00, 7:00] and reaches the destination in the
time interval [8:00, 9:00]. The volumes caused during the path are assigned to the cor-
responding analysis time intervals.
If volumes occur beyond the analysis period, they are taken into account cyclically, i.e. again at
the beginning of the analysis period. For example, if the analysis period is one day long, volume
that occurs beyond the day is treated as if it occurred at the beginning of the day.

7.25.2 Procedure parameters, input and output attributes of the PDV procedure
The PDV procedure has no procedure parameters. The following components must be present to
perform the procedure:
a static assignment
an analysis time interval set
a demand time series (see "Creating demand time series" on page 1747)
The values of the procedure are output in all dynamic volume attributes per analysis time interval.

7.25.3 Comparison of the PDV procedure with dynamic assignment

The decisive advantage of the PDV procedure in conjunction with a static assignment over a
dynamic assignment is its lower complexity. In a dynamic assignment, details in the network mod-
eling play a much more important role than in static assignments. In addition, static assignments
usually require significantly less computation time than dynamic assignments.

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 7.26 Assignment analysis PrT

On the other hand, the PDV procedure does not fully represent the dynamics of traffic. There are
three main aspects in which a dynamic assignment is superior to a static one:
Transfer of surpluses to the following analysis time interval if vehicle journeys have not yet
reached their destination
time-of-day specific travel times
time-of-day specific route selection
The PDV procedure extends a static assignment by the first of the items mentioned. However,
travel times and route selection remain constant over the entire time range. This is particularly
noticeable for time periods with a high volume capacity ratio: travel time extensions typical for the
time of day as well as shifts to the subordinate road network are not depicted in a time- dif-
ferentiated manner but are distributed evenly over the entire analysis period.
Thus, the PDV procedure is particularly suitable for strategic transport models where time-of-day
travel time fluctuations are not the focus of the analysis. In addition, the method can be applied to
models with relatively small fluctuations in travel time over the analysis period. These include, for
example, national models that focus on cross-country travel. Another example is models with
rather short analysis periods with approximately constant travel times.

7.26 Assignment analysis PrT

Assignment analysis is used for calculating the correlation (Goodness-of-Fit Report) between cal-
culated and observed attribute values of a selected network object type.
The calculated value is derived from the assignment or the network model.
The observed value may be count data or measured data.
Here are some examples:
Travel time comparisons between PrT and PuT
Travel time comparisons of different scenarios
Calculated and counted volumes (links, turns or main turns)
Calculated and measured speeds
Any numeric input or output attributes of the following network objects can be selected:
Links
Node
Turn
Main nodes
Main turns
Lines
Line routes
Screenlines
Time profiles
Paths
Prerequisite is, that the observed values must be >0 for the selected network object type.

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7.26 Assignment analysis PrT

You can select which objects you want to include in the assignment analysis. There are three pos-
sibilities:
All objects of the selected network object type
Only active objects
Only objects with observed value > 0
For the assignment analysis, as an option, you can consider user-defined tolerances for user-
defined value ranges of the calculated attribute.
The quality of the correlation can be determined and issued in two ways:
in groups (for each value of the classification attribute)
collectively for all included network objects
For the output, the data model of the network object types above has been supplemented with the
calculated attribute Assignment deviation (AssignDev) of type real. Alike all other Visum attrib-
utes, the attribute can be graphically displayed and issued in lists of the respective network object.
In addition, Visum calculates various indicators (per group or collectively) that can be issued in a
list or in a chart.

Note: An assignment result is no longer necessary in order to calculate the correlation coef-
ficient.

The Table 159 shows the calculation rules for the output attributes of assignment analysis. To the
formulas applies:

Z Observed value (counts or measures)

U Calculated value (assignment or network model)
N Number of objects with observed value > 0

AbsRMSE Absolute root of mean square deviation

Abs RMSE Significant differences between counted and modeled values have a
higher impact according to

Intercept Coefficient b in linear regression

Intercept Cf. Excel, linear regression (y = ax + b)

ShareAccGEH Percentage objects with acceptable GEH value (per network object)
Share with accept-
able GEH

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 7.26 Assignment analysis PrT

ShareAccRelErr Percentage objects within tolerance

Share with accept-
able relative errors

NumObs Number of observations per class (objects with observed value > 0)
Number of obser-
vations

NumClass Total number (=observed + not observed) objects per class

Number in class

ClassVal Value of classification attribute (or blank if not classified)

Corr Correlation coefficient (cf. Excel function Pearson)

Notes
The value range lies between -1 and 1, where the following applies:
-1 = observation opposed to modeling
0 = no correlation (at random)
+1 = very good correlation
The observed/modeled value ratio should be as close to 1 as possible.
If only 2 values > 0 are used, the correlation coefficient is -1 or 1.
From the value of the correlation coefficient, one cannot determine
whether all observed values are higher (or lower) than the calculated val-
ues or upward and downward deviations exist.

AvgAbsErr Mean absolute error

Mean deviation of absolute values (δa)
(Difference between observed and modeled values)

AvgObs

Mean observed value

AvgRelErr Mean relative error

Mean deviation of absolute values in % (δp) according to

R2 Coefficient of determination r2

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7.26 Assignment analysis PrT

Cf. Excel function RSQ

RelRMSE Relative root of mean square deviation

StdDev Standard deviation

Slope Coefficient a in linear regression

Cf. Excel, linear regression (y = ax + b)

Table 159: Calculation rules for the output attributes of assignment analysis

572 © PTV Planung Transport Verkehr GmbH

 8 User model PuT

8 User model PuT

The PuT user model calculates the effect of PuT supply on PuT passengers.

Topics
Overview of PuT assignment procedures
Example network for PuT assignment procedures
PuT paths
PuT skims
PuT impedance functions
Distribution of the travel demand to PuT connectors
Allocation of skims with reference to lines / links
Transport system-based assignment
Headway-based assignment
Timetable-based assignment
Assignment analysis PuT
PuT passenger survey
Demand responsive transport

8.1 Overview of PuT assignment procedures

To model PuT trips, Visum provides three types of PuT assignment procedures which differ in
required input data, accuracy of results, and computing time.
The transport system-based procedure, which is based on a PuT-specific "all or nothing"
assignment, provides an overview of the transport demand structure. This procedure does
not require a line network. For rough-cut planning purposes it helps to determine the "ideal
line network" where each passenger chooses the fastest route in the network without any
restrictions caused by PuT line routes or timetables (see "Transport system-based assign-
ment" on page 597).
The headway-based procedure is ideal for urban networks with short headways and for
long-term conceptual planning, as long as the timetable for the period being analyzed is still
unknown. The headway-based procedure determines the transfer wait time at transfer stops
from the mean headway of the succeeding lines. If necessary, co-ordination in the case of
transfers between lines and also between the timetables of multiple lines are taken into con-
sideration on sections with shared services, and then specified deviating transfer wait times
are valid. Doing without the timetable on the level of individual trips ensures short computing
times even for large networks (see "Headway-based assignment" on page 600).
The timetable-based procedure should be used if the PuT supply has long headways and
coordination of the timetable is important for transfers. It takes the accurate timetable into
consideration and is therefore particularly suitable for rural areas or train networks. There are
two variants of the timetable-based procedure, which differ only in terms of the connection
search procedure (see "Timetable-based assignment" on page 624).
In large networks, a distinction can often be made between a main network, which is the most
important one to be analyzed, and a subordinated network, which provides feeder functions for

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8.1 Overview of PuT assignment procedures

the main network. Examples for this are national rail networks with subordinated regional or urban
bus networks, which also include cars or taxis for access and egress. For modeling the sub-
ordinated network, there are basically two alternatives.
Traffic zones that are not served by the main network are nevertheless connected to stops of
the main network by long connectors. This alternative means that planners are required to
estimate the route choice in the subordinated network accurately when selecting and setting
attributes for the connectors. The route choice can also change in the case of supply
changes in the main network.
With regard to modeling accuracy, it is instead recommended to also model the subordinated
network as a PuT supply. In addition to the considerable effort required to obtain the
timetable data, memory requirements and computing time for the assignment are also
greater. Especially in the case of short headways in the subordinated network, the number of
connections explodes.
A compromise solution involves modeling the entire main network and performing either a head-
way or a timetable- based assignment. The subordinated PuT supply in comparison is only
modeled as a used link network and in the course of either the headway or timetable-based
assignment it is treated as in the transport system-based procedure (best path search, see Illus-
tration 151).

Illustration 151: Different modeling options for main and subordinated networks
For this kind of modeling, the used links and turns in the subordinated network are opened for
transport systems of the special PuT-Aux type and provided with specific run times for these con-
nections. If PuT auxiliary transport systems are not available for all demand segments (for
example car for P+R access), this is expressed by targeted inclusion in the appropriate modes.
The mode for the demand segment Employed with car contains the PuT auxiliary transport sys-
tem P+R, but the demand segment Employed without car does not.
If the subordinated network is served by a line-based public transport system, but the timetable is
not available, it is possible to store only the interval information within the timetable-based assign-
ment for the public transport supply of individual lines (see User Manual: Chpt. 23.2.4.9,
page 2236). Time profiles and headways are then taken into account in the entire network. The
run time of the assignment corresponds to that of a timetable-based assignment of the entire net-
work.
The PuT assignment procedures are mainly used for the following applications.
To determine volumes, for example line volumes, link volumes, and the number of pas-
sengers who board, transfer or alight at stops.
To calculate passenger-specific PuT skims, for example journey time, number of transfers,
service frequency.

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 8.2 Example network for PuT assignment procedures

As a timetable information system which provides information on the departure and arrival
times of individual connections.

8.2 Example network for PuT assignment procedures

The different procedures are described below using an example (Illustration 152, Illustration 153,
Illustration 154, Table 160 und Table 161). Find the connections between A-Village and X-City on
the basis of the example's PuT supply.
The following assumptions apply.
The calendar is not used.
Access and egress times are not considered, that is, they are set to 0 minutes.
The analyzed time interval starts at 5:30 a.m. and ends at 7:30 a.m.
Travel demand between A-Village and X-City amounts to 90 trips (Tables $MATRIX and
$MATRIXSINGLELISTITEM in demand data file PuT.dmd).
33% of travel demand, that is 30 trips occur between 5:30 a.m. and 6:30 a.m., the remaining
67 % or 60 trips are distributed across the period between 6:30 a.m. and 7:30 a.m. (Tables
$TIMESERIES and $TIMESERIESITEM in demand data file PuT.dmd).
The Table 160 contains example data of the PuT.dmd file which is provided in English.

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8.2 Example network for PuT assignment procedures

$VISION
* VisumInst
* 04/11/07
*
* Table: VERSION
$VERSION:VERSNR;FILETYPE;LANGUAGE;UNIT
4,000;Demand;ENG;KM
* Table: ODMATRIX
$ODMATRIX:NO;CODE;NAME;CONTENT;ROUND;NUMDECPLACES
1;C;Car;;0;0
2;H;HVeh;;0;0
3;P;PuT;;0;0
* Table: MATRIXSINGLELISTITEM
$MATRIXSINGLELISTITEM:MATRIXNO;FROMZONENO;TOZONENO;VALUE
1;100;200;2000.000
2;100;200;200.000
3;100;200;90.000
* Table: TIMESERIESDOMAINTYPE
$TIMESERIESDOMAINTYPE:NO;DESCRIPTION;UNITYSTRING;NUMDECPLACES;MAXVALUE;MINVALU-
E
1;Time series by percentages;%;2;9999999999.000;0.000
2;Time series of matrix numbers;No;0;999999999.000;0.000
* Table: Time series
$TIMESERIES:NO;NAME;TYPENO;UNITX;NUMINTERVALS;LENGTHINTERVAL;USEVALUELIST;VALU-
ELISTTYPE; VALUEREFTYPE;DECSEPARATOR;VALUESEPARATOR
1;;1;;86400;1;0;0;2;;
* Table: Time series items
$TIMESERIESITEM:TIMESERIESNO;STARTINTERVALINDEX;ENDINTERVALINDEX;VALUE
1;1;19800;0,000
1;19801;23400;33.000
1;23401;27000;67.000
* Table: Demand time series
$DEMANDTIMESERIES:NO;CODE;NAME;TIMESERIESNO
1;;;1
* Table: Demand descriptions
$DEMANDDESCRIPTION:DSEGCODE;DEMANDTIMESERIESNO;MATRIXNO;STARTDAYINDEX;STARTTIM-
E
C;0;1;1;12:00 AM:00
H;0;2;1;12:00 AM:00
P;1;3;1;12:00 AM:00
Table 160: Demand matrix and temporal distribution of demand for the example

The example network is saved to the directory ...\Users\Public\Public documents\PTV Vision\PTV

Visum 2022\Example_net.
Version file: Example.ver
Graphic parameters PuT.gpa
Demand matrix and demand distribution PuT.dmd
Procedure parameters PuT.xml

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 8.2 Example network for PuT assignment procedures

Illustration 152: Timetable

Illustration 153: Line map

Timetable Bus 1 Timetable Train

A Village 6:10 6:55 AM 7:25 AM Station 6:25 AM 7:05 AM 7:45 AM
Station 6:22 AM 7:07 AM 7:37 AM X City 6:41 AM 7:21 AM 8:01 AM
B Village 6:42 AM 7:27 AM 7:57 AM
X City 6:55 AM 7:40 AM 8:10 AM
Connections
Departure 6:10 a.m., arrival 6:55 a.m., ride time 45 min., 0 transfer
Departure 6:10 a.m., arrival 6:41 a.m., ride time 31 min., 1 transfer
Departure 6:55 a.m., arrival 7:40 a.m., ride time 45 min., 0 transfer
Departure 7:25 a.m., arrival 8:10 a.m., ride time 45 min., 0 transfer
Departure 7:25 a.m., arrival 8:01 a.m., ride time 36 min., 1 transfer
Table 161: PuT supply of the example with connections from A Village to X City

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 8.3 PuT paths

8.3 PuT paths

Paths are the central result of an assignment (see "Paths in PrT and PuT" on page 346). In the
timetable- based assignment (see "Timetable- based assignment" on page 624) a PuT path is
described through a sequence of path legs which each represent one of the following activities.
Change of location from one stop point to another by using a specific vehicle journey
Change of location from origin zone via a connector and links to a stop point or from there to
destination zone with a PuT-Walk TSys
Transition from one stop point to another with a PuT-Walk TSys
Change of location by using a PuT-Aux TSys
Because each of the used vehicle journeys is known, the path has a time reference (see "Network
objects of the line hierarchy" on page 115). Each of its path legs starts and ends at a precise time.
This is called a connection.
If the option Save paths – as connections has been selected for the assignment (see User
Manual: Chpt. 23.1.1.2, page 2180), these connections become visible in the PuT path leg list.
Alternatively, a path can be described without specifying vehicle journeys in detail. In this case
only the time profile is known, which was used for a change of location via a PuT line (see "Net-
work objects of the line hierarchy" on page 115). The departure and arrival times of each path leg
are then relative times relating to the beginning of the path, completely analog to the difference
between vehicle journey and time profile. Such a path described by the used time profiles and rel-
ative times is called a route.
Naturally, routes are suitable especially to aggregate display of recurring connections at regular
timetables. Two connections at different headway times which otherwise run the same, are com-
bined to the same route. This usually requires considerably less memory space.
When executing the timetable-based assignment with option Save paths – as routes (see User
Manual: Chpt. 23.1.1.2, page 2180), individual connections are still determined and loaded intern-
ally. These are, however, only saved as aggregated routes after the assignment. Reference is lost
to the individual vehicle journeys as well as their exact departure times. The PuT path leg list then
shows the relative times for departure and arrival, and the optional relations to the first and after
the last vehicle journey item are empty. Because the network elements are loaded prior to dis-
carding the connections, time-based volumes can still be determined.
The third option Save paths – do not save (see User Manual: Chpt. 23.1.1.2, page 2180) results
in that no path information is saved after ending the assignment. Only the derived values of the
network object volumes and also skim matrices are retained after the assignment. This way, path-
based post-assignment analyses are not possible – especially no flow bundle calculation. PuT
path list and PuT path leg list also remain empty, however, time-based volume values are also
possible with this option.
Due to its differing user model, headway-based assignment (see "Headway-based assignment"
on page 600) not even internally determines connections but routes. The option Save paths as
connections can be selected, however, but at headway-based assignment routes are saved in
either case (or nothing). These are formally equal to those routes determined by the timetable-
based assignment and can be output in the same way as PuT path list or PuT path leg list.

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 8.3 PuT paths

The Table 162 shows the path legs which result from a timetable-based assignment in example
Example.ver. In this case, the paths were saved as connections.

Origin Destination Path Path Passenger From To TP indic- Departure

zone zone index leg trips stop stop ator
index point point
100 200 1 25000 10 40 6:10:00 AM
1 10 OrigConn 6:10:00 AM
2 10 20 BUS1 1_H 6:10:00 AM
>1
3 20 20 Transfer 6:22:00 AM
4 20 40 TRAIN 1_ 6:25:00 AM
H>1
5 40 DestConn 6:41:00 AM
100 200 2 14000 10 40 6:10:00 AM
1 10 OrigConn 6:10:00 AM
2 10 40 BUS1 1_H 6:10:00 AM
>1
3 40 DestConn 6:55:00 AM
100 200 3 18000 10 40 6:55:00 AM
1 10 OrigConn 6:55:00 AM
2 10 40 BUS1 1_H 6:55:00 AM
>1
3 40 DestConn 7:40:00 AM
100 200 4 16000 10 40 7:25:00 AM
1 10 OrigConn 7:25:00 AM
2 10 20 BUS1 1_H 7:25:00 AM
>1
3 20 20 Transfer 7:37:00 AM
4 20 40 TRAIN 1_ 7:45:00 AM
H>1
5 40 DestConn 8:01:00 AM
100 200 5 17000 10 40 7:25:00 AM
1 10 OrigConn 7:25:00 AM
2 10 40 BUS1 1_H 7:25:00 AM
>1
3 40 DestConn 8:10:00 AM

Table 162: Path legs after a timetable-based assignment (paths saved as connections)
For the same assignment, Table 163 shows the path legs if the paths were saved as routes.

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 8.4 PuT skims

Origin Destination Path Path Passenger From To TP indic- Departure

zone zone index leg trips stop stop ator
index point point
100 200 1 25000 10 40 00:00:00
1 10 OrigConn 00:00:00
2 10 20 BUS1 1_H 00:00:00
>1
3 20 20 Transfer 12:12:00
AM
4 20 40 TRAIN 1_ 12:15:00
H>1 AM
5 40 DestConn 12:31:00
AM
100 200 2 49000 10 40 00:00:00
1 10 OrigConn 00:00:00
2 10 40 BUS1 1_H 00:00:00
>1
3 40 DestConn 12:45:00
AM
100 200 3 16000 10 40 00:00:00
1 10 OrigConn 00:00:00
2 10 20 BUS1 1_H 00:00:00
>1
3 20 20 Transfer 12:12:00
AM
4 20 40 TRAIN 1_ 00:20:00
H>1
5 40 DestConn 12:36:00
AM

Table 163: Path legs after a timetable-based assignment (paths saved as routes)

8.4 PuT skims

By means of the Calculate PuT skim matrix procedure or during an assignment the skim data can
be calculated (see "PuT skim categories" on page 581) for the PuT skims of the various skim cat-
egories (see User Manual: Chpt. 23.4, page 2264).
Since there are numerous routes or connections for an OD pair usually, the skims gained per
route or connection are aggregated to relation-based skim data by OD pair. Apart from the service
frequency which results from the number of connections, all skims are provided on the level of
connections as well as on the level of OD pairs.

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 8.4.1 PuT skim categories

8.4.1 PuT skim categories

The skims can be divided into six categories.
1. Skims of time (see "Skims of time" on page 581)
2. Skims of length (see "Skims of length" on page 583)
3. Monetary skims (see "Monetary skims" on page 584)
4. Frequency skims (see "Skims of frequency" on page 584)
5. Skims of attribute data (see "Skims of attribute data" on page 585)
6. Derived skims (see "Derived skims" on page 585)

8.4.1.1 Skims of time

In Visum, skims of time (Table 164) are administered in seconds. For skim matrices you can
select the unit minutes or seconds.

Skim Definition
Access time Time required for covering the origin connector
(ACT)
Egress time Time required for covering the destination connector
(EGT)
Sharing Time in a sharing vehicle The values are averaged over all public transport paths,
travel time not only the vehicle sharing paths, of an OD pair.
(SHTT)
Sharing Time spent on renting the vehicle. The values are averaged over all public trans-
rental pro- port paths, not only the vehicle sharing paths, of an OD pair.
cess time
(SHAT)
Sharing Time spent on returning the vehicle The values are averaged over all public trans-
return pro- port paths, not only the vehicle sharing paths, of an OD pair.
cess time
(SHET)
DRT time Time in DRT vehicle including the time required for entry and exit. It does not con-
(DRTT) tain the wait time at the pickup node. The values are averaged over all PuT paths
of an OD pair.
DRT wait Time the passenger waits for the arrival of the DRT vehicle This skim refers only
time to DRT path legs and is not averaged over the entire public transport demand on
the relation.
Origin wait Wait time at the start stop point (applies to the headway-based assignment only,
time (OWT) as for the timetable-based procedure OWT = 0 is assumed)
Note:
For the timetable-based procedure, an adjusted origin wait time can be calculated
(see "Adapted skims of time for the timetable-based assignment" on page 583).

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8.4.1.1 Skims of time

Skim Definition
Weighted ori- Product from the origin wait time and the weighting factor of the origin wait time in
gin wait time the settings for the impedance of the headway-based assignment. This skim is
only available in the headway-based assignment.
Transfer Wait time between arrival and departure at a transfer stop point
wait time Note
(TWT) For the timetable-based procedure, the adjusted transfer wait time can be cal-
culated additionally (see "Adapted skims of time for the timetable-based assign-
ment" on page 583).
Weighted Product from the transfer wait time and the weighting factor of the transfer wait
transfer wait time in the settings for the impedance of the headway-based assignment. This
time skim is only available in the headway-based assignment.
Extended Extended wait time according to the settings for the transfer wait time in the per-
transfer wait ceived journey time definition for the timetable-based assignment.
time (XTWT)
In-vehicle Time spent inside PuT vehicles including dwell times at stops.
time (IVT)
In-vehicle Time spent inside PuT vehicles of a certain public transport system.
time by TSys
(IVTT)
PuT Aux Run time with PuT Aux tansport systems
time (XZ)
Walk time Walk time for transfer links between two stop points within a stop area or between
(WKT) different stop areas of a stop and on links in the network
Journey time Time between the departure from the origin zone and the arrival at the destination
(JRT) zone
JRT = ACT + OWT + ∑ IVT + ∑ TWT + ∑ WKT + EGT
Note:
For the timetable-based procedure, the adjusted journey time can be calculated
additionally (see "Adapted skims of time for the timetable-based assignment" on
page 583).
Ride time Time between the departure from the origin stop point and the arrival at the des-
(RIT) tination stop point
RIT = ∑ IVT + ∑ TWT + ∑ WKT
Note:
For the timetable-based procedure, the adjusted journey time can be calculated
additionally (see "Adapted skims of time for the timetable-based assignment" on
page 583).
Perceived Perceived journey time (see "Perceived journey time" on page 593)
journey time PJT = f(ACT, EGT, OWT, TWT, NTR, IVT, WKT, XZ)
(PJT)

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 8.4.1.2 Skims of length

Skim Definition
Adaptation Difference delta T between the desired departure time (desired arrival time) and
time (ADT) the actual departure time (arrival time) using a departure-based (arrival-based)
time reference.
Extended Variant of the adaptation time which assumes that the entire demand of each time
adaptation interval is assigned to the connection with the minimum impedance.
time (XADT)
Risk of delay Expected extension of the connection duration calculated per person in minutes.
per person Based on previously calculated PuT paths of the assignment and its rounded res-
(RDP) ults.

Table 164: Skims of time

Adapted skims of time for the timetable-based assignment

The skims OWT, TWT, JRT and RIT in the form described above always refer to the real origin
wait time and the real transfer wait time.
For the timetable- based assignment, the adapted variants of these skims are also available,
which contain the terms that are currently set up in the perceived journey time definition (PJT)
instead of the real origin and transfer wait times.
Unlike the real origin wait time which is constantly = 0 in the timetable-based procedure, the adap-
ted origin wait time can differ from 0 because it depends on the number of connections provided in
the assignment interval. The adapted transfer wait time depends on the user settings for „transfer
wait time” and can thus be limited. Furthermore, it can be transformed implicitly by a polynomial
for stronger weighting of extremely short wait times and for the definition of a certain wait time (for
example five minutes) as the optimum.

8.4.1.2 Skims of length

You can select the metric units meters or kilometers (alternatively: imperial feet/miles) for skim
matrices. The Table 1 shows all skims of the length provided in Visum. The abbreviations in par-
entheses indicate the file extensions which are used by default for skim matrix output in version
files.

Skim Definition
Access distance Length of access path on origin connector
(ACD)
Egress distance Length of egress path on origin connector
(EGD)
In-vehicle distance Distance covered in vehicle without transfer walk links
(IVD)
In-vehicle distance Travel distance inside vehicles of a specific public transport system
per TSys (IVTD)

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 8.4.1.3 Monetary skims

Skim Definition
Sharing travel dis- Travel distance in Sharing vehicle
tance (SHDT)
DRT distance Distance traveled with DRT vehicles
(DRTD) This skim refers exclusively to DRT path legs and is not averaged over
the entire public transport demand on the relation.
PuT Aux distance In-vehicle distance for a PuT-Aux transport system
(AXD)
Walk distance Length of a transfer link between the two stop points
(WKD)
Journey distance Distance covered between origin and destination zone
(JRD) Journey distance = Access distance + In-vehicle distance + Walk dis-
tance + Egress distance
Ride distance (RID) Covered distance from origin stop point to destination stop point
Ride distance = In-vehicle distance + Walk distance
Direct distance (DID) Direct distance between origin and destination zone
Table 165: Skims of length

8.4.1.3 Monetary skims

The Table 166 shows the monetary skims available in Visum.

Skim Definition
Fare (FAR) Fare for the PuT ride between origin and destination zone (see "Fares" on
page 594)
Table 166: Monetary skims [Currency units]

8.4.1.4 Skims of frequency

The Table 1 shows the available frequency skims.

Skim Definition
Number of Number of transfers between origin and destination stop point (per connection). [-]
transfers
(NTR)
Service The service frequency indicates how often a relation is traversed. A flow problem is
frequency solved on the graph of all determined routes. Service frequency thus depends on
(SFQ) the "weakest" part in the transport supply.
The parameter Number of arrival time points shows the definition valid until PTV
Visum 2020.

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 8.4.1.5 Skims of attribute data

Skim Definition
Number of Number of transfers with different operators of previous and next path leg. [-]
operator
changes
(NOC)
Number of Number of traversed fare zones. The skim depends of the ticket type(s) used for the
fare zones connection and returns zero if no zone-based ticket type is used. [-]
Number of The service frequency indicates the number of times a relation is traversed. For the
arrival time
timetable-based assignment, the service frequency is defined as the number of dif-
points ferent arrival time points for connections departing in the assignment period and in
(NATP) the post-assignment time period, but before a possible second occurrence of the
start of the assignment period. The latter means in particular that the post-assign-
ment time period is not taken into account if you do not use a calendar and define
an assignment interval from 0:00 to 24:00.
To the headway-based assignment, the following applies: On the graph of all
determined routes, a flow problem is solved. Service frequency thus depends on
the "weakest" part in the transport supply.
Table 167: Skims of frequency

8.4.1.5 Skims of attribute data

The Table 168 lists the provided skim that results from the values of the selected attribute.

Skim Definition
Path leg attrib- Throughout the entire path aggregated value of the selected (direct or indirect)
ute (PLA) path leg attribute, for example Line route\AddValue1.
Table 168: Skims of attribute data

8.4.1.6 Derived skims

Derived skims (Table 169) result from a combination of the above listed skims.

Skim Definition
Impedance Impedance of a connection = f (perceived journey time, fare, temporal utility). For
in a time the skim matrix you can select whether the temporal component should flow into
interval the impedance in minutes or seconds.
(IPD)
Impedance Logsum of impedance. Can only be selected for timetable-based assignment and
LogSum in conjunction with the "Logit" choice model. This skim is an alternative aggreg-
(ILS) ation function for the "impedance” skim. The entries under "Aggregation" do not
apply here. The logsum of the impedance for a demand time interval is defined by
LogSum = - 1/β • Ln Σv exp( -β • Wv ),
whereas V is totalized across all connections, Wv is the impedance of connection
V, β of the choice model Logit parameters and Ln is the natural logarithm.

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8.4.1.6 Derived skims

Skim Definition
The skim for a relation is the weighted average across all demand time intervals,
whereas the weight is the demand of the respective time interval. If independence
is used, the definition changes to:
LogSum = -1/β • Ln Σv EIGAv • exp(β • Wv),
where EIGAV represents the adjusted independence of connection V. The adjus-
ted independence is calculated somewhat differently than the general case, also
see chapter(see "Independence of connections" on page 635). Instead of the gen-
eral definition:
EIGV = 1 / ( 1 + ∑i≠j wi(j) )
here
EIGAV = 1 / ( 1 + ∑i≠j exp(-|Δti - Δtj|) • wi(j) )
is used, whereas Δti is the time difference between the offered departure time and
the desired departure time. In demand models, the logsum of impedance can be
used instead of the impedance. An advantage of this skim is that an improvement
in supply, for example when a connection is added, will never negatively impact
the skim, which, in contrast, can happen with average impedance.
Note
When using independence in very specific combinations, adding a connection can
lead to a slight deterioration of the skim.
Journey Ratio of the journey distance and the journey time between origin and destination
speed (JRS) zone [km/h]
Journey speed [km/h] = journey distance [m] / 1,000) / journey time [min] / 60)
Direct dis- Ratio of the direct distance and the journey time between origin and destination
tance speed zone [km/h]
(DIS)
Direct distance speed [km/h] = direct distance [m] / 1,000) / journey time [min] / 60)
In-vehicle Distance covered in the TSys as a percentage of the total in-vehicle distance of
distance as the connection
percentage
by TSys
(IVTP)
Equivalent Skim which results from a user-defined formula according to the set parameters.
journey time The unit of the journey time equivalent of the calculated skims is determined by
(EJT) the user-defined formula.
Extended The extended impedance is a component of the perceived journey time (PJT). It
impedance can be defined in the settings for the impedance of the timetable-based assign-
(XIMP) ment and is thus only available in the timetable-based assignment.
Utility (UTL) The Utility is based on the following:

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 8.4.1.6 Derived skims

Skim Definition
On the one hand, the utility is based on C, which is the set of connections
determined for an OD pair.
On the other hand, the utility is based on the set of time intervals T = (t1, ..., tn)
resulting from the time series relevant to the OD pair or from refined time
series intervals, if applicable.
Per time interval t in T, each connection c in C has an impedance wt(c), which
depends on t, since the impedance may contain the time interval’s distance from
the connection’s departure time.
Using an antitone utility function f, the respective utility ut(c) is calculated from the
impedance wt(c) according to ut(c) = f (wt(c)).
In case of the Logit model f(x) = e-bx.
The share of a connection c of the demand per interval t is then derived according
to the following formula.

The denominator Ut is the overall utility of the time interval.

Compared to skims representing a mean value, Ut improves with every new con-
nection that is added to the current transport supply.
For that reason the averaged Ut calculated over all time intervals is accounted for
as a separate skim.

Here, dt is the total demand within time interval t.

Discomfort Time during which a passenger has no seat in the course of this journey.
due to capa- The skim is calculated as journey time weighted by vehicle journey item. Its weight
city over- is a function of the volume/seat capacity ratio.
load (DISC)
For each individual PuT path C, the discomfort E(C) is defined as follows.

Here
a = Index over all vehicle journey items of a PuT path C
Fa = Journey time of the vehicle journey item a (known from its time profile)

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 8.4.1.7 Examples for skims

Skim Definition
Pa = Number of passengers on vehicle journey item a (over all paths, determined
by assignment)
Sa = Number of seats on vehicle journey item a (based on the total of the seats of
all vehicle journey sections which traverse the vehicle journey item on the respect-
ive calendar day)
A,B = free parameters
Path legs covered by a TSys of the PuT-Walk or PuT-Aux type in the PuT path are
ignored.
Notes
The discomfort due to capacity overload is only calculated with a timetable-
based assignment.
The Discomfort skim is always specified in the unit seconds.
Share of OD Share of the passengers who are likely to experience a delay exceeding a spe-
trips with rel- cified threshold
evant delay
Risk of The risk of delay per person is calculated as the weighted total of all transfers
delay per occurring in a relation and the risk of delay at the alighting destination.
person
Share of fail Share of passengers denied boarding due capacity overload of vehicles
to board
Risk of fail The risk for each person of not being able to board a relation is calculated as a
to board per weighted total of all transfers and the risk at the boarding stop.
person

Table 169: Derived skims

8.4.1.7 Examples for skims

The Illustration 154 and the Table 170 illustrate a few skims for the connections of an OD pair.

Illustration 154: Example network

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 8.4.1.8 Availability of skims in PuT assignment procedures

Connection 1 Connection 2
Used sequence of lines / route Bus1 Bus1, Train
Access distance [m] 300 300
Access time [min] 3 3
Run time [min] 45 28
Transfer wait time [min] 0 8
Egress distance [m] 500 500
Egress time [min] 5 5
Ride time [min] 45 36
Journey time [min] 53 44
Journey distance [m] 27500 20000
Direct distance [m] 18385 18385
Journey speed [km/h] 31.1 27.3
Direct distance speed [km/h] 20.8 25.1
Number of transfers [-] 0 1
Table 170: Example of the connection skims of an OD pair

8.4.1.8 Availability of skims in PuT assignment procedures

The Table 171 shows which skims can be calculated per PuT assignment procedure.

Skim output by procedure Default TSys- HWay- Timetable-

ext. based based based
Journey time JRT X X X
Journey time adapted JRTA X
Ride time RIT X X X
Ride time adapted RITA X
In-vehicle time IVT X X X
PuT Aux time AXT X X X
Origin wait time OWT X
Origin wait time adapted OWTA X
Weighted origin wait time WOWT X
Transfer wait time TWT X X
Transfer wait time adapted TWTA X
Weighted transfer wait time WTWT X
Extended transfer wait time XTWT X
Walk time WKT X X X
Access time ACT X X X
Egress time EGT X X X

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8.4.1.8 Availability of skims in PuT assignment procedures

Skim output by procedure Default TSys- HWay- Timetable-

ext. based based based
Perceived journey time PJT X X
Number of transfers NTR X X X
Service frequency SFQ X X
Number of arrival time points NATP X
Sharing travel time SHTT X
Sharing time for rental process SHAT X
Sharing travel distance SHTD X
Sharing time for return process SHET X
DRT distance DRTD X
DRT time DRTT X
DRT wait time DRTWT X
Share of OD trips with relevant delay STRD X
Risk of delay per person RDP X
Direct distance DID X X X
Journey distance JRD X X X
Ride distance RID X X X
Trip distance IVD X X X
PuT additional width AXD X X X
Walk distance (transfer walk links) WKD X X X
Access distance ACD X X X
Egress distance EGD X X X
Journey speed JRS X X X
Direct distance speed DIS X X X
Fare FAR X X
Number of fare zones NFZ X X
Number of operator changes NOC X
In-vehicle distance per TSys IVTD X X X
In-vehicle distance percentage per TSys IVTP X X X
In-vehicle time per TSys IVTT X X X
Impedance IPD X X
Impedance LogSum ILS X
Utility UTL X
Path leg attribute PLA X X
Adaptation time ADT X

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 8.4.1.9 Aggregation to mean skims per OD pair

Skim output by procedure Default TSys- HWay- Timetable-

ext. based based based
Extended adaptation time XADT X
Extended impedance (XIMP) XIMP X
Equivalent journey time (user-defined) EJT X X X
Discomfort due to capacity overload (only cal- DISC X
culated during assignment)
Share of fail to board SFB X
Risk of fail to board per person RFGP X

Table 171: Availability of skims in PuT assignment procedures

8.4.1.9 Aggregation to mean skims per OD pair

Depending on the chosen search procedure there are different possibilities to aggregate the skim
values (Skim) of the connections to mean skim data (mSkim) by OD pair (Table 172):

Aggregate functions HWay- Ttable-

based based
Unweighted quantile X X
For 0 ≤ z ≤ 1 the z-quantile of a finite, classified series of values (x1, ..., xn) is
defined as smallest number y, to which applies that # is {i : xi ≤ y } / n ≥ z.
Weighted quantile X X
The connections are weighted with the volume at the calculation of the
quantile.
Unweighted mean X X

Weighted mean X X

Unweighted mean restricted to paths of sufficiently low impedance X X

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 8.4.1.10 Skims of time intervals

Aggregate functions HWay- Ttable-

based based
Weighted mean restricted to paths of sufficiently low impedance X X

mSkim = skim value for route with minimum impedance X

mSkim = skim value for route/connection with minimum perceived journey time X

Table 172: Combination of skim data to the mean skim value per OD pair

Note: For calculation of a weighted mean, by default, the weights of skim matrix calculation are
used. In this case, the demand in the time series intervals is set in relation to the total demand
in the assignment period. If the weights of a percentage time series or the demand of a matrix
time series for an OD relation equals 0, a fixed demand is assumed and the respective time
interval is weighted with its length in relation to the assignment period.

The skim service frequency SFQ does not refer to a particular route or connection, but to an OD
pair.
For the timetable-based procedure, the service frequency results from the number of different
arrival times.

Example
For an OD pair, three connections are determined:

Connection 1 2 3
Volume 50 % 20 % 30 %
Number of transfers 1 3 2

By means of the different aggregate functions, the number of transfers by OD pair is calculated as
follows:

Avg value 50 % quantile

unweighted weighted unweighted weighted
(1 + 3 + 2) / 3 1 • 0.5 + 3 • 0.2 + 2 • 0.3 Values: (1, 2, 3) Values: (1,1,1,1,1,2,2,2,3,3)
=2 = 1.7 50 % quantile = 2 50 % quantile = 1

8.4.1.10 Skims of time intervals

Using headway-based or timetable-based assignment you cannot only calculate skims for the
assignment period, but also calculate skims for analysis time intervals. The program then
accounts for analysis time intervals that overlap with the assignment period.

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 8.4.1.11 Skims between stop areas

Decisive for the assignment to a time interval is the demand it contains. This means that for skims
of the analysis time interval, connections outside the time interval are also taken into account if
they are used by the demand of this time interval. This for instance ensures a precise calculation
of the skims adaptation time or extended adaptation time.

In addition to the restrictions for skim calculation listed in Table 171, the skims discomfort and ser-
vice frequency are also not calculated.

8.4.1.11 Skims between stop areas

In principle, the calculation of skims between stop areas is analogous to the calculation of skims
between zones. The calculation is performed via the procedure Calculate stop area skim mat-
rix, either headway-based or timetable-based (see User Manual: Chpt. 23.4.3, page 2268). The
results are output in matrices with the number of stop areas. The calculation is a mere skim matrix
calculation. It is not based on the assignment results of demand. This means capacity restriction
cannot be taken into account. The skim discomfort is not available.
Information on the temporal distribution, however, is still required. It is derived from the time series
of demand segments, for which the skim calculation is performed. The time series used must be
in per cent, as only then is there no reference to zones. You may also output skims between stop
areas for analysis time intervals. In this case, the restrictions listed in the respective section apply
(see "Skims of time intervals" on page 592).

8.4.2 Perceived journey time

The perceived journey time PJT results from the weighted components of the journey time and fur-
ther components.
Perceived journey time PJT [min]
= In-vehicle time • FacIVT • (in)direct time profile item attribute 2)
+ PuTAux time • FacAXT 1)
+ Access time • FacACT
+ Egress time • FacEGT
+ Transfer walk time • FacWT
+ Origin wait time • FacOWT
+ Transfer wait time • FacTWT
+ Number of transfers • FacNTR
+ Number of operator changes • FacNOC 1)
+ Extended impedance • FacXIMP 1)
1) timetable-based assignment only
2) headway-based assignment only, (in)direct vehicle journey item attribute in the timetable-
based assignment

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 8.4.3 Fares

The perceived journey time is used for the headway-based procedure and timetable-based pro-
cedure, to evaluate individual connections during the connection choice. Weighting the number of
transfers strongly, for example, results in passengers preferring minimum transfer connections.
In both procedures, boarding events and transfers can be evaluated in addition.
Headway-based assignment does not yet regard PuT-Aux times.
For the timetable-based assignment, the following options are provided:
Number of operator changes can be taken into account
PuT-Aux time can be weighted with a TSys attribute
extended impedance can be defined
Moreover, for each component a Lambda value can be entered and/or the option Box-
Cox transformation can be activated.

8.4.3 Fares
Visum can be used to calculate fares (see "PuT fare model" on page 761). The fare per con-
nection results from the used ticket type(s). It includes the specific supplement by transport sys-
tem (for ICE, for example). These fares are calculated for each connection. Except for the
impedance definitions of both the headway- based and the timetable- based assignment pro-
cedures, the fares can also be output as skim matrix and can be taken into account for the rev-
enue calculation which is performed by the PuT operating indicators procedure.

8.4.4 Temporal utility

For the timetable-based assignment, the temporal utility of a connection is included as a further
skim value in the definition of impedance (see "PuT impedance functions" on page 595).
Temporal utility means that the desired departure time of demand and the desired departure
times of supply are considered. The same applies for the desired arrival time(s) of supply, when
the arrival time is specified as the time reference of demand. This case is not explicitly described
in the following.
The temporal utility of a connection depends on the following parameters:
Desired departure time, which is indicated by the temporal distribution of demand
Time difference ∆T between provided time of departure and desired time of departure
Tolerance to differences between the provided time and the desired time of departure, which
is called the sensitivity to earlier or later departures
In this way it can be modeled that also the temporal position of a connection has an effect on its
attractiveness.
The temporal utility of a connection is highest for that interval in which the connection is placed,
because then T = 0 applies. The higher ∆T, the lower the temporal utility.
For the timetable-based procedure, the temporal utility is included in the definition of impedance
by adding ∆T to the perceived travel time and the sensitivity of passengers towards early or late
departures can be set by parameter.
For both variants, the following applies.

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 8.5 PuT impedance functions

The shorter the period between the actual departure time and the desired departure time, the
higher the temporal utility of the connection and the lower its impedance.

Time series with hourly intervals

∆T (6-7) = 07:20 a.m. – 07:00 a.m. = 20 min
ΔT (7-8) = 0 min
∆T (8-9) = 8:00 AM a.m. – 7:20 AM a.m. = 40
min

Table 173: Example for the determination of the time difference ΔT

8.5 PuT impedance functions

Like PrT assignment procedures (see "Impedance and VD functions" on page 356) the PuT
assignment procedures derive the impedance of a connection from several skims of this con-
nection or route (see "PuT skims" on page 580). Thus, the impedance is a user-defined com-
bination of various skims. According to requirements, a malus or a bonus can be specified for
various properties of a connection. The general rule is "The lower the impedance of a connection,
the higher its share of the transport demand".
In contrast to PrT, however, the impedance is used not only for the connection search, but also to
evaluate the connections during the connection choice by some of the PuT procedures. Imped-
ance can consist of times and fares. Due to the impedance dependency on the temporal utility
(see "Temporal utility" on page 594) at the connection choice of the timetable-based procedure
(see "Timetable-based assignment" on page 624), the impedance of a connection can be dif-
ferent from time interval to time interval.
The actual definition of impedance differs in the various assignment procedures. The timetable-
based procedure actually uses different approaches in two of the calculation-internal work steps.
An overview is given in Table 174. All factors can be set freely and also be set to zero, so that they
are not considered in the assignment.

Procedure Definition of impedance

Timetable-based – IMP = JRT • Fac1 + NTR • Fac2 + TSysIMP • Fac3
Branch&Bound search
Timetable-based – IMP = JRT
Shortest path search
Timetable-based – Choice IMP = PJT • Fac1 + Fare • Fac2 + ∆Tearly • Fac3 + ∆Tlate • Fac4
Headway-based – Search IMP = IVT + TWT • Fac1 + NTR • Fac2
Here, TWT represents the expected wait time for the line the pas-
senger wants to board for the transfer.
Headway-based – Choice IMP = PJT • Fac1 + Number of fare points or fare • Fac2

Table 174: Comparison of the impedance functions in the PuT assignments

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 8.6 Distribution of the travel demand to PuT connectors

8.6 Distribution of the travel demand to PuT connectors

Similar to the PrT origin and destination demand, the PuT origin and destination demand can also
be distributed to PuT connectors either arbitrarily or by percentage (see "Distribution of demand
of a zone to the connectors" on page 105). Contrary to PrT, PuT does not provide two variants for
the proportional distribution but always uses the model "Each single OD pair (MPA)". For PuT, the
distribution by percentage may be used, for example, to assign the transport demand to all stops
which are located within a community (modeled as one zone).
The proportional distribution of the PuT is effected similar to the distribution by percentage of PrT.
All origin and destination demand of the zone is distributed onto all connectors of the zone pro-
portionally to their respective current connector weights. During the assignment, a temporary vir-
tual zone is generated for each connected node. The virtual zone's total demand complies with
the connector's original share in the total demand of the original zone. The assignment calculation
is based on the virtual zones. After the assignment, the temporary zones are deleted and the res-
ults are allocated to the original zones.

Example

Two zones with the following connectors are given.

Zone 100 with distribution by percentage, connected nodes 1, 2 and 3
Zone 200 with distribution by percentage, connected nodes 4 and 5
The connector weights for origin and destination are set according to Table 175.

Connector node Weight (origin) Weight (destination)

1 20 0
2 30 80
3 50 20
4 40 90
5 60 10
Table 175: Connector weights for the example

Transport demand from zone 100 to zone 200 = 1000 trips

Transport demand from zone 200 to zone 100 = 500 trips
For the assignment, this leads to the temporary demand matrix displayed in Table 176.

Virtual zone 1 2 3 4 5
1 - - - 180 20
2 - - - 270 30
3 - - - 450 50
4 0 160 40 - -
5 0 240 60 - -
Table 176: Temporary demand matrix for the assignment in the example

The value of the temporary OD pair 1 ⇒ 4 is calculated from 1,000 • 0.2 • 0.9 = 180.

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 8.7 Allocation of skims with reference to lines / links

8.7 Allocation of skims with reference to lines / links

Certain attributes, for example the line network length of a transport system or the attributes
number of service trips or PuT volume of a link are in an intermediate position, because spa-
tially their definition refers to a link and also to a line route. Since stop points may optionally be
placed on links, and both line routes and vehicle journeys extend from stop point to stop point,
only certain sections of links may be traversed by line routes or vehicle journeys.
In most cases, proportional allocation of these indicator values to the link does not make sense,
which is why the definition for those indicators has been standardized:
A link is regarded as being used (completely) by an object of the line hierarchy if the link section
traveled accounts for at least half of the link length (≥ 0.5). For indicators that relate to sections
between stop points (for example, volume), the following applies. Each stop point on a link is
assigned the nearest node (either the From node or the To node of the link). The indicator value of
the section between the last stop point, to which the FromNode is assigned, and the first stop
point, to which the ToNode is assigned, is regarded as the indicator value for the (entire) link. The
Illustration 155 shows skim calculation example for such partially traversed links.

Illustration 155: Example of skim calculation for partially traversed links

Line route 1 touches the links 2, 3, and 4 (because the section traveled accounts for at least half of
the link), not link 1 however, because the traversed section is < 0.5 on link 1. Vehicle journey 1
only touches link 3. The volume between the stop points B and C is regarded as the PuT volume
of link 2, while for link 3, volume C – D applies and for link 4, the volume between D and E.

8.8 Transport system-based assignment

The transport system- based assignment does not differentiate between individual PuT lines.
Modeling the transport supply only considers the links of a basic network with their specific run
times. The basic network can comprehend the following sets of links.
All road and rail links of the link network
Only those links traversed by PuT lines
Only those links traversed by active PuT lines
From the links of this basic network a graph is constructed which is the basis for a best-route
search.
Because individual lines are not distinguished, transfer stops with their respective transfer times
cannot be included in the search. It is possible, however, to consider transfer times between dif-
ferent transport systems (transfer penalties for transport system changes, for example between
bus and train).

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 8.8.1 Evaluation of the transport system-based assignment

The transport system-based assignment calculates exactly one route for each pair of origin zone
and destination zone, which consists of one origin connector and one destination connector for
the PuT as well as of links and turns, which are permitted for a public transport system. Transfers
are changes of the transport system which are considered in the form of a time penalty in the
route search.
For links, t-PuTSys is considered
A transport system change can only take place at selected nodes
At nodes, where a transport system change is necessary, a transfer time penalty TP is
assigned
TP = node type-specific time penalty + penalty per transfer
At nodes, at which no turn for the public transport system is permitted between the links, the
time penalty TP is also added if option Consider prohibited turns is active.

8.8.1 Evaluation of the transport system-based assignment

The transport system-based assignment is characterized by the following features.
The timetable (service frequency, transfer wait times) is not considered.
Unrealistic route choice caused by frequent transfers within a transport system.
Lines of the same transport system which run in parallel but have different PuT run times (for
example bus 1 and bus 2) can only be represented by a mean PuT run time.
The journey time or ride time can be estimated if PuT lines have short headways.
Number of transfers, transfer wait time, and service frequency cannot be calculated.
The assignment procedure based on transport systems is recommended for a first draft of a new
line network. The procedure calculates the shortest routes (minimum time required) which are
then charged with the travel demand. The resulting volume flows represent the "desired line net-
work" of the passengers.
The volumes resulting from the timetable-based assignment and the headway-based assignment
will differ significantly from the results calculated by the transport system- based assignment.
Under no circumstances neither a timetable-based nor a headway-based calculation should be
replaced by the transport system-based procedure.

8.8.2 Example for the transport system-based assignment

For the PuT supply in the example (see "Example network for PuT assignment procedures" on
page 575), the procedure determines the following shortest route given a transfer penalty of 10
minutes for the transfer from bus to train.
12 minutes from A-Village to Station with transport system Bus
16 minutes from Station to X-City with transport system Train
With a 10-minute transfer penalty, this results in a ride time of 38 minutes. All 90 trips from A-Vil-
lage to X-City are assigned onto this route.
This results in the volumes shown in Illustration 156.

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 8.8.3 Steps of the transport system-based assignment

Illustration 156: Network volume after transport system-based assignment (parameters file
TSys1.par)
From a transfer time of 18 minutes onward, the TSys bus is used instead of the train for the sec-
tion between the Station and X-City (Illustration 157).

Illustration 157: Network volume after transport system-based assignment (parameters file
TSys2.par)

8.8.3 Steps of the transport system-based assignment

On the links, connectors and turns which are permissible for public transport systems in the net-
work, the transport system-based assignment determines the routes with the minimum imped-
ance for each OD pair.

8.8.3.1 Route search

The impedance of a route consists of the following components.
Run times of traversed links
Transfer penalty for every transport system transfer
Node type-specific or stop-specific transfer penalties
For links which may be used by several public transport systems with different run times, the min-
imum run time is used.

8.8.3.2 Route loading

The total demand of an OD pair is assigned to the route with the lowest impedance.
The transport system-based procedure carries out exactly one best-path search for every OD
pair.

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 8.9 Headway-based assignment

8.9 Headway-based assignment

For the headway-based procedure, each line is described by the line route, the run times between
line stops, and the headway. Actually, it is the time profile which comprises this information and
the headway-based procedure works on this model level (see "Network objects of the line hier-
archy" on page 115). In the following sections the term line is used for the sake of convenience.
This emphasizes that the timetable of the individual vehicle journeys is not regarded.
Transfer wait times are usually regarded globally, which means that the departures of different
lines are independent of each other. As a standard, a timetable coordination is not taken into con-
sideration. By explicit modeling, however, it can be expressed that lines operate with the same
headway each on a shared section, or rather a fixed transfer wait time exists between two lines
(see "Matched transfers" on page 622). TSys of the PuT-Aux type are not yet regarded.
The headway-based assignment procedure includes the three operational steps.
1. Headway calculation (see "Headway calculation" on page 601)
2. Route search and route choice (see "Route search" on page 618 and "Route choice" on
page 619)
3. Route loading
In the combination of search and choice, the headway- based procedure differs from the
timetable-based assignment. In this second step, possible paths between two traffic zones are
detected and simultaneously a distribution is specified between them. The paths do not represent
connections, but routes (see "PuT paths" on page 578), as the calculation is not done on the time
axis, but merely regards travel times and headways. In the third step, the routes found in the
search are loaded with the demand from the demand matrix and stored in memory (if desired).

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The PuT Capacity Restrained/ Headway-based
example demonstrates the application and effect of capacity restrictions in headway-based
public transport assignment.

8.9.1 Evaluation of the headway-based assignment

The headway-based procedure is characterized by the following features:
The procedure, as is the case with the timetable-based assignment, not only determines the
optimum routes, but also those that are good enough. However, the transfer wait time goes in
only globally here.
A coordination of the timetable is taken into consideration only if the coordination has been
modeled explicitly (see "Coordination" on page 621).
The number of transfers, journey time and the ride time can be estimated with sufficient accur-
acy if all lines have short headways.
The bandwidth of various choice models offers the big advantage of being able to configure
the procedure in such a way, that it precisely reflects the available passenger information
provided in the analyzed network. Accordingly, you can apply different models to make an
estimate of the benefit, which can be achieved by investing in passenger information sys-
tems.

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 8.9.2 Headway calculation

Compared to the timetable-based procedure, the headway-based procedure shows a con-

siderable reduction of computing time for most PuT networks, this is especially the case for
networks with regular headways (fixed-time rhythm). In networks in which many lines consist
of only one trip, however, time savings are low.
Because the headway-based procedure normally does not take the co-ordination of the
timetable into account, the procedure is suited for public transport planning in urban areas,
particularly if the current state (exact timetable is available) is to be compared with scenarios
for which no exact timetables exist yet. This procedure is not suited for PuT supply planning
in rural areas or for long-distance transport, because in these cases long headways occur,
and it is an elementary planning task to provide connections.
Using the headway-based procedure, the fares can be regarded in the impedance cal-
culation. For that purpose, the full range of the Visum fare model is provided. Due to the com-
plexity of the fare model, taking fares into account in an assignment might increase the
required computation time. With less complex fare structures, the variant using fare points
should be favored. Note that the fare is not computed for the complete path but per path leg
during an assignment (see "Generalized costs as impedance" on page 603).

8.9.2 Headway calculation

You can define the headway of a line in three different ways (see User Manual: Chpt. 23.2.3.1,
page 2197).
from a (usually user-defined) time profile attribute
from the mean headway according to the timetable
from the mean wait time according to the timetable (default setting)
Each of the three methods can be applied separately by time interval. That way you can model
that the transport supply varies within the assignment period – for example, because of the higher
demand during morning peak hours.

From time profile attribute

In the simplest case, directly enter the headway as an attribute of the respective time profile. The
specification of a timetable is then dispensable. An existing timetable is ignored.

From mean headway according to timetable

Visum can also automatically calculate the headway from the timetable of the time profile. For that
purpose, the number of departures n is determined for each time interval l = [a,b) within the assign-
ment time period. The headway results as the quotient.

In the case of networks with short headways and sufficiently broad time intervals, this simplified
approximation is acceptable. Generally speaking, however, this approach is problematic for two
reasons.
On the one hand, the definition is too sensitive to shiftings of individual departures across the inter-
val limits. This will cause discontinuities in the result. This problem always occurs if the real head-
way of a PT line is no divisor of the length of the demand time interval. For a line with a 40-minute

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8.9.2 Headway calculation

headway, for example, and the time interval l = [06:00 a.m., 07:00 a.m.), different headways are
calculated for the particular departure times (Table 177).

Departure times Trips in the time inter- Calculated head-

val way
05:55 a.m., 06:35 a.m., 07:15 a.m., ... 1 60 minutes
6:05 AM a.m., 6:45 AM a.m., 7:25 AM a.m., 2 30 minutes
...
Table 177: Example for headway calculation from mean headway according to timetable

On the other hand, this approach cannot reflect the following fact: For the passenger who arrives
at random, trips spread evenly throughout the time interval generally mean less wait time than
trips that are piled up. The following third definition, therefore, is used as default setting for the
headway-based procedure.

From mean wait time according to timetable

The headway τa,b of a line is defined as double the expected wait time for the next departure
of the line in the case of random access in the time interval [a,b).
F l  = {x 1 , x 2 , ..., x n } is the set of departure times of the line in interval l = [a,b). The first departure
after time b is indicated as x‘. Since such a departure does not have to exist or can occur later, the
fictitious departure x‘‘ = x1 + (b-a), which results from the cyclical continuation of the timetable in l,
is also considered. For the calculation of the wait time at the end of l the departure x n+1  = min
{x‘,x‘‘} is used.
The headway is then defined as follows.

Here applies: , and to the

remaining i ∈ {1, ..., n-1}. ∆Ii is in each case the expected wait time in a sub-interval.
If you now look again at the example with the 40- minute headway and the interval l  = 
[06:00,07:00), you get a much more balanced picture.

Departure times Trips in the time interval Calculated headway

05:55 a.m., 06:35 a.m., 07:15 a.m. 1 43’ 20’’
6:05 a.m., 6:45 a.m., 7:25 a.m., ... 2 43’ 20’’
Table 178: Example for headway calculation from mean wait time according to timetable

Using the example in the first row, the calculation can be briefly explained as follows.
In this case n = 1, x1 = 06:35 and x2 = 07:15 apply.
Therefore follows

and

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 8.9.3 Generalized costs as impedance

Overall this results in minutes.

Compared to the case of the naive approach , this example shows that the calculated values
vary far less when shifting the specific departure times.

8.9.3 Generalized costs as impedance

For route search and choice (see "Route search" on page 618 and "Route choice" on page 619),
paths are assessed by their impedance or generalized costs respectively (see "PuT impedance
functions" on page 595). They include a perceived journey time PJT and a fare-based component
(fare or share of fare points).
IMP = PJT • FacPJT + NumberFarePoints or Fare • FacFare

Perceived journey time (PJT)

The perceived journey time PJT, has the unit "Minutes" and consists of the following times:
PJT [min] =
In-vehicle time • FacIVT• weight attribute of the time profile item
+ PuT-Aux ride time• FacAXT
+ Access time • FacACT
+ Egress time • FacEGT
+ Transfer walk time • FacWT
+ Origin wait time • FacOWT (here, the origin wait time is computed according to a formula)
+Transfer wait time • FacTWT • weight attribute of the stop area
+ Number of transfers • FacNTR
+ Boarding penalty PuT (time profile attribute)
+ Boarding penalty PuT-Aux (transport system attribute)
+ Mean delay (time profile item attribute)
Here, journey times, costs, etc. are deterministic. The origin wait time and the transfer wait time
result from the previously specified headway of the PuT line which the passenger boards at the ori-
gin stop or at the transfer stop. Within the limits of their headways, they depend in a random way
on the transfer lines' relative position to each other, except in the case of coordination (see
"Coordination" on page 621).
The run time can be multiplied by a user-selected time profile item attribute in order to model the
vol/cap ratio (for example the availability of seats) or other aspects of usability (for example the
level of comfort) of a line.
Other individual time penalties and weighting factors for boarding events or transfers can be taken
into consideration as follows (see User Manual: Chpt. 23.2.3.4, page 2205).

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8.9.3 Generalized costs as impedance

Wait time factors and penalties on the origin wait time from any attribute of stop areas and/or
time profiles
The wait time factor for the transfer wait time from any stop area attribute
A boarding penalty of any time profile attribute (for PuT lines) or transport system attribute
(for transport systems of the PuT-Aux type)
A mean delay from any time profile item attribute
With the time penalties you can for example model, that some lines are favored by the pas-
sengers – because of their better quality of traveling, or because they are usually punctual. Via
the wait time factors and penalties you can model that the passengers prefer waiting at some
stops than others.
Via the origin wait time in combination with time profile-based weighting factors you can model
that passengers do not randomly arrive at the stop but have a profound knowledge of the
timetable in the case of long headways. In other words, you can restrict the origin wait time to the
maximum value X via the weighting factor, for example: For all time profiles with headway T > X,
enter X / T as the origin wait time weighting factor. In this case, the weighting factor 1 will be used
for the time profiles with headway T < X.
Using PuT-Aux transport systems means no wait times, since the permanent availability of PuT-
Aux TSys is assumed. Using boarding penalties for transport systems of the type PuT-Aux, you
can still model a delay during transition.

Number of fare points

The Number of fare points is the total of all fare points that are traversed along the route. Fare
points can be defined either for a time profile or by transport system for a link. For time profiles,
four attributes are provided: Fare points per time profile item, fare points for boarding, for passing
through, and for alighting at a stop.

Fare
As an alternative to fare points, the fare derived from the Visum fare model can also be used.
There are no restrictions applicable in terms of number or properties of the fare systems or ticket
types.
In contrast to the timetable-based variant, which includes the fare of the complete path as imped-
ance component in the choice model, the impedance of the headway-based assignment includes
the total of the fares by path leg. To reach precise correspondence to the real fare model, the prop-
erty „Fare applies to = each path leg separately” is required for each of the used fare systems, i.e.
each boarding passenger has to purchase a new ticket. In other cases, in particular for degressive
fares over several path legs, the fare total included in the impedance can differ from the fare per
total path.
The example below illustrates how fares are applied in the headway-based procedure.
The demand from A to B is 100 trips. The supply-side provides two alternative bus connections.
The model consists of 5 fare zones, and for the tickets, a zone-based fare has been chosen as
fare structure. The table lists the fares depending on the number of traversed fare zones.

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 8.9.3 Generalized costs as impedance

Fare zones Fare [CU]

1 3
2 5
>2 10

Example 1
Either line runs through from A to B, one in the North and one in the South. Either line runs regular
services every 10 minutes. The North line traverses two fare zones, the fare in the impedance
function is 5 CU. The South line traverses five fare zones, the fare is 10 CU. With an impedance
definition of 1 • journey time + 2 • fare, the volumes of the south and north lines are the same.

North South
Journey time (min) 20 10
Fare zones (-) 2 5
Ticket fare (CU) 5 10
IMP = 1• Origin wait time+1• randomly in [0,10)+1• 20+2• 5 randomly in [0,10)+1• 10+2• 10
Journey time+ 2• Fare = randomly in [30,40) = randomly in [30,40)
Volume 50 50

Note: For the description of the volume distribution process in the headway-based assignment
please refer to the particular section in this manual (see "Example for the headway-based
assignment" on page 618). Since both the headways and fixed impedance components of
either route are identical, identical volumes are calculated.

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8.9.3 Generalized costs as impedance

Example 2
Now, the North variant consists of two separate lines providing coordinated connections with a
journey time of 10 minutes each. Neither transition times nor transfer penalties are regarded.
As the headway-based procedure's impedance calculation calculates the fares by path leg, a dif-
ferent impedance will be returned compared to the case mentioned above: For the first section,
the fare is 5 CU (2 fare zones), for the second section, the fare is 3 CU (1 fare zone), thus the fare
sums up to 8 CU in the impedance calculation. The volume distribution changes accordingly:

North South
JT [min] 20 10
Fare zones (-) 2 5
Ticket fare (CU) 5+3 = 8 10
IMP = 1*Origin wait randomly in [0,10)+1• 20+2• 8 randomly in [0,10)+1• 10+2• 10
time+1*Journey time+2*Fare = randomly in [36,46) = randomly in [30,40)
Volume 8 92

Remarks on the volume distribution: In the impedance range between 30 and 36, the South vari-

ant accounts for all shares. In the range between 36 and 40, the probability is . For

the South variant, the resulting probability is .

Summing up the path leg fares in the impedance of example 2 corresponds to the situation, where
a ticket has to be bought on each path leg. If a different fare system applied in reality (because the
passenger has the right to use just a single ticket for the trip from origin to destination, for
example), an inaccuracy turns out here. For compensation purposes, "transfer discounts" can be
defined: Use the Transfer fares function which is provided with the Visum fare model for the defin-
ition of discounts that balance the fare amount charged too much in the case of fare system trans-
fers. To correct the fare taking effect in the impedance formula, the following transfer fare had to
be defined in this example: 5 CU - 8 CU = -3 CU.

Note: The only difference is how fares in the impedance function are taken into account. Fin-
ally, always the real fare is regarded, which is not the path leg fare total. This is particularly
applicable to list outputs and skim calculations. In other words, for assignment analyses the
actual fare is listed per passenger trip.

Taking fares into account might significantly increase the computation time required for the assign-
ment, it actually depends on the complexity of the fare model. Instead of using a fare model which
mainly consists of proportional (e.g. distance-based) fares the usage of fare points is recom-
mended.

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 8.9.4 Choice models for boarding decisions

8.9.4 Choice models for boarding decisions

In the headway-based assignment it is usually assumed that passengers know line headways
and times.
Which additional information they have, is decisive for their choice behavior when boarding or
transferring. Visum offers four different models:
No information and exponentially distributed headways
No information and constant headways
Information on the elapsed wait time
Information on the next departure times of the lines from the stop
The latter applies for example, when dynamic passenger information systems have been installed
at stops. The passengers can then see which of the departing lines in the current situation offer
the least remaining travel time to their destination. As a result, they will for example not board a
line if the information system gives them the information, that shortly after this line there will be
another much faster line.
The individual choice models for the situation of a passenger waiting at a stop are introduced
below. To describe the mathematical basis, we still require a few terms.

Notation
L = {1, ..., n} describes the set of available PuT lines. Each line i ∈ L has a certain remaining jour-

ney time s i ≥ 0 and a headway h i > 0. The frequency of the line is derived from the latter.
The term "remaining" should make it clear that we are talking about the remaining journey time
from the currently considered stop to the destination zone. Only for the choice situation at the ori-
gin zone we are talking about the journey time of the entire path.
For the purpose of a more simple modeling we assume additionally that the lines are sorted in
ascending order according to their remaining journey time. Thus the following applies s1 ≤ s2 ≤ ... ≤
sn. The set of the first i lines is coded as follows: Li = {1, ..., i}.
Note, that the remaining journey time si in fact stands for the generalized costs of line i, which con-
tain transfer penalties and further impedance components. For a better understanding we will still
be talking about "Times".
On the basis of the available information the different choice models calculate the optimal set L*
⊆ L and for each line i ∈ L* a demand share πi ≥ 0.
It is clear that a line i must be part of L* if another line j is contained in L* and if si < sj applies for the
remaining journey times. From sorting the times it can be deducted that i * exists, as a con-
sequence L* = Li*.
The wait time which applies when choosing any set L‘ before boarding, is designated as WL‘. The
respective remaining costs are given as follows.

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 8.9.4.1 No information and exponentially distributed headways

The parameters are random variables because they depend on the random arrival of lines at the
stop.
For the optimal set L* the following also applies: E(CL*) ≤ E(CL‘) for any L‘ ⊆ L.

8.9.4.1 No information and exponentially distributed headways

There are two alternative implementation methods for this variant. The algorithm optimized in
terms of computing time is based on the calculation as explained by Spiess & Florian in 1989.
This algorithm allows only simple coordinations and additive fares to be taken into consideration.
The alternative approach allows for additional choice model settings and more complex defin-
itions in terms of coordinations and fares.
If the passenger does not have additional information, he has to decide ad hoc whether to board
the arriving line or not. The choice model determines the optimal set of lines, and the optimal
strategy of the passenger is to choose the line in the set that arrives first.
In addition to the missing passenger information, the model introduced in this section is most not-
ably characterized by the fact that the headway (the temporal gap between two departures of a
line) is not assumed to be a constant, but rather exponentially distributed. The expected gap value
is exactly the same as for constant headways 1 / λi, therefore the "Frequency" of the line. In con-
trast to constant headways, however, the headway times strongly scatter around this value.
Fundamental characteristic of the exponential distribution which is taken as a basis is that the wait
time which has already elapsed since the last departure of the line, does not state how long the
passengers have to wait for the next departure. This property is called "Memorylessness". Thus,
the greatest possible irregularity of the timetable is assumed.
The optimal set under these model assumptions is composed as follows. The following is set first:

Then, the optimal set of lines is achieved by L* = Li*, where i* = max{i:si≤ ui-1}.

It can be proved that the i* composed in such a way reduces the expected remaining costs.

A line i thus exactly belongs to the optimal set if its remaining travel time (without wait time) is not
higher than the expected remaining travel time plus wait time of the combined lines Li-1 = {1, ..., i-
1}. This procedure has the effect, that comparatively few lines are used, because with this com-
parison the lines Li-1 are treated in such a way, as if they were perfectly coordinated. Coordinated
here means, that they are arranged so evenly, that they appear as a single line with frequency

. Such an additivity is only given in the case of exponential distribution.

The share of the lines i ∈ L * are equal to the probability, that they depart first, as can be taken
from the following formula.

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 8.9.4.2 No information and constant headways

Note, that the remaining travel times of the lines do not appear in the share definition. If lines are
adequate enough to be contained in the optimal line set, their shares only depend on their head-
ways. This property illustrates the heavily simplified construction of this choice model.
The resulting expected wait time is as follows.

This choice model should only be used if the line headways are extremely irregular, in other
words, if the passengers face a high level of uncertainty.

8.9.4.2 No information and constant headways

With the same level of information, however, constant headways, the strategy of a passenger is in
principle the same. From an optimal line set L* = Li* he or she selects the line which arrives first.
The determination of i* now follows the following different approach.
You can recalculate that it is insufficient in this case, to regard the result (L1, L2, ..., Ln) of poten-
tially optimal line sets and to cancel exactly at that point when for the first time the following
applies: ECLi > ECLi-1. This is caused by the fact, that there can be more than one local minimum

in the sequence (Li). Therefore guarantees, that the optimal line set is com-
posed exactly from those lines, which reduce the expected remaining costs if being included in
the selection.
The shares assigned to the individual lines again correspond with the possibility of arriving first.

is the minimal occurring headway. This results in the following expected wait time.

If the timetable in the analyzed network is regular and only slightly irregular, and the passengers
do not have any information on departure times, this choice model is more realistic than the model
considered before.

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 8.9.4.3 Information on the elapsed wait time

8.9.4.3 Information on the elapsed wait time

If - in case of constant headways - the passenger makes use of the information on how long he
has been waiting already at the stop, he will be able to reduce his expected remaining costs - in
contrast to the previously described models. The passenger knows for example, that after waiting
eight minutes, a line with 10 minutes headway has to arrive within the next two minutes. The pas-
senger can make use of this information and ignore potentially earlier arriving lines, which are,
however, at least two minutes slower.
The passenger has this information independently of the external infrastructure. To assume this is
therefore not a strong assumption.
In this case, the optimal line set L * depends on the elapsed wait time and is therefore no longer
constant. Determining the set is more difficult than in the previous cases. It can be proven that L*
has the following shape.
Given are i* ≤ n and an orderly sequence of times 0 ≤ ti* ≤ ... ≤Tl.tl. This means that in time interval
Ij= (tj+1,tj] just Lj = {1, ..., j} forms the optimal line set. tj is here the exact point in time t, from which
onward the remaining journey time of line j is greater than or equal to the expected remaining
costs (including wait time according to t) of the lines L j-1 . In other words, t j is the unique solution

for t in .
The optimal strategy is as follows. If the passenger observes an arrival of a line from Lj, after wait
time τ ∈ Ij, he will board that line. Other lines he will ignore.
One can show that this strategy reduces the expected remaining costs. As illustrated in the fol-
lowing, it corresponds more with the real behavior of passengers than its abstract definition.
Because the passenger knows the headways of all lines, his knowledge on which available lines
are still worth taking, increases the longer he is waiting. Comparable slower lines may still be reas-
onable options at the beginning of the wait time. There is a time, however, when the evaluation
“topples”. At a certain time, the expectancy for the remaining wait time for the faster j-1 lines is
less than the difference between their remaining travel time and the remaining travel time of the
line j. Exactly as of this time is it no longer worth it to take line j – even if it arrives immediately. The
times t j mentioned above are exactly those moments when a line j is no longer included in the
optimal line set L* for this reason.

Example
Let us regard the following simple situation of two lines.

Line Run time Headway

1 10‘ 15‘
2 13‘ 15‘
Table 179: Considering elapsed wait time

The passenger waits maximum 15 minutes to continue his journey. After t minutes the expected
remaining travel time for line 1 is exactly 10 + (15 - t) / 2 minutes. To determine the point of time as
of which this expected value is less than the run time of line 2, you resolve 10 + (15 - t) / 2 ≤ 13
according to t which results in t ≥9, thus t2 = 9.

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 8.9.4.4 Information on departure times

In other words, a vehicle of line 2 can be ignored after 9 minutes, because the three minutes
longer run time of line 2 is not made up by the mean remaining wait time for line 1.

8.9.4.4 Information on departure times

This model is based on the assumption that a passenger does not only know the times and head-
ways of all lines, but can (at least at the stop) also get information on precise departure times. The
optimal strategy can thus be formulated as follows.
A passenger boards the line that offers the least remaining costs given the actual depar-
ture times.
Unlike in previous cases, the passenger does not simply board the first arriving line of a certain
(possibly time dependent) set. Because all wait times w i are known, the passenger's decision is
not subject to stochastic influences. He or she rather selects exactly that line whose remaining
costs si + wi are at a minimum.
The optimal line set thus consists of all lines, which have the least costs in some timetable pos-
itions.

and
The optimal set of lines are those, which are optimal in border cases, since they arrive without a
wait time, whereas all other lines have to be waited for by a complete headway.
The calculation of shares is as follows.
[60.1]

[60.2]

[60.3]

[60.4]

[60.5]

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 8.9.5 The complete choice model

[60.6]

Explanation of the derivation

In row [60.1], the entire passenger information is used. Line i is selected if its remaining costs C i
are lower than those of the other lines. Row [60.2] reformulates the expression, by using the dens-
ity function of the random variable Ci. Due to constant headways Ci is equally distributed in [si,si +
h i ). (If the wait time is weighted with a factor, this should be put in front of h i , the calculation oth-
erwise does not change.)
In row [60.3] we take advantage that the departures of the lines are independent of each other. In
all choice models this is a basic assumption of the headway-based assignment. To avoid case dif-
ferences, the integration range in [60.5] is separated into sections, in which the inner product is
extended over a constant set of lines. It has to be noted that for j > k and x ∈ [s k ,s k+1 ) the fol-
lowing must apply: P(C j > x) = 1. This is due to the sorting of the lines at the beginning, because
the costs of line j > k sum up to at least sk+1. In the last step [60.6] we then apply the distribution
function of Cj which again is an equal distribution. At the end of the invoice, the result is a sum of
polynomials with a maximum degree of i*.
The expected wait time is achieved analogously.

To assume passenger information is no extremely strict requirement. Many places already have
information systems which display the next departure times on the basis of real-time operating
data. Alternatively, timetables could be hung up at stops. There are also no limits regarding other
technical resources.

8.9.5 The complete choice model

The choice models for boarding decisions all apply to the situation of a passenger, who is waiting
at a stop for departures of suitable lines (see "Choice models for boarding decisions" on
page 607). Even if the assumed level of information varies strongly between the models, it always
applies that the passenger decides for one of the different lines, due to observations (arriving
vehicles).
In general, there may also be other situations:
The passenger is still at the start of the journey (at origin zone).
The passenger is on board a line.
The passenger can choose between transfer stops which may only be reached by a footpath.

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 8.9.5.1 Extended applicability of the departure time model

In such cases, the choice has to be modeled in a different way, because it generally is not based
on observations, but on estimates. However, when passengers rely on estimates or not again
depends on the passenger information available in the network. Below it is described briefly under
which conditions observations are not restricted to the departures of the lines at the current board-
ing stop.

8.9.5.1 Extended applicability of the departure time model

With a suitable infrastructure, a stop-based departure display can also be seen by passengers in
arriving lines – before alighting. In this case, the choice model Information on departure times
(see "Information on departure times" on page 611) is not just applied to the possible transfer
lines, which are available after alighting. In fact, it already refers to the decision of the passenger
still on board, because by acknowledging the departure times early enough, the passenger can
judge whether continuing the journey on the same line is more profitable than getting off. This also
applies if information on connections provided at the next stop is displayed in the vehicles.
Another relevant difference in cases is the question, whether passenger information systems at a
stop only display departure times of those lines which depart from just this stop. In some places,
displays are used which also include the departures of other lines, departing at stops close-by. An
example of this is the display of departures of subway lines in the concourse.
Are both of these features provided, also a passenger who is still on board of a line knows the next
departure times of all potential transfer lines at the current stop and at those which can be
reached by foot from this stop. The model is then applied to the total set of available lines. The
technical realization of such a level of information can for example be a service, which provides
via cell phone the information on the current timetable and - on the basis of operational real-time
data - a recommendation for the passenger. A completely different model assumption, which nev-
ertheless leads to the same level of information, is the passenger's knowledge of the timetable.
The border case of complete passenger information is provided if the situation described above is
also assumed, when the passenger is still at the starting point (thus in the origin zone) of his jour-
ney. In order to observe also the departure times of the possible boarding lines from there, again a
mobile information service or complete knowledge of the timetable have to be assumed.

8.9.5.2 Modeling the choice on the basis of estimates

Apart from the case of complete passenger information, there always are also decisions which
are made on the basis of estimates. The simplest example is the choice between several board-
ing stops at the start of the journey or at a transfer. If passengers do not have any information on
departure times on board, the decision on continuing the journey or getting off, in this case
depends on the expected remaining journey time after alighting.
Such decisions can be modeled in two ways:
By a discrete choice model
By a 0/1 decision in favor of the best alternative
The second case reduces the expected remaining costs, however, does not reflect the fuzziness
of the passengers' behavior. That is why a discrete choice model should be favored normally. If
the flexibility parameter goes towards infinity, the result comes close to the 0/1 decision in favor of
the alternative with the lowest expected remaining costs anyway.

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 8.9.5.3 Hierarchical structure of the choice

8.9.5.3 Hierarchical structure of the choice

In general, we can now model a passenger's decision as a sequence of separate decisions.
Each of them is either based on estimates or observations. In the first case, we use a discrete
choice model to obtain a distribution between the alternatives. In the second case, one of the
choice models for boarding decisions is applied (see "Choice models for boarding decisions" on
page 607).
The result of the decision made on a lower level becomes part of the decision on a higher level, in
form of expected remaining travel time.
The different levels of information and the various decision situations produce different hier-
archical structures for the passenger's decision as a whole. Three examples illustrate the pro-
cedure in principle (see "Example for the choice models" on page 614).

8.9.5.4 Example for the choice models

Let us look at the following network.

Illustration 158: Example network for choice models

We analyze the decision of a passenger, who is on board of line 1 and arrives at stop A. First, we
will look at how the structure of the choice made changes if the available information varies.
The analyzed scenarios are the following.
1. No information, constant headways
2. Departure time information per stop, not available on board.
3. Departure time information per stop, also available on board.
4. Departure time information for all stops, not available on board.
5. Departure time information for all stops, also available on board.

Hierarchical structure
In the first example we are looking at the situation in scenario 1.

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 8.9.5.4 Example for the choice models

Illustration 159: Structure of the choice in scenario 1 (no information)

In the illustration, circles represent lines and rectangles indicate stops.
Here the passenger first decides between continuing the journey or getting off, though the remain-
ing journey time resulting from the second alternative can only be estimated. After alighting a
decision is made for the boarding stop (A, B or C), which again is only based on expected values.
Only after having arrived at this stop the passenger can make a definite decision on the boarding
line, on the basis of observations (of the arriving vehicles).
In the second example we assume that departure times are displayed at stops. The decision struc-
ture then changes as follows.

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8.9.5.4 Example for the choice models

Illustration 160: Structure of the choice in scenario 2 (local information)

In contrast to the example above, the passenger identifies the next departure times of line 2 dir-
ectly after getting off at stop A. The passenger is thus able to determine exactly what the wait time
and the remaining journey time will be if he continues his journey from there. Compared to that,
the passenger knows only expectations for the boarding stops B and C.
In the third example, let us assume that already on board the line the passenger can find out
which connections are available from stop A. The decision tree then looks as follows.

Illustration 161: Structure of the choice in scenario 3 (information in the vehicle)

The characteristic of the first decision now changes, because continuing the journey with line 1
and a transfer to line 2 or 3 now represent alternatives on the same level, as all wait times are
known.

Comparison of the calculated shares

It is informative to know what influence the applied choice model has on the shares of the lines
and the mean remaining costs. Let us take the following definition of generalized costs to simplify
the calculation.
Costs = 1.0 • In-vehicle time + 1.0 • Walk time + 1.0 • Wait time + 1 min • Number of transfers
Travel times and headways of the lines in the example network are illustrated in Table 180.

Line Run time Headway

1 Start -> A     5‘ 10‘
A -> Destination     8‘
2 3‘ 15‘
3 5‘ 5‘
4 4‘ 5‘
5 3‘ 10‘
Table 180: Travel times and headways of the lines in the example network

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 8.9.6 General search procedure

The passenger's situation on board line 1 arriving at stop A is interesting, because there are sev-
eral transfer options which assure a shorter remaining journey time. The Table 181 shows, that
the passenger can derive a much bigger advantage from these transfer alternatives, the more
information he has on the arising wait times.

Scenario 1 Scenario 2 Scenario 3 Scenario 4 Scenario 5

Share of Line 1 [%] 60.1 59.7 32.3 45.4 28.2
Share of Line 2 [%] 9.0 9.0 11.7 13.8 22.7
Share of Line 3 [%] 10.3 6.8 12.1 9.6 9.2
Share of Line 4 [%] 10.3 14.4 25.7 22.4 27.6
Share of Line 5 [%] 10.2 10.2 18.2 8.8 12.4
Mean costs [min] 18‘39 18‘38 18‘20 17‘36 17‘00
Table 181: Line shares and the mean costs depending on the information available

The mean costs in the last row refer to the entire route.
The difference between scenario 1 and 2 is very small, because information on departures at the
local stop is only an advantage if thereby one is able to ignore a line with a longer journey time in
favor of a more appropriate line arriving shortly after. In this network, this case only occurs with a
low probability – and only at stop B.
If the same information is already provided on board (scenario 3), the shares of the individual lines
already change considerably, the mean costs, however, only a little. The reason being, that the
most attractive transfer lines in this example do not depart from stop A.
Because of this, the expected remaining costs are then reduced when information on departure
times are not only provided for the local lines of a stop, but for all the lines of all stops nearby
(scenario 4). From the resulting relatively large set of possible lines, the passenger can choose
the line with the least remaining journey time. The effect becomes more clear if the passenger can
already make such a decision on board line 1 (Scenario 5). The mean costs savings in this
example equals 1‘39 minutes - which means considerable 14 percent on this path leg from A to
destination.

8.9.6 General search procedure

The travel demand of an OD pair is entered at the origin zone. Several alternatives having dif-
ferent headways and impedances may be available with the choice of the first line already. The
entire demand is now split up – as is the case at all later decision points - between all reasonable
alternatives. How this happens exactly depends on the choice model used (see "Choice models
for boarding decisions" on page 607 and "The complete choice model" on page 612).
Stochastic fuzziness becomes involved here in that all used lines possess a headway and the
wait time for a line is thus random. Even a line which is less attractive due to its larger impedance
can be given a certain percentage of the demand. When passenger information about departures
is available, for example, this happens precisely when it is positively likely to depart so much
earlier than other, better-quality alternatives that this time advantage makes up for with its higher
impedance.

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 8.9.7 Example for the headway-based assignment

As a result of this fundamental model assumption, the route search in the headway-based assign-
ment is not based on shortest path searches, but creates a directed decision graph for each des-
tination zone. Stops at which passengers are provided with several alternatives represent the
nodes of this decision graph, these are known as decision points. The paths in this graph rep-
resent the various options to reach the destination zone.
The decisive factor is the assumption that, from the various options available, the passengers will
make their choice for the continuation of their journey at each stop on the basis of this probability
graph – regardless of how they reached this stop.
Consequently, search and choice in the headway-based procedure are organized so that, work-
ing backwards from each destination zone, all options are calculated to allow passengers to move
from the stops of the network towards the destination zone. The mean impedances of the decision
points for which a distribution has already been calculated are then used for the iterative cal-
culation of the distribution for more distant decision points.
In the course of this search, only such routes are maintained (this means only those paths are
loaded in the decision graph), which are positively assessed by the selected choice model. In the
case of passenger information, this means that a path at each traversed decision point is probably
the best option amongst all available alternatives. Similar statements apply for the other choice
models.
Optionally, all dominated paths can be singled out from these. A path is dominated by another
path if it applies to the same OD pair, uses the same sequence of time profiles (in the same
order), has the same start stop and end stop, yet has a longer total journey time (usually due to
the selection of less convenient transfer stops).

8.9.7 Example for the headway-based assignment

Headway calculation
For the PuT supply displayed in Illustration 162 the headway-based procedure determines the
headways for the analyzed time interval from 05:30 a.m. to 07:30 a.m. (120 minutes) illustrated in
Table 182 – if these are calculated according to the method from mean headway (see "Headway
calculation" on page 601).

Line Mean follow-up time Headway

Bus 1 120 / 3 * = 40 min 40 min
Train 120 / 2 ** = 60 min 60 min
* 3 departures in analyzed interval (6:10, 6:55, 7:25) from A-Village
** 2 departures in analyzed interval (6:25, 7:05) from Station
Table 182: Headway calculation for the example

Route search
The case is, that passenger information on departure times exists and is also available on board
of the bus line. The procedure will then determine two routes when searching for a route from A-
Village to X-City if both alternatives are better than the respective other with positive probability.

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 8.9.7 Example for the headway-based assignment

Route 1 (bus 1, no transfer) and

Route 2 (bus 1 and train, 1 transfer)
Probability becomes involved in that the wait time for the train in the case of a transfer is within a
range of between 0 and 60 minutes and no fixed transfer time has been assumed in advance.
If no extremely high transfer time penalty is used, some of the passengers will certainly use the
transfer option. This is because the train will leave (with a certain level of probability) only shortly
after the bus arrives and the passengers will thus arrive at their destination more quickly.
Because the probability of obtaining an unfavorable connection in this case is significantly higher,
however, the majority of the passengers will continue their journey by bus.
The decisive factor is thus not only the mean wait time for the train – in the example given, this is
30 minutes – but the complete range of possible wait times. Due to the existing passenger inform-
ation, each of the two routes thus receives precisely that portion of the demand that corresponds
to the chance of being the better of the two options.

Route choice
In order to determine a distribution in the example given, specific impedance parameters have to
be used. These are set as follows.
Imp = PJT • 1.0 + number fare points • 0.0
Perceived journey time PJT = in-vehicle time • 1.0
+ Access and egress time • 1.0
+ Walk time • 1.0
+ Origin wait time • 1.0
+ Transfer wait time • 1.0
+ Number of transfers • 2 min
In this way, the impedances listed in Table 183 are calculated for a passenger arriving at the rail-
way station on Bus 1 for the remaining route legs.

Route 1 Route 2
Egress time, walk time 0 min 0 min
Run time 33 min 16 min
Transfer wait time 0 min randomly in [0 min, 60 min)
Transfer time penalty 0 • 2 min = 0 min 1 • 2 min = 2 min
IMP = PJT • 1.0 33 min randomly in [18min, 78 min)
Table 183: Impedance calculation for the routes in the example

From the impedances Imp1 and Imp2, the following percentages P1 and P2 of the OD demand (in
this case: 90 trips) result and thus the absolute number of trips on both routes (M1 or M2). This
occurs as follows.
The decision as to which of the routes is more attractive depends on whether the random variable
Imp2 is greater or smaller than the constant variable Imp1. Because Imp2 is uniformly distributed in

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8.9.7 Example for the headway-based assignment

the interval [18, 78[ and Imp1 is equal to 33, the probability for choosing Route 2 is thus 0.25
according to the formula below.

This means that 90 • 0.25 = 22.5 passengers decide to travel by train and 90 • 0.75 = 67.5 pas-
sengers to continue their journey by bus.
This results in the volumes shown in Illustration 162.

Illustration 162: Volume for headway-based assignment, transfer penalty 2 min

With any variation in the transfer penalty, this portion changes as shown in Table 184. For other
impedance parameters, the same applies.

Transfer time penalty Portion of Route 1 Portion of Route 2

0 min 0.717 0.283
1 min 0.733 0.267
2 min 0.750 0.250
5 min 0.800 0.200
10 min 0.883 0.117
Table 184: Changes to shares with variation of the transfer penalty

The skim values for the relation from A-Village to X-City are shown in Table 185. These values are
the mean skim data of both routes which – weighted with the number of passengers – are sum-
marized for the impedance parameters used here.

Route Set Pass. • In-veh. Pass. • TWT Pass • journ. time Pass. • NTR
time
1 67.5 67.5 • 45 min 67.5 • 0 min 67.5 • 45 min 67.5 • 0
2 22.5 22.5 • 28 min 22.5 • 7.5 min 22.5 • 35.5 min 22.5 • 1
Sum 90 3 • 667.5 min 168.75 min 3 • 836.25 min 22.5
Mean 3,667.5 / 90 = 40.75 168.75 / 90 = 1.875 3,836.25 / 90 = 42.625 22.5 / 90 =
min min min 0.25
Table 185: Mean skim values for the headway-based assignment

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 8.9.8 Coordination

Please pay particular attention to the transfer wait time of 7.5 minutes for Route 2. In this case, the
figure is not 60 / 2 = 30 minutes even though the train's headway is 60 minutes. This is due to the
fact that passengers will only take the train if the transfer wait time is short enough – to be precise,
when this time (as seen above) is within a range of zero and 15 minutes. In all other cases, there
is no benefit in transferring. The 7.5 minutes transfer wait time in the choice of Route 2 therefore
represents a conditional expectancy value – it is the mean wait time for those passengers for
whom Route 2 is in fact the best alternative.

8.9.8 Coordination
In Visum, the coordination can be used for the headway-based assignment. This is realized by so-
called coordination groups.

8.9.8.1 Function of coordination groups

A coordination is defined between two or more lines to indicate that, for the passengers' benefit,
the trips of these lines are equidistant in terms of time on a shared route section. As a con-
sequence, the relevant line bundle is treated at the shared stops throughout the entire procedure
as a single line that operates with greater frequency. This results in a shorter mean wait time than
is the case with the (by default) assumed stochastic uniform distribution of the relative position of
the lines to each other.
A coordination group is a bundle of time profiles on a conjointly used passage. Two stops mark
the boundaries of the section. The significance of a coordination group lies in the calculation of the
mean wait time in the context of the headway-based assignment. In this assignment procedure, it
is usually assumed that the time interval between departures on different line routes (strictly
speaking: time profiles) is coincidental. With the aid of coordination groups, you can display that
certain line routes run in a rhythm of equal intervals to the advantage of the passengers – just like
it is often the case in real life.

Note: In the timetable-based assignment, coordination groups bear no meaning as departure

times can be gathered from the timetable here. In contrast, the headway-based assignment cal-
culates with average wait times only. Coordination groups come into play when it ought to be
expressed that those wait times are shorter than those arising from a coincidental arrangement
of the line routes.

Please note that splitting up a line into two new lines, each with half the supply, does therefore not
lead automatically to the same result in calculation. It must not be assumed in advance that a
coordination exists. Coordinations have to be explicitly specified. The Illustration 163 shows an
example.

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 8.9.8.2 Matched transfers

Illustration 163: Coordination of lines

Considering only the red-blue line, a passenger arriving randomly has a mean wait time of 5
minutes – precisely half the headway.
If this line is split up into a blue and a red portion without defining a co-ordination, a mean wait
time of 6:40 minutes results after the headway calculation. This is the expected value of the offset
to the next departure of one of the two lines – and, depending on the relative position of the two
lines to each other, this offset can be somewhere between 0 and 20 minutes.
Defining a coordination indicates that the interval between departures of the red and the blue line
remains constant at 10 minutes. As in the initial situation, this results in a mean wait time of 5
minutes.

8.9.8.2 Matched transfers

The transfer time between two lines at a stop is normally a combination of the transfer walk time
taken from the transfer walk time matrix (see User Manual: Chpt. 17.28.2, page 1356) and the ran-
dom wait time for a trip of the successor line. This results from the fundamental model assumption
that passengers a priori have no information on the exact departure times of the lines, but only
know their in-vehicle times and headways.
In some cases, however, it is desirable to model that the transfer time between two lines is not
stochastic, but assumes a fixed value. This is particularly important in networks with longer head-
ways, in which the existence of coordinated connections is nevertheless assumed.
In this case, for a pair of time profiles at a stop, a so-called matched transfer can be defined.
Transfers from one time profile (see User Manual: Chpt. 17.28.2, page 1356) to the other then
require precisely the specified duration each time (see User Manual: Chpt. 23.2.3.2, page 2200).

8.9.8.3 Example for the coordination

For a passenger, a single line route with headway of 20 minutes means a mean wait time of 10
minutes. Whether the introduction of a second line route of the same headway means that the
wait time will be reduced to 50% depends on its concrete temporal position. A sequence like 8:00
– 8:02 – 8:20 – 8:22 - ... for example does not yield a noteworthy improvement.
If, however, two such line routes are coordinated, the headway-based assignment assumes that
the departures are of equal intervals and thus timed like this: 8:00 – 8:10 – 8:20 – 8:30 - .... As a
result, the average wait time is reduced to 5 minutes. Without coordination, all positions in the
timetable are considered equally probable. The expected value for the wait time is then 6:40
minutes.

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 8.9.8.4 Assume coordinated time profiles to be undistinguishable

Coordination only acts on those stops (on the section marked by the start point and end point) at
which the coordinated time profiles actually stop. If only a subset of the coordinated bundle stops
at a stop, only the time profiles that stop are considered coordinated at that stop.

Note: The coordination of time profiles ends at the ToStop, that is, the arrival times of the time
profile are still coordinated at that stop but the departure times are not.

If there is an overlap between the coordination groups to be defined, only the first coordination
group of each time profile item is considered. In this case, a warning is triggered at the beginning
of the assignment.

Note: If a network-wide coordination is assumed for a headway-based assignment, option

Coordination everywhere can be used during the assignment. Coordination groups are then
redundant.

8.9.8.4 Assume coordinated time profiles to be undistinguishable

For identical headways, the coordination's mechanisms of action is clearly defined. Since coordin-
ation groups can be defined for arbitrary time profiles in Visum, however, there is not always a nat-
ural definition of the aggregate headway.
The approach implemented so far, which corresponds with the procedure in the program VIPS, is
based on the assumption that the passengers can differentiate between the individual time pro-
files in a coordinated bundle and also make their choice against attributes of the respective time
profile.
The new approach, which is realized in the program via the option Assume coordinated time
profiles to be undistinguishable, is based on the following algorithm. T i are the headways of
the coordinated time profiles.
In a first step, the aggregate headway T for the bundle is set as follows.
T := 1 / (1 / T1 + ... + 1 / Tm)
This is the harmonic mean of the given Ti. The number of services corresponding to this head-
way is equal to the sum of the number of services of the individual time profiles. Example: T1
= 6’, T2 = 7.5 (i.e. 10 + 8 services per hour) yields an aggregate of T = 10/3 which also cor-
responds to 18 services per hour.
For each time profile, the proportion of the total number of services is given by i = T / Ti. This
fraction is also used as the relative share of the demand within the time profile bundle, i. e.
pi:= i. The aggregated impedance results from C := c1 • p1 + … + cm • pm where ci denotes
the impedances of the time profiles.
Using the standard algorithm, the virtual aggregate time profile m* with headway T and imped-
ance C is compared with the other time profiles (see "Route search" on page 618 and "Route
choice" on page 619).

Model approach
Here, the general assumption is that the time profiles in the coordinated time profile bundles are
not distinguishable. The time profile attributes headway and impedance are irrelevant. Instead,

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 8.10 Timetable-based assignment

the headway is calculated with the focus on the number of services.

As a consequence, each time profiles proportion of the total number of services can be used as
demand share per time profile. Passengers that cannot differentiate between the different time
profiles of a time profile bundle will automatically board the first service available. Therefore, the
passenger volume of each contained time profile is proportional to the alternative's number of ser-
vices.
Furthermore, the aggregate impedance is defined as the weighted mean of the single time pro-
files’ impedances, this time using the service frequency shares β i as weights. This makes sense
because the resulting aggregate is the mean impedance of all services. For the passenger, this is
the expected impedance when boarding the first available service of the TP bundle.

Example
The example illustrates the difference between the already existing approach and the new one:
For the undistinguishable approach, the aggregate headway T is equal to 6/7, i.e. only 46
seconds. The aggregate impedance is C = 22.77. This value is much larger than before since the
high-impedance time profile 1 plays a more significant role now.

TP Impedance Headway Distinguishable (Standard) Undistinguishable

1 24‘ 1‘ 0.0166 0.7692
2 20‘ 5‘ 0.3366 0.1538
3 16‘ 10‘ 0.6466 0.0769

8.10 Timetable-based assignment

A search method is called timetable-based if all services of PuT lines are taken into account with
their precise departure and arrival times.
Timetable-based methods are suitable for assignments and the calculation of indicators, when a
line network plan and a detailed timetable are available for the PuT supply analyzed. They take
the coordination of the timetable into account and thus ensure very precise results of the indicator
data calculation.
The timetable-based method calculates connections for each OD pair. In the Search it is assumed
that the passengers have timetable information available and choose their access time according
to the departure on the first PuT line. During the search, the user can influence the kind of con-
nections found in different ways by means of search impedance. For the connection search, two
variants (branch & bound search and shortest path search) are offered that represent the different
compromises between the number of alternatives on the one hand and the memory and com-
puting time requirements on the other.
During preselection of connections, the connections yielded by the search algorithm are re-ana-
lyzed by means of general criteria as to whether some of them are of a significantly lower quality
and can thus be deleted.
During the choice, the demand is distributed to the remaining alternatives based on one of the
models described above. The independence of connections can be taken into account if required.

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 8.10.1 Evaluation of the timetable-based assignment

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The PuT Capacity Restrained/Timetable-based
example demonstrates the application and effect of capacity restrictions in timetable-based
public transport assignment.

8.10.1 Evaluation of the timetable-based assignment

The timetable-based assignment is characterized by the following features.
Using the Branch & Bound option (see "Connection search using Branch and Bound" on
page 626), the procedure calculates all suitable connections throughout the entire analysis
period. This also includes the calculation of several connections with different impedances
(for example shortest time and minimum transfer connections) for a departure time. In the
case of a monocriterion shortest path search (see "Connection search using shortest path
search" on page 630), only one connection is calculated for each departure time, as this
reduces the memory and computing time requirements. The search can be influenced by
means of the search impedance definition.
Branch & Bound search is suitable for the analysis of a period - for example the whole day or
several hours (see "Connection search using Branch and Bound" on page 626). When per-
forming a search at a specific Time (e.g. in the case of a graphical route search), the shortest
path search is recommended (see "Connection search using shortest path search" on
page 630).
The actual transfer wait time, and thus the coordination of the timetable, is taken into
account.
All indicators in the analyzed time interval can be calculated.
The decision model for the connection choice (see "Connection choice" on page 634) models
the actual decision behavior of the passengers realistically, because a passenger usually has
some information on the PuT supply (connection search) and then makes his choice from the
connections offered (connection choice).

8.10.2 Time reference of demand

With timetable-based assignment, you can use departure or arrival time based time series for
your demand segments. A departure time based time series expresses the departure time
desired by demand. Analogously, an arrival time based time series expresses the arrival time
desired by demand. This time reference is assigned to the demand segment in the Demand
description. (see User Manual: Chpt. 17.13.3.4, page 1184).
This time reference allows you to look at the paths of certain user groups whilst also accounting
for the constraints of the desired trip. Public transport to schools in the morning is a typical
example of trips with a fixed arrival time, which in this case is defined by the time classes start. Stu-
dents choose their connection based on the arrival time at their destination.
The time reference also influences the usability of a connection as well as the calculation of the
parameters adaptation time and extended adaptation time (see "Temporal utility of a connection"
on page 633 and "Skims of time" on page 581).

8.10.3 Connection search

Two methods are provided for the connection search: Shortest path search and Branch & Bound.

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 8.10.3.1 Connection search using Branch and Bound

8.10.3.1 Connection search using Branch and Bound

For each origin zone, a search tree of suitable partial connections is generated which stores all
sufficiently suitable connections from this origin zone. This means that not only the best con-
nection is found for an OD pair, but a large number of good connections. In this way, a very select-
ive distribution of travel demand is possible.
A search impedance is used in order to evaluate the quality of connections. For all (partial)
connections found in the search, the search impedance is calculated using the following
equation:
SearchImp = In-vehicle time • FacIVT +
PuT-Aux ride time• FacPuTAuxRT +
Access time • FacAccT +
Egress time • FacEgrT +
Walk time • FacWlkT +
Transfer wait time • FacTrWaitT +
NRT • FacNRT +
Transport system impedance • FacTSysImp +
Vehicle journey impedance • FacVJImp
For the in-vehicle time or PuT-Aux, additional specific factors of attributes from vehicle jour-
ney sections or transport systems may be used.
Besides various time components and the number of transfers, these include TSys-specific
supplements listed under Transport system impedance. That is, how common distance-based
fares can already be considered during the search. The complete Visum fare model will take
effect during the connection choice. However, this is no restriction, since the approximate
fare calculation during the search is sufficient for the distinction between reasonable routes
and useless ones.
In addition, via Vehicle journey impedance, the vehicle journey-specific impedance is added. It
results from two freely selectable attributes of the vehicle journey items – as boarding sup-
plement and as general discomfort term. In this way, individual vehicle journeys can be
favored or penalized.
(Partial) connections to a destination or intermediate node are evaluated and compared with
any other (partial) connection to the same point. Then it can efficiently be decided which
branches of the search tree can be continued ("branch") and which have to be cut ("bound")
(see "Dominance" on page 626 and "Bounding" on page 630).
It is possible to specify an upper limit for the number of transfers in a connection.

Dominance
Pairwise comparisons are helpful for the identification of useless connections.
If a connection is in no respect more appropriate than another connection in the same temporal
position, then this connection is called dominated and will be discarded. This means in detail:
A connection c’ dominates a connection c if

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 8.10.3.1 Connection search using Branch and Bound

c’ lies within the time interval of c

NumTransfers (c’) ≤ NumTransfers (c)
SearchImp (c’) ≤ SearchImp (c)
and if
real inequality applies to at least one of the three criteria or
both connections are equivalent (see "Equivalent connections" on page 627)
To compare two connections without defined temporal position (that means: without path legs of
the 'PuT line' type) the first rule is changed to the following: Journey time (c’) ≤ journey time (c).
When evaluating partial connections, it may be useful to consider the wait time until the arrival of
an alternative partial connection.
Path legs without a defined temporal position (e.g. pure DRT path legs) cannot be dominated by
path legs with a defined temporal position.

Example:
Connection 1 dominates connection 2, since it is really located in the time interval of con-
nection 2 and because other indicators of connection 1 are either as good as those of con-
nection 2 or even better.
Connection 1 does not dominate connection 3, since the temporal positions differ, nev-
ertheless connection 1 might be useful for those passengers who want to depart later though
the indicators of connection 1 are worse.
Connection 1 does neither dominate connection 4, since connection 4 does not require as
many transfers as connection 1 which might be acceptable for some passengers though this
means a longer journey time.
(Partial) connection 1 does not dominate (partial) connection 2 if the wait time up to 7:10 is
taken into account by the corresponding option, since passengers use a continuing con-
nection at a time past 7:10, for example
Criterion Connection 1 Connection 2 Connection 3 Connection 4
Temporal position 6:00 - 7:00 a.m. 6:00 - 7:10 a.m. 6:10 - 7:20 a.m. 5:30 - 7:20 a.m.
Number of transfers 1 1 2 0
SearchImp 4000 4200 4300 5400

Equivalent connections
Equivalent connections represent a special case regarding dominance. Two connections are con-
sidered equivalent when they merely differ in the selection of transfer stops, but are the same in
terms of departure time and sequence of the time profiles used.
If the connections have path legs without a temporal position (DRT, Sharing, PuT Aux), the defin-
ition of equivalence is adjusted slightly: all path legs without a temporal position are then treated
as a single time profile. In addition, a coinciding temporal position is given if the first and the last
part of the path leg, which is made with a regular public transport line, use the same vehicle jour-
ney. In particular, this is equivalent to connections of the type "DRT –> public transport line",
which board the same vehicle journey at different stops.

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8.10.3.1 Connection search using Branch and Bound

If the dominance of equivalent connections is allowed, the connection with the highest priority
(smallest numerical value) dominates all connections with lower priority from a bundle of equi-
valent connections. If the priorities are the same, you define whether the connection should
remain with the earliest or latest possible transfer. The transfer priority can be set at stop areas
and between two vehicle journeys (planned connecting journeys). The priorities of the levels are
added up. The connection with the highest priority (smallest numerical value) remains as con-
nection. A default priority of 8 applies to stop areas and planned connecting journeys. It is
assigned to all elements that are not defined.
If equivalent connections are allowed, a larger amount of nearly identical connections can be cre-
ated. Please note that the choice model cannot account for the hierarchies within a set of con-
nections. In some cases, using the independence factor allows you to compensate for this fact.

Note: Deactivating the independence factor while using equivalent connections can lead to
unrealistic results. We therefore strongly recommend that you select the Use independence
option when allowing equivalent connections.

Example
Let us look at the network depicted in Illustration 164.

Illustration 164: Example equivalent connections

When we use lines 1 and 2, the following equivalent connections are created:

Connection From-Time profile To-Time profile Transfer stop point

A1 Bus, line 1 >, 1 Bus, line 2 >, 1 11
A2 Bus, line 1 >, 1 Bus, line 2 >, 1 20

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 8.10.3.1 Connection search using Branch and Bound

Connection From-Time profile To-Time profile Transfer stop point

A3 Bus, line 1 >, 1 Bus, line 2 >, 1 21
A4 Bus, line 1 >, 1 Bus, line 2 >, 1 30
A5 Bus, line 1 >, 1 Bus, line 2 >, 1 31

If dominance is allowed with equivalent connections, only connection A1 remains available.

Example with independence

Connection Path leg(s)

A Departure 6:30 with line 1
Transfer to line 2 in overlapping area of stop events 11, 20, 21, 30 and 31, TWT =
0
Arrival 7:00
B Departure 6:35 AM with line 3
Arrival 7:05 AM
C Departure 7:00 AM with line 4
Arrival 7:30 AM

Without independence factor:

When not using equivalent connections, each of the three connections is assigned a 1/3 share if
the impedance parameters are set without a penalty for transfers.
If equivalent connections are allowed, connection A (with transfer at stop event 11) forms the
basis for 4 additional options (A2 to A5) that only differ in terms of their transfer point. The set of
connections now consists of seven equally good connections, and if the independence factor is
not applied, each connection is assigned 1/7 of the demand. This case shows that when the inde-
pendence factor is not applied, the choice model produces unrealistic results.

With independence factor:

When the independence factor is used in our initial situation, the demand is shifted towards con-
nection C, as the temporal positions of A1 and B are very similar. C is now assigned 47%. The
remaining demand is divided between the other two connections.
If equivalent connections are allowed, the share of C hardly changes. However, a large part of the
demand shifts from B to A, as A1 to A5 do not only influence each other, but also reduce the inde-
pendence of B. This case shows that when using the independence factor, you obtain better res-
ults. However, it also demonstrates the limits of independence.

Independence factor deactivated Independence factor activated

Equivalent connections Equivalent connections
No Yes No Yes
33.3 % 71.4 % 26.5 % 41.8 %
33.3 % 14.3 % 26.5 % 10 %
33.3 % 14.3 % 47 % 48.2 %

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 8.10.3.2 Connection search using shortest path search

Bounding
Besides the temporal position, the following rules are applied to exclude connections which differ
considerably from the optimum in one or several criteria:
A (partial) connection is deleted if
Search impedance of the connection > minimum search impedance • factor + constant, or
Journey time of the connection > minimum journey time • factor + constant, or
Number of transfers of the connection > minimum number of transfers + constant.
As a matter of principle, connections which are optimal in one of the three dimensions will not be
deleted in this step, even if they violated the rule of another dimension.

8.10.3.2 Connection search using shortest path search

This option uses the "best" route search strategy on the basis of the particular time of departure
and the time of arrival. A shortest-path algorithm based on this data calculates the best con-
nection between two traffic zones for a particular departure time. For different times of departure,
various "best" connections may be calculated which may differ by the used PuT lines and/or trans-
fer stops. To determine all "best" connections within the analyzed time interval the shortest path
algorithm is performed several times for all possible departure times within the analysis time inter-
val.
Since in some cases several connections are possible for a given time of departure, a definition of
"best connection" is required for these search procedures. For this purpose Visum provides an
impedance function which increases the impedance of a connection for each transfer by the trans-
fer penalty. A low penalty has the result that connections which take the least time are favored,
while a high transfer penalty gives priority to connections with a lower number of transfers.
Determination of all possible start times for trips which originate in traffic zone i. The start
times result from the departure times of PuT lines at stops which can be reached from zone i
via a connector.
In the example, the start times correspond with the departure times of bus line 1 from A-Village
(6.10, 6.55, 7.25), because A-Village is only serviced by one bus line and an access time of 0
minutes is assumed.
For every start time one of the two following steps is executed.
Either a monocriterion shortest path search is carried out which searches for the "best" path
from traffic zone i to traffic zone j starting at the given time. The search procedure identifies
the path with the lowest impedance as the best path. The impedance of the path is measured
in minutes and is a linear combination of journey time and number of transfers. It consists of
the following time components.
Access time [min]
In-vehicle time [min],
Transfer walk time between two transfer stops [min],
Transfer wait time [min]
Egress time [min]
Number of transfers [-] • transfer penalty [min] (adjustable).

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 8.10.4 Connection preselection

This lowest impedance path represents a connection, because the used sequence of lines and
the exact departure and arrival times at boarding stop, transfer stops, and alighting stop are
known.
Or the connection with the minimum journey time (so-called bicriterion shortest path search)
is calculated for each permitted number of transfers (for all integer values ≥ 0 and ≤ max.
number of transfers). If the calculation returns identical journey times for different numbers of
transfers, the program only stores the connection with the lowest number of transfers (dom-
inance).

8.10.4 Connection preselection

The preselection of connections compares and evaluates all found connections. This includes the
check, whether a connection could be replaced by a more suitable one and thus can be deleted.
Only convenient connections are offered to the passengers for the connection choice. In order to
identify inconvenient connections, the following exclusion rules are applied in turn.
Search impedance of the connection > minimum search impedance • factor + constant, or
(no limitations; just branch & bound)
Journey time of the connection > minimum journey time • factor + constant
(unless the connection is optimal with respect to the number of transfers)
Number of transfers of the connection > minimum number of transfers + constant
(unless the connection is optimal with respect to the journey time)
The factors and constants can be set by the user.
In addition, connections can be deleted that either lie entirely within the preceding or succeeding
leg or that start or end before or after the assignment period. Application of the latter rule depends
on the time reference (see User Manual: Chpt. 23.2.4.3, page 2217).

8.10.5 Impedance and Perceived journey time (PJT) of a connection

The impedance is a linear combination of perceived journey time (see "Perceived journey time"
on page 631), fare, ΔT(early) and ΔT(late). ΔT(early) and ΔT(late) thus express the temporal util-
ity of a connection (see "Temporal utility of a connection" on page 633).

8.10.5.1 Perceived journey time

PJT [min] =
In-vehicle time • FacIVT • (in)direct attribute of vehicle journey items
+ PuT-Aux ride time• FacAXT •(in)direct TSys attribute
+ Access time • FacACT
+ Egress time • FacEGT
+ Transfer walk time • FacWT
+ Origin wait time • FacOWT
+ Transfer wait time • FacTWT
+ Number of transfers • FacNT
+ Number of operator changes • FacOC

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8.10.5.1 Perceived journey time

+ Extended impedance • Factor

Notes
PuT-Aux ride time
The time spent in a transport system of the PuT-Aux type enters the PJT as a separate value
and can be weighted by any transport system attribute. It is furthermore required as a skim
value.
Modeling bonus and malus
The in-vehicle time can be multiplied by an attribute of the vehicle journey items (and the PuT-
Aux time by a TSys attribute respectively) in order to model the vol/cap ratio (for example the
availability of seats) or other aspects of usability (for example the level of comfort).
Number of transfers
The PuT line TSys and the PuT-Aux TSys enter the calculation of the number of transfers on
a par. If there is a passenger trip chain between two vehicle journeys, the switching between
the journeys is not counted as a transfer.
Number of operator changes
Operator changes cannot occur due to PuT-Aux path legs.

Origin wait time

With the following equation, the origin wait time, OWT, can be determined from the service fre-
quency of all connections.
OWT = A • (assignment time period / service frequency)E

With A = 0.5 and E = 1, the origin wait time corresponds to half the mean headway.
With A = 1.5 and E = 0.5, a root function is created which assumes that passengers have bet-
ter knowledge of timetables in the case of low service frequency.
The origin wait time is the same for all connections of an OD pair. Including them in the PJT is
therefore just like a constant supplement. The OWT output as a skim matrix, however, can be
important for the network analysis.

Transfer wait time

The transfer wait time models smooth transfers in zero time or slightly more than zero time.
The extended transfer wait time models that transfers are ideal not in zero time (or slightly more)
but if they take a few minutes. A lot of timetable information retrieval systems also do not offer con-
nections that contain "smooth" transfers.
With the extended transfer wait time, the user can also "penalize" transfers in Visum that are too
short. For this, the program uses a non-linear function which calculates a weighted wait time that
depends on the user-defined ideal transfer wait time, which then enters the perceived journey
time. Instead of the regular transfer wait time, the extended transfer wait time can enter the PJT
calculation. But it can also be saved as a separate skim.
The used weighting function f takes the following shape.
As an argument, the actual transfer wait time t is set, which is the time that passes between
the arrival of the passenger at the stop point and the departure of the vehicle journey.

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 8.10.5.2 Temporal utility of a connection

The weighted wait time f(t) is thus defined as

(t - t0)n + c if t < t1, and
f(t) = t if t ≥ t1.
t1 and c result from the boundary conditions f(t1) = t1 and f'(t1) = 1, that is from the differentiable
composition of both parts of the function at position t1.
Essential is: t0 is the transfer wait time considered ideal. For the extended transfer wait time,
this variable may depend on the required walk time and thus needs to be parameterized as
follows:
Factor times walk time plus constant
Due to the polynomial shape of f, the weighted wait time f(t) is the least precisely at the position
t = t0.
Around t0, f(t) increases symmetrically.
With increasing t, function f(t) approaches the linear asymptote t.
Example
By default, n = 2 and t0 = 5 is set.
Due to the boundary conditions f(t1) = t1 and f'(t1) = 1, t1 = 5.5 and c = 5.25 results from these para-
meters.
For a transfer with time t = 0, weighting is calculated as follows, i.e. a very high penalty term:
f(0) = t02 + c = 25 + 5.25 = 30.25

A transfer with time t = 3 results in a considerably better value:

f(3) = (3 - t0)2 + c = 22 + 5.25 = 9.25

A transfer with time t = 5 reaches the optimum:

f(5) = (5 - t0)2 + c = 02 + 5.25 = 5.25

If t continues to increase, the weighting deteriorates again, for example with t = 10:
f(10) = (10 - t0)2 + c = 25 + 5.25 = 30.25

8.10.5.2 Temporal utility of a connection

The temporal utility of a timetable-based procedure for departure-time related demand is modeled
as followed:
∆TaiEarly = amount of time that connection i departs earlier than desired for departure interval
a (→ time series); = zero if i departs within a or after a.

∆TaiLate = amount of time that connection i departs later than desired for the departure inter-
val a (→ time series); = zero if i departs within a or before a.

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 8.10.6 Connection choice

∆TaiEarly • FacDTearly + DTailate • FacDTlate = temporal distance between connection i and inter-
val a. The first factor controls the sensitivity of passengers towards earlier departures, the
second the sensitivity towards later departures.
An analogous transfer, plus use of the arrival time interval, is performed when you deploy a time
series based on the arrival time. The temporal distance is included as a further summand in the
definition of impedance, in order to impede lower utilities.

Note: For connections with no temporal position, ∆T is always zero.

The Table 186 shows an example for the calculation of ∆Tearly and ∆Tlate, when the desired depar-
ture time interval is [06:00 a.m. ; 07:00 a.m.].

Departure ∆T ∆Tearly ∆Tlate

5:30 AM 30 30 0
6.00 AM 0 0 0
6:40 AM 0 0 0
7:00 AM 0 0 0
7:10 AM 10 0 10
Table 186: Calculation of the temporal distance for departure time based demand

8.10.6 Connection choice

The connection choice distributes the demand of a relation onto the found connections. In order to
do this, the connection impedances are calculated; they include the perceived journey time PJT,
the fare and the temporal utility of a connection (see "Impedance and Perceived journey time
(PJT) of a connection" on page 631). For the distribution models, these impedances serve as an
input for calculating the shares of the connections in the travel demand (see "Distribution models
in the assignment" on page 452). The independence can also be included in the distribution rule,
if required (see "Independence of connections" on page 635).

8.10.6.1 Distribution of trips over connections

The impedance of a connection i used in the connection choice in a time interval a is calculated as
follows.

Optionally, each skim value which goes in the impedance can be individually Box-Cox trans-
formed. This does not affect the actual choice model. Any utility function can thus still be applied
to the total impedance even when using the Box-Cox transformation.

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 8.10.6.2 Independence of connections

The impedance calculation is not linked to the actual connection choice, that is, even when cal-
culating the Box-Cox transformation, Logit does not necessarily have to be used. Any other utility
function can be selected instead.
The impedance calculation is as follows:
For i = 1, ..., n are xi the different path attributes. Here, the first m of them without restrictions are to
be Box-Cox-transformed (namely each into parameter λ i ). β i stands for the corresponding coef-
ficients. Then the following applies

where

By including this impedance in one of the distribution models Kirchhoff, Logit, Box-Cox or Lohse
(see "Distribution models in the assignment" on page 452), Visum then determines the utility of a
connection in a given time interval and ultimately its percentage of the demand for this interval.
The independence can also be included in the distribution rule, if required (see "Independence of
connections" on page 635).
As before, the proportion of a connection i of the total demand is calculated as follows:

Here, g is the selected utility function (always antitonic). In the case of Logit thus g(x) = e - bx
applies.

Notes: As can be seen from the definition, when using the Box-Cox transformation for xi gen-
erally xi ≥ 0 needs to apply. In case of λi = 0, even xi > 0 needs to be true. If this rule is violated
during the run time, the assignment is terminated with an error message.
Due to a Box-Cox transformation or caused by negative coefficients, Ri itself can be negative.
In that case, only the Logit utility function can be used, otherwise the assignment is terminated
with an error message.

8.10.6.2 Independence of connections

All distribution models presented (see "Distribution models in the assignment" on page 452) can-
not, in their basic form, take into account interactions between different connections in a
timetable-based assignment. However, ignoring this aspect can be a drawback.

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8.10.6.2 Independence of connections

In order to model interactions, one defines functions w i , which describe the impact of other con-
nections on a connection i. The value range of wi is the interval [0.1]. If j has no impact on i, then
wi(j) = 0. If i and j are absolutely equal, then wi(j) = 1, meaning it is always wi(i) = 1.
The following values are used to calculate wi(j).
The temporal proximity of the connections with regard to departure and arrival

The advantage of i over j in terms of the perceived journey time

yi(j) := PJTj - PJTi
The advantage of i over j in terms of the fare
zi(j) := Farej - Farei
Thus, wi is defined as follows:

where  and 
The s > 0 are internal parameters for controlling the ranges of influence of the three variables. c is
a constant which controls the absolute effect of the second factor and is given by the user within
[0,1].
The first value describes the temporal proximity of i and j. If the times are the same, then xi(j) = 0,
so that this value is equals to 1. If the time difference is xi(j) ≥ sx, the value becomes zero and wi(j)
= 0 also applies. Thus, sx is the maximum temporal distance in which j can effect i.
If at least one connection has no temporal position (e.g. DRT paths), the first factor cannot be
determined in the way described above. It is then defined as follows:
0 if exactly one connection has no temporal position
1 if both connections have no temporal position
The second value lies between 1 (in case of absolute equality in the context of yi(j) = 0 and zi(j) =
0) and 1 - c (when there is a significant difference between i and j). As with sx, sy+ or sy- is the max-
imum temporal advantage or disadvantage of i, in which j can possibly have an impact. With
regard to the fare, the same applies to sz. The default setting leads to the following relation of sy- =
2s y + and s z - = 2s z + . As a result of this asymmetry, in the case of two connections with temporal
proximity, the better is favored, because its influence on the worse alternative is greater than vice
versa. In principle, users should always specify Independency coefficients for high or low quality

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 8.10.6.2 Independence of connections

in the form of IndCoeffQualityHigh (ECQH) < IndCoeffQualityLow (ECQL). When violating this
rule, a warning appears at the start of the assignment (or an error message in the window).
Overall, the following applies:
sx = min (2 • mean wait time of a random passenger between the first and the last departure, maximum
time slot)
sy+ = ECQH • mean PJT in the total assignment period

sy- = ECQG • mean PJT in the total assignment period

sz+ = ECQH • mean fare in the total assignment period

sz- = ECQL • mean fare in the total assignment period

Note: Only the temporal positions, the PJT values and the fares are compared; service trip item
data is not evaluated.

If no fares are available (i.e. FPi = 0 for all i), then sz = 1 is set.
The attribute independence of a connection is now defined as follows:

o
Here, n is the total number of connections.

Distribution models with independence

If independence is used for connection choice, then this attribute must be integrated in the dis-
tribution model. In the version described above, for each time interval a the utility U i a of a con-
nection i was calculated. From this, its percentage in terms of the demand was determined per
time interval. If independence is applied, Uia • INDi replaces Uia, i.e. the following applies:

This linear dependence on the independence attribute ensures that k simultaneous, identical
alternatives are treated as a single connection. According to the definition of IND , the inde-
pendence of each of such k alternatives is precisely 1 / k (if no other connections with temporal
proximity have an effect). As a result, the total of its weights in the distribution formula is equal to
the weight of a single, non-multiplied connection of the same kind.

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8.10.6.2 Independence of connections

Comparison of the choice models with independence

In Table 188 to Table 192 the different choice models are compared with each other, with and
without independence. The procedure parameters are chosen as in Table 187.

Kirchhoff β=4
Logit β = 0.25
Box-Cox β = 1 and τ = 0.5
Lohse β=4
PJT formula PJT = JT + 2 • TWT + 2 • NTR
IMP formula IMP = PJT + 4 • fare
IND parameters c=1
Table 187: Procedure parameters for the comparison of the distribution models

Connection data that differs from the respective previous example is highlighted bold in Table
192 to Tabelle 171. All assignment shares are given as percentages.

Connection data Distribution without IND Distribution with IND

No. Dep Arr PJT Fare Kirchhoff Logit Box- Lohse Kirchhoff Logit Box- Lohse
Cox Cox
1 10 30 20 3.00 33.3 33.3 33.3 33.3 33.3 33.3 33.3 33.3
2 30 50 20 3.00 33.3 33.3 33.3 33.3 33.3 33.3 33.3 33.3
3 50 70 20 3.00 33.3 33.3 33.3 33.3 33.3 33.3 33.3 33.3
Table 188: Example 1 – Initial situation

Connection data Distribution without IND Distribution with IND

No. Dep Arr PJT Fare Kirchhoff Logit Box- Lohse Kirchhoff Logit Box- Lohse
Cox Cox
1 10 30 20 3.00 25 25 25 25 33.3 33.3 33.3 33.3
2 30 50 20 3.00 25 25 25 25 16.7 16.7 16.7 16.7
3 30 50 20 3.00 25 25 25 25 16.7 16.7 16.7 16.7
4 50 70 20 3.00 25 25 25 25 33.3 33.3 33.3 33.3
Table 189: Example 2 – Isochronous, identical pair of connections

Connection data Distribution without IND Distribution with IND

No. Dep Arr PJT Fare Kirchhoff Logit Box- Lohse Kirchhoff Logit Box- Lohse
Cox Cox
1 10 30 20 3.00 25 25 25 25 32.7 32.7 32.7 32.7
2 30 50 20 3.00 25 25 25 25 17.3 17.3 17.3 17.3
3 32 52 20 3.00 25 25 25 25 17.3 17.3 17.3 17.3
4 50 70 20 3.00 25 25 25 25 32.7 32.7 32.7 32.7
Table 190: Example 3 – Identical pair of connections with high temporal proximity

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 8.10.6.3 Example for the connection choice

Connection data Distribution without IND Distribution with IND

No. Dep Arr PJT Fare Kirchhoff Logit Box- Lohse Kirchhoff Logit Box- Lohse
Cox Cox
1 10 30 20 3.00 25.9 26.7 26.2 25.1 31.9 32.6 32.2 31.2
2 30 50 20 3.00 25.9 26.7 26.2 25.1 20.2 20.7 20.4 19.8
3 32 47 20 3.30 22.3 19.8 21.3 24.6 16.0 14.1 15.2 17.8
4 50 70 20 3.00 25.9 26.7 26.2 25.1 31.9 32.6 32.2 31.2
Table 191: Example 4 – Similar pair of connections with high temporal proximity (connection 3
now includes transfer)

Connection data Distribution without IND Distribution with IND

No. Dep Arr PJT Fare Kirchhoff Logit Box- Lohse Kirchhoff Logit Box- Lohse
Cox Cox
1 10 30 20 3.00 23.5 21.9 22.8 24.6 26.5 24.9 25.8 27.7
2 30 50 20 3.00 23.5 21.9 22.8 24.6 20.1 18.9 19.6 21.0
3 32 44 17 3.30 29.6 34.3 31.5 26.1 26.9 31.4 28.7 23.6
4 50 70 20 3.00 23.5 21.9 22.8 24.6 26.5 24.9 25.8 27.7
Table 192: Example 5 - Differing pair of connections with moderate temporal proximity

The fact that, without IND being applied the connections 1, 2 and 4 have the same number of
passengers in all cases shows, that the interactions between different alternatives ought to be
taken into account to a higher degree in this case. It becomes apparent that then better results are
achieved with all distribution models.

8.10.6.3 Example for the connection choice

The effect of the connection choice for the timetable-based method is shown with the results of
the connection search regarding a 10-minute transfer penalty. The branch & bound search is
used. This search returns the five connections shown in Table 193. A monocriterion shortest path
search however would only find the connections 1, 3 and 5, as they have the lowest impedance of
all the connections of their departure times. The impedance (= perceived journey time) results
from the weighted sum of the following skims: journey time (JRT), transfer wait time (TWT) and
number of transfers (NTR).

Conn. i Dep. JRTi TWTi NTRi PJTi = JRTi + TWTi • FacTWT + NTRi • FacNTR
1 6:10 28 min 3 min 1 28 + 3 • 2 + 1 • 2 = 36
2 6:10 45 min 0 min 0 45 + 0 • 2 + 0 • 2 = 45
3 6:55 AM 45 min 0 min 0 45 + 0 • 2 + 0 • 2 = 45
4 7:25 AM 28 min 8 min 1 28 + 8 • 2 + 1 • 2 = 46
5 7:25 AM 45 min 0 min 0 45 + 0 • 2 + 0 • 2 = 45
FacTWT = 2, FacNTR = 2
Table 193: Result of connection search (transfer penalty 10 min, parameter file TIMETAB1.PAR)

© PTV Planung Transport Verkehr GmbH 639

8.10.6.3 Example for the connection choice

The Table 194 shows the impedances of the connections. As ∆T depends on the desired depar-
ture time of the passengers, different impedance values result for the various time slices of travel
demand. Thus, the impedances of the first two connections are lower in the first interval, whereas
those of the last three connections are lower in the second interval. The impedance definition is
set in such a way, that the following applies:
Ria = PJTi • 1.0 + ∆Tiaearly • 1.0 + ∆Tialate • 1.0

Conn.i Dep. ∆Ti1 ∆Ti2 Ri 1 R i2

05:30 - 06:30 06:30 - 07:30 05:30 - 06:30 06:30 - 07:30
a.m. a.m. a.m. a.m.
1 6:10 0 min 20 min 36 • 0 = 36 36 • 20 = 56
2 6:10 0 min 20 min 45 • 0 = 45 45 • 20 = 65
3 6:55 AM 25 min 0 min 45 • 25 = 70 45 • 0 = 45
4 7:25 AM 55 min 0 min 46 • 55 = 101 46 • 0 = 46
5 7:25 AM 55 min 0 min 45 • 55 = 100 45 • 0 = 45
Table 194: Temporal distances ΔT and impedances R of the connections for the two analyzed
intervals of travel demand

Then, a distribution rule (here Kirchhoff with β = 3) is used to calculate the shares P i a which are
allocated to the individual connections. The independence is ignored in this formula. As shown in
Table 195, all five connections are assigned non-zero percentages of the travel demand per time
interval.

Conn. i Dep. Pi1 P i2 Vehicle jour- Vehicle jour- ∑ Vehicle

05:30 - 06:30 - neys Mi1 neys Mi2 journeys
06:30 a.m. 07:30 a.m. 05:30 - 06:30 06:30 - 07:30 5:30 AM -
a.m. a.m. 07:30 a.m.
1 6:10 57% 13% 30 • 0.57 = 17 60 • 0.13 = 8 25
2 6:10 30% 8% 30 • 0.30 = 9 60 • 0.08 = 5 14
3 6:55 7% 27% 30 • 0.07 = 2 60 • 0.27 = 16 18
AM
4 7:25 3% 25% 30 • 0.03 = 1 60 • 0.25 = 15 16
AM
5 7:25 3% 27% 30 • 0.03 = 1 60 • 0.27 = 16 17
AM
S 100% 100% 30 60 90
Table 195: Distribution of trips to the connections (Kirchhoff, β = 3)

This results in the volumes shown in Illustration 165.

640 © PTV Planung Transport Verkehr GmbH

 8.10.7 Considering headway-based supply in the timetable-based assignment

Illustration 165: Network volume for timetable-based assignment (parameter file timetab1.par)

8.10.7 Considering headway-based supply in the timetable-based assignment

The timetable-based assignment can include supply of which only the headway is known, but not
the exact departure times. Common use cases are:
High-frequency public transport lines for which no explicit timetable exists even during oper-
ation
Planning lines whose timetable position has not yet been determined
A subordinate public transport network for which timetable modeling is too complex
Public transport services without information about the departure time can be identified by an
input attribute in the timetable-based assignment. Instead of exact timetable data, this supply con-
tains the information about the headway at the time profiles. Differentiation of headway inform-
ation per time interval is possible. The headway must be greater than zero seconds. Such a
supply can be modeled using PuT Aux (see "Handling of public transport systems of the PuT-Aux
type" on page 642).

Note: Any number of lines can be modeled headway-based. If only headway-based information
is available for the majority of the lines, the headway-based assignment should be used, which
better reflects user behavior in these cases (see "Headway-based assignment" on page 600).

The exact departure time of the vehicle journey is unknown; on average, the user experiences a
wait time at boarding that corresponds to half the headway. In the procedure, therefore, a wait
time is assigned within the path search to each boarding for a headway-based modeled time pro-
file. It is irrelevant whether another path has used this line recently (< headway). The assignment
considers the supply exclusively from the user's point of view. The wait time is taken into account
according to the set parameters in the perceived journey time and thus in the impedance. Time
profiles with a large headway are thus less attractive for the passenger. The division between the
connections is analogous to the connection choice (see "Connection choice" on page 634).
The wait time before a headway-based path leg is calculated as follows:
If the headway-based supply is used on the first path leg or follows a headway-based supply,
the use is preceded by a wait time that corresponds to half of the defined headway in the time
interval.

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 8.10.8 Handling of public transport systems of the PuT-Aux type

If a path leg reaches a transfer to a path leg with a different headway at the end of a time inter-
val, the system checks which departure time is closer: that of the supply in this time interval or
that in the next time interval with a different headway plus the duration until the next time inter-
val. The shorter of the two wait times is used.
If time profiles of different lines are defined as coordinated, their headways are combined and
thus the wait time is reduced.
The wait time after a headway-based path leg is calculated as follows:
No additional wait time is counted at the end of the headway-based path leg.
If the headway-based supply is the first path leg and followed by a timetable-based path leg,
the departure time after the wait time is selected in such a way that direct boarding of the
timetable-based path leg is possible.
If a headway-based path leg lies between two timetable-based path legs, the coupling with
the preceding path leg is stronger. The wait time after the headway-based path leg is the dif-
ference in time between the arrival of the headway-based path leg attached to the first path
leg and the departure of the next timetable-based path leg.
If special transfer wait times are defined between timetable-based and timetable-based time pro-
files, and the option Use connecting journeys has been selected in the settings for timetable-
based assignment, these transfer wait times are decisive (see User Manual: Chpt. 23.2.4.9,
page 2236).

8.10.8 Handling of public transport systems of the PuT-Aux type

The following applies for transport systems of the type PuT-Aux:
They are considered in the timetable-based assignment and also via the menu Graphics >
Shortest path search.
They are convenient for modeling inferior transport supply without timetables. These are for
example
Park & Ride
Local public transport with dense headway within a network that is otherwise timetable-
based
Taxis
They are only relevant on links and turns. By defining permissions of PuT-Aux TSys to these
objects, the subnetwork which is enabled per PuT-Aux TSys is defined. This information is
not relevant for connectors, nodes or stop points.
Alike PuT-Walk TSys, PuT-Aux TSys are permitted for PuT modes. In case of assignments of
demand segments of such modes, passengers can use path legs with the PuT-Aux, too, namely
those between two nodes that are connected by links for which the PuT-Aux transport system is
permitted. These nodes need to be accessed by walk links however, or be directly connected to a
zone or stop area.
During the assignment, a change to a PuT-Aux path leg counts as a transfer.
The extended modularized procedure can be used for example, to export and import fares (see
"Opening of the timetable-based assignment: Export/Import of connections" on page 643).
Pre-calculation of path legs

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 8.10.9 Opening of the timetable-based assignment: Export/Import of connections

The set of PuT-Aux TSys permitted in an assignment directly affects the path legs to be calculated
because every start node of PuTAux paths represents a potential target of PuT walk links. This is
taken into account when pre-calculating the walk links and PuT-Aux paths.
Adjustment of the connection search
Analogous to walk links, a path leg is created for each PuT Aux path. In any case, the trivial PuT-
Aux transfers at nodes appear as individual path legs in any case. Path legs are sorted separately
by type: PuT-Line, PuT-Walk, and PuT-Aux.
Analogous to the reference to the index of the first walk link path leg for an origin, a reference to
the index of the first PuT-Aux path leg is logged.
For path legs with PuT-Aux TSys, too, journey time, number of transfers and the impedance by
transport system are clearly defined. In particular the link attributes Imp/km, Imp/FarePoint and
Imp/AddVal are available for PuT-Aux TSys.

8.10.9 Opening of the timetable-based assignment: Export/Import of connections

For some projects particularly in connection with demand modeling (see "Demand model" on
page 207) a (time-consuming) timetable-based assignment is carried out several times within the
same procedure sequence.
The PuT skims are determined first, for example, then the mode choice is calculated and finally
the actual PuT assignment is performed. Since during the PuT skim calculation all connections
are already determined, it is reasonable to use them in the PuT assignment. Thus the assignment
includes only the step connection choice (see "Connection choice" on page 634).
The timetable-based assignment has such a modular structure that search and choice can be per-
formed independently of each other and the found connections can be stored for later use. This
provides the following advantages:
Replacing a connection search by a pre-calculated path file or by paths taken from an already
existing assignment saves lots of time. In many networks, the search is the most time-con-
suming step of the computation. Possibly the peak memory requirements can be reduced dur-
ing the assignment.
Paths from external sources can be taken as inputs to the Visum assignment. This allows for
a user-defined heuristic during search and choice without resigning other advantages of the
Visum assignment.
Variants of assignment results can be stored via connection export and later be read in for
post-assignment analyses, if required. It is no longer necessary to use several version files.

© PTV Planung Transport Verkehr GmbH 643

 8.10.9.1 Use case (1): External choice / Connection import

Illustration 166: Flow chart of a timetable-based assignment

The Illustration 166 indicates when paths can be read in from file or output to file in the timetable-
based assignment. The following options are provided:
(1) External choice / Connection import
Connections with volumes are imported from file and stored like an assignment result, there-
fore as paths and network volumes (see "Use case (1): External choice / Connection import"
on page 644).
(2) Connection export
In order to provide the external choice with data, connections can also be exported. You can
do so with or without volumes and optionally choose fare points, fares or user-defined attrib-
utes (see "Use case (2): Connection export" on page 645).
(3) Using existing connections for the search
Instead of the connection search in Visum, the procedure can also use existing connections as
a basis. These connections can be the result of a previous assignment or be stored in a con-
nection file. This feature is of major interest if the search parameters have not been modified,
but a choice is to be carried out with different settings (see "Use case (3): Using existing con-
nections for the search" on page 646).
It is possible, but not necessary, to deactivate the option Calculate assignment for the con-
nection export. As for a pure skim calculation, neither paths not volumes are stored in this case.
Existing assignments of the selected demand segments are retained.

8.10.9.1 Use case (1): External choice / Connection import

The objective of the external choice is to assign volumes to a given number of connections accord-
ing to variable user-defined rules for later re-import of the connections in Visum so that a usual
assignment result will be available (see User Manual: Chpt. 30.2, page 2887).
In the chart in Illustration 166 this is scheduled above the network loading. The paths contained in
the connection file are converted into the internal data structure and therefore no longer differ

644 © PTV Planung Transport Verkehr GmbH

 8.10.9.2 Use case (2): Connection export

from paths calculated within Visum. Thus, connection import has the same effect as an assign-
ment.
This means the following:
By default, the program deletes assignment results for demand segments to which con-
nection import is applied.
From the imported connections, paths are generated in Visum according to the current set-
ting of the option Save paths (as connections / as routes / do not save) (see User Manual:
Chpt. 23.1.1.2, page 2180).
The procedure setting Save paths as connections includes an option that allows you to
sum up the volumes of existing connections.
At the same time the path volumes read in are transferred into network volumes.
If the volumes of a demand segment that has been selected for the import are to be saved
with another demand segment according to the current general procedure settings, then this
parameter will be reset to the default (Do not save with a different demand segment).

8.10.9.2 Use case (2): Connection export

Using the connection export you create connection files to save computation time during future
assignments. You can also import this data in external tools in which you have set up your specific
heuristics for the connection choice.
The connection export can be performed with or without volumes. Volumes are required for the
connection import procedure. When exporting connections without volumes you can select one of
the following options for the export: Connections are to be searched on either all relations or only
on those relations with demand > zero.
The option Consider all OD pairs should be used if the demand by relation is not known when
the export is performed. Typically this is the case during the PuT skim calculation at the beginning
of the Standard-4-step model calculation. Increasing computation time and growing size of the
connection file are the disadvantages of this option.
Independently of this option, exported connection files can also store the following data:
Fare points of the path legs (cannot be imported) and/or
Fares per path or path leg for a single or all demand segments (can be imported)
User-defined attribute for PuT paths
For fare calculations in the context of the external choice, the option with fare points has to be
enabled since the fare is mostly based on the number of fare points per path leg of the connection.
For connection export without volumes the following assignment parameters are relevant:
Origin zone interval
Assignment time period with post-assignment period
All search parameters
all parameters for preselection
All other parameters are only effective if an assignment is actually performed, a skim matrix
stored or a connection export carried out.

© PTV Planung Transport Verkehr GmbH 645

 8.10.9.3 Use case (3): Using existing connections for the search

8.10.9.3 Use case (3): Using existing connections for the search
At the beginning of the assignment you can re-use existing connections instead of a complete con-
nection search calculation. This will significantly speed-up the assignment and allows for sub-
sequent usage of external tools for the connection search.
The import can use data from various sources:
from a connection file
from an existing assignment result in the network
Once the import is finished the assignment will continue in the same way as after the internal con-
nection search. The source especially does not have an impact on the connection choice (see
"Connection choice" on page 634).
Imported connections have preset times of arrival and departure which depend on the assignment
time period that was set for their calculation. For the import, you can modify the assignment time
period. In this case the temporal distance of the connections from the new assignment time period
is ∆T in the impedance as usual. In general this ensures, that there is almost no demand for con-
nections which are far outside. And they do not have a significant impact on the skim calculation.
Please note that the skim service of frequency, however, always takes into consideration the
absolute number of connections – not taking into consideration their temporal position. For this
skim, identical assignment time periods are recommended for the export and import of con-
nections.

Import from an existing assignment result

The usage of paths which were calculated in a previous assignment is similar to the PrT assign-
ment option Use current assignment result as initial solution (see User Manual: Chpt.
22.6.2.2, page 2106). However, unlike PrT, the path search may be dropped completely for public
transport. You need to enter a demand segment for which an assignment has already been cal-
culated.
The existing assignment needs to satisfy the following recommendations, otherwise the paths res-
ulting from the assignment cannot be re-used:
A timetable-based assignment is required.
For the calculation, the option 'Save paths as connections' needs to be selected. Please note
that this setting differs from the default (see User Manual: Chpt. 23.1.1.2, page 2180).
The demand segment has to belong to the same mode as the demand segments which are
currently to be assigned.

Import from a connection file

Alternatively, you can read connections from a file.
For this purpose, use the same connection files as for the connection import procedure (see "Use
case (1): External choice / Connection import" on page 644). In contrast to this procedure, the
import from a connection file ignores the stored volumes, only the paths are read from file.
Connection files can be applied to any demand segment. Make sure that the paths from the con-
nection file and the mode of the currently to be assigned demand segments match.

646 © PTV Planung Transport Verkehr GmbH

 8.10.9.4 File format for connection import and export

The import automatically identifies the level of the stored fare information (see "File format for con-
nection import and export" on page 647). Please note that the current option setting Save impor-
ted fare data (see User Manual: Chpt. 23.1.1.2, page 2180) determines whether and how these
fares are imported.

8.10.9.4 File format for connection import and export

Import and export of paths use a uniform data format which is binary due to the huge amount of
data.
Since the assignment is carried out per OD pair, the connection files have to be structured in the
same way, that is, all connections of the same relation have to be read or written in one go,
ordered according to zone numbers.
As soon as the size of the connection file exceeds the given size limit, another connection file is
created. The size limit ensures that even a connection export including a huge number of paths (>
4 GB) can be read in later.
A connection file contains the following data in the following order:
1. A version number is written, which later allows the format to be modified
2. Number of path files so that Visum identifies when re-importing whether or which additional
files need to be searched for
3. Indication on whether the file contains the number of fare points at the path leg
4. Level of fare data contained in the file (0 = no fares)
5. Indication on whether the file contains fares for all demand segments
6. Indication on whether the file contains connector nodes
7. Indication on whether the file contains volumes Number and codes of the assigned demand
segments for future allocation of volumes and fares when reading them in again. If you import
connections without volumes and fares per demand segment, no demand segments are saved
and their number is set to 0.
8. The keys of all public transport systems, the PrT transport system for DRT travel times and
time profiles of the network in sorted order. Thus, later (generally numerous) references to pub-
lic transport systems of time profiles no longer require the output of the complete key string, but
the index can be used instead. Important is the congruence of public transport systems and
time profiles in the network and the connection file. The term PuT transport systems comprises
all PuT line TSys, PuT Walk TSys, PuT Aux Tsys, and Sharing TSys.
9. Definition of user-defined attributes on PuT paths
10. All connections are stored separately per OD pair.
Each connection consists of several PuT path legs.
Pure walk link connections only have zero PuT path legs.
A path leg is either of type PuT-Line or PuT-Aux. In the first case it connects time profile
items, in the second case nodes.

© PTV Planung Transport Verkehr GmbH 647

8.10.9.4 File format for connection import and export

Example: Connection file in binary data format

BinaryVersionNo (4 byte-integer)
scConnectionFileIdentifier = „ConnectionFile“ (string)
NumberOfFiles (4 byte-integer)
ContainsFarePoints (1 byte-integer)
LevelOfFareInformation (1 byte-integer)//value in {0,1,2}
FaresForEachDemandSegment (1 byte-integer)
ContainsConnectorNodes (1 byte-integer)
ContainesVolumes (1 byte-integer)
NumDemandSegments (4 byte-integer)
for each contained DemandSegment in key order:
{
..DemandSegment.Code (string)
}
NumPuTTSys (+ 1 for DRT travel time TSys) (4 byte-integer)
for each contained PuTTSys in key order:
{
..TSys.Code (string)
}
DRT-travel-time-TSys.Code (string)
NumTimeProfiles (4 byte-integer)
for each contained TimeProfile in key order:
{
..Line.Name (string)
..LineRoute.Name (string)
..Direction.Code (string)
..TimeProfile.Name (string)
}
NumUserDefinedAttributes (4 byte-integer)
for each contained UserDefinedAttribute:
{
..ID (string)
..ShortName (string)
..LongName (string)
..Comment (string)
..ValueType (4 byte-integer)
..HasDefaultValue (1 byte-integer)
..DefaultValue (8 byte-real)
..MinimumValue (8 byte-real)
..MaximumValue (8 byte-real)
..NumDecPlaces (4 byte-integer)
..MaxStringLength (4 byte-integer)
..DefaultStringValue (string)
}
for each contained OD relation in key order:
{
..SourceZoneNo (4 byte-integer)
..DestZoneNo (4 byte-integer)
..for each contained Connection:
..{
....ConnectionDepartureTime (4 byte-integer)
....NumLegs (1 byte-integer)
....for each contained ConnectionLeg in logical order:
....{

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 8.10.9.4 File format for connection import and export

......DepartureTime (4 byte-integer)
......LegType (1 byte-integer)
........if LegType == 1 // 1st case, leg is of type PuTLine
......{
........TimeProfileIndex (see above) (4 byte-integer)
........FromTimeProfileItem.Index (2 byte-integer)
........ToTimeProfileItem.Index (2 byte-integer)
........LegIsPassengerTripChain (1-byte-integer)
........IsHeadwayBased (1-byte-integer)
......}
......else if LegType == 0 // 2nd case, leg is of type PuTAux
......{
........TSysIndex (see above) (4 byte-integer)
........FromNodeNo (4 byte-integer)
........ToNodeNo (4 byte-integer)
......}
......else if LegType == 2 // 3rd case, leg is of type Sharing
......{
........TSysIndex (see above) (4 byte-integer)
........FromIsZone (1 byte-integer)
........FromNo (4 byte-integer) // number of sharing station or zone
........ToIsZone (1 byte-integer)
........ToNo (4 byte-integer) // number of sharing station or zone
......}
......else if LegType == 3 // 4th case, leg is of type DRT
......{
........TSysIndex (see above) (4 byte-integer)
........FromNodeNo (4 byte-integer)
........ToNodeNo (4 byte-integer)
........DRTDetourFactor (8 byte-real)
........DRTWaitTime (4 byte-integer)
......}
......if ContainsFarePoints (4 byte-integer)
......{
........NumFarePoints (4 byte-integer)
......}
......if LevelOfFareInformation = 2
......{
........if(FaresForEachDemandSegment)
........{
..........for each contained DemandSegment in key order:
..........{
............LegFare (8 byte-double)
..........}
........}
........else
........{
..........LegFare (8 byte-real)
........}
......}
....}
....for each contained DemandSegment in key order:
....{

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8.10.9.4 File format for connection import and export

......Volume (8 byte-double)
....}
....if LevelOfFareInformation = 1
....{
......if(FaresForEachDemandSegment)
......{
........for each contained DemandSegment in key order:
.........{
..........ConnectionFare (8 byte-double)
........}
......}
......else
......{
........ConnectionFare (8 byte-real)
......}
......if ContainsConnectorNodes
......{
........FromNodeNo (4 byte-integer)
........ToNodeNo (4 byte-integer)
......}
......for each contained UserDefinedAttribute:
.......{
........HasValue (1 byte-integer)
........if HasValue
........{
..........Value (1 byte-integer/4 byte-integer/8 byte-double/string)
........}
......}
....}
..}
..-1 (4 byte-integer)
}
-1
With regard to semantics the following has to be taken into account.
If transfer walk links are used between two PuT path legs, these are not contained in the file.
They result from the beginning and end of the path (zone or stop area) and the TSysSet of
the assignment.
In contrast to the internal connection search it will not be checked whether the PuT vehicle
journey sections used in the connections read from file are active.
With regard to the exact format the following has to be considered:
The Intel order ("Little Endian") has to be kept.
There is no alignment, which means 4+1+2 bytes are actually exported as 7 bytes.
Strings are written as follows:
Length as 2-byte integer
Signs as sequence of characters (each 1 byte)
For user-defined attributes the following applies:

650 © PTV Planung Transport Verkehr GmbH

 8.10.9.5 Consistency check during connection import

The attribute values of a connection are saved in the same sequence as the attributes are
defined in the header.
The values permitted for ValueType correspond to those listed in the COM documentation
(cf. in the Online COM help > Enumerations > EnumValueType Enumeration). Formula attrib-
utes must not be defined in the connection file. The corresponding data types are listed in the
table below.
Identifier Numeric value Data type
ValueType_Int 1 4 byte-integer
ValueType_Real 2 8 byte-double
ValueType_String 5 string
ValueType_Duration 6 4 byte-integer
ValueType_TimePoint 7 4 byte-integer
ValueType_Filename 8 string
ValueType_Bool 9 1 byte-integer
ValueType_LongLength 12 8 byte-double
ValueType_ShortLength 13 8 byte-double
ValueType_StringLong 62 string
ValueType_LongDuration 165 4 byte-integer

8.10.9.5 Consistency check during connection import

If a data conflict is detected during import, the procedure will be aborted. Conflicts can occur in the
following cases:
Unknown keys in the network
DSeg-Code
Combined time profile name
Zone number
Time profile item index
Different sets of transport systems or time profiles in network and connection file
Improper time profiles (TSys not in TSysSet of the assigned mode)
Invalid departure times (no trip on time profile at indicated time or times outside the assign-
ment time interval plus post-assignment period)
Invalid transitions (transfer walk time exceeds the difference between departure and last
arrival)
Negative volumes
A used passenger trip chain does not exist in the network

8.10.10 Risk of delay

By evaluating the delay probabilities for each vehicle journey section, the expected delay risk and
the delayed proportion of PuT users can be calculated. In addition, you can specify how long a
connection will wait and how likely it will be reached.

© PTV Planung Transport Verkehr GmbH 651

 8.10.10.1 Procedure parameters risk of delay

Note: The evaluation of delay probabilities cannot be carried out if, during the procedure, sim-
ultaneously "vehicle sharing" systems or capacity restrictions of PuT vehicles need to be taken
into account.

8.10.10.1 Procedure parameters risk of delay

A timetable-based PuT assignment produces connections (PuT paths) and their volumes. Based
on these connections, the total risk of delay or the risk of delay of the individual persons using the
connections can be determined. The search procedure Branch and Bound search is used when
searching for connection alternatives. For this, impedance and choice parameters are required
(see "Connection search using Branch and Bound" on page 626).
These parameters are also used if connections are loaded from another file or adopted from
another demand segment.
To analyze the risk of delay, you need the probability P OnTime as an input parameter for each
vehicle journey item, indicating how likely it is to be on time. Therefore, only vehicle journey items
with POnTime∈ (0,1) are considered in the analysis, as only these can be delayed. In addition, you
must specify parameter λ > 0 as exponent for exponential distribution. The exponential dis-
tribution weights the possible travel time extensions by using a later connection. In addition, a ter-
mination value specifies from which function value of the exponential distribution the associated
delay is no longer considered.

Illustration 167: Exponential distribution diagram - density function fλ(t)

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 8.10.10.2 Calculations

Illustration 168: Exponential distribution diagram - distribution function Fλ(t)

In addition, you must define from which duration trelevant a delay is relevant. This value is required
for the calculation of the share of persons considered relevant.
Furthermore, there are:
the maximum analyzed delay tmax, which specifies the maximum delay up to which the ana-
lysis is performed.
the assumed travel time extension t̅ if no alternative connection could be found.
In addition, the calculation can take into account the probability that a connection

between two vehicle journey items f and g can be reached despite delay. For this purpose, a
planned connection can be specified for each connection. The planned connection is either spe-

cified via a guaranteed wait time from the connection trip to the arriving vehicle
journey or via a connection probability .

8.10.10.2 Calculations
A risk of delay analysis is carried out subsequently to timetable-based assignment. Delays in
integers are read out in seconds.
A vehicle journey item f is relevant for analysis when the actual likelihood of punctuality is smaller
than one. Each relevant vehicle journey item f is considered separately. For the analysis, all con-
nections Vi∈ V that include a transfer or an alighting at destination are considered.

Determining delay situations

For each vehicle journey item f delay situations are determined. A delay situation is an interval d,
for which all delays of f in d have the same impact on the subsequent course of the connections.
The probability of occurrence P during a delay situation d is derived from the interval limits. The lat-

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8.10.10.2 Calculations

ter are calculated by applying exponential distribution with the parameter λ, multiplied by the prob-
ability of delay.

P(risk of delay d occurs) = P(arrival in d = [a,b]) =

A search tree is created to calculate the delay situations of a vehicle journey item f. For this pur-
pose, the transfers following f are considered. The transfers following f have a wait time. If f is less
or as much delayed as the wait time, the transfer can still take place. If f is delayed more than the
wait time, the transfer cannot be made. Let w1, w2,..,wj be wait times of the transfers uk from f to dif-
ferent vehicle journey items of all connections V i that contain f in ascending order. Then interval
d1= (0,w1] is the delay situation of f, where no transfer is missed. For a delay w1+1, at least one of
the transfers is missed. For all affected connections from f onwards, alternative connections are
searched for via the Branch and Bound search, so that the passenger either remains seated in f or
switches to a later departing journey or walks to the destination zone. In any case, the arrival time
of the connection at the destination zone then changes by a time period of ∆t. This change in
arrival time depends on the arrival times of the alternative journeys found. There is also a min-
imum wait time w‘2 for the alternative connections, by which f can be delayed without missing one
of the new transfers. This results in delay situation d 2 = (w 1 ,min(w 2 ,w‘ 2 )] for the vehicle journey
item under consideration. Thus, by searching for alternative connections in case of missed con-
nections, all relevant delay situations D can be calculated successively. If the maximum delay tmax
is exceeded, the search is terminated.

Illustration 169: Delay situations with wait time

Illustration 169 is described below: The wait times w i for the transfers at the stop station are
shown together with the resulting delay situations d i for the vehicle journey item f under con-
sideration. All connections containing f start at A Village and end at X City.

654 © PTV Planung Transport Verkehr GmbH

 8.10.10.2 Calculations

d1=(0,w1] In this interval, the connecting journey Vehicle journey 2 Train can still be
reached.
If the first connecting journey is missed, the alternative connection is
found by continuing the journey to B-Village and switching connections there. This can be
done up until the delay of f.
Once a delay time of is reached, it is worthwhile
switching at the Station again and taking Vehicle journey 3 Train. This connecting journey
is reached up to a delay of w1+w2.
In this delay situation, it is worthwhile switching at the
Station again to Vehicle journey 4 Train in order to arrive at X-City the earliest possible.

Calculating the risk of delay

a) At connections and their transfers

A choice is calculated for the alternative connections of a delay situation, so they can be assigned
a volume. For each connection and delay situation, the change in travel time ∆t is calculated as a
weighted mean from the volumes of the alternatives and their change in travel time. If no altern-
ative connections were found for a delay situation d, the input parameter of the assumed travel
time extension is set for ∆t if no alternative connection is found.
The risk of a transfer u after vehicle journey item f of a connection V then results from the product
of "probability of the delay situation" and the resulting "travel time extension".

The risk also includes a term ε which represents the delay of delay situations no longer examined.
Here the maximum across all possible delays and the expected value is multiplied by the remain-
ing probability of occurrence. As this calculation only serves a rough estimate, the termination con-
ditions should not be set too strictly. Therefore, among other things, the maximum analyzed delay
tmax should not be chosen too small.

b) At the alighting destination

The arrival time of the connections does not only change for the passengers transferring after
vehicle journey item f, but also for those passengers alighting after f, who from there will walk to
the destination zone. In this case, there is no need to search for alternative connections. Their
change in travel time always corresponds exactly to the delay of f. The risk for an alighting des-
tination a after f of a connection V therefore results from:

The total of risks of all connections using this alighting destination, multiplied by the volume of the
respective connection, equals the total delay risk of an alighting destination Ra.

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8.10.10.2 Calculations

To calculate the risk of transfer or alighting destination per person, the sum of the total volumes of
all affected connections is divided.

c) Risk of delay of connections

The risk of a delayed connection per person is calculated as the total of all transfers occurring in
the connection and the risk of delay at the alighting destination.

The total risk of delay is calculated by multiplying this by the total volume of the connection.

d) Risk of delay of transfers

The total risk of delay for a transfer u from vehicle journey item f to vehicle journey item e can be
calculated by summing up all connections containing the transfer u, multiplied by the volume of
the respective connection.

Share of OD trips with relevant delay

a) Relevant delay of a connection

The proportion of passengers A Vfu with a relevant delay of a connection V after vehicle journey
item f at transfer u is calculated as follows:

The proportion of passenger journeys with a relevant delay AVfa, with an alighting destination after
f, is inverse to the probability that f arrives later than the relevant delay time:

A connection V is relevant if it contains at least one vehicle journey item whose delay at a transfer
or alighting destination leads to a relevant delay of the connection. The proportion of delayed pas-
senger trips AV is therefore inverse to the proportion where there is no relevant delay for any of the
transfers or alighting destinations.

b) Relevant delay of a transfer

The share of passenger journeys with a relevant delay for a transfer u is calculated as a weighted
mean over the individual values of the connections that include this transfer.

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 8.10.10.3 Calculation results

Passenger journeys with a relevant delay

To calculate absolutely delayed passenger journeys, multiply the proportions of the delayed pas-
senger journeys by the volume of the respective item (connection, transfer, alighting).

Influence of planned connections on delay situations

During the operation of a timetable, generally more connections are realized than are calculated
via delay analysis with Visum. This is due to the fact that connections often wait for a previous con-
nection. This behavior can be modeled by creating planned connections (see User Manual: Chpt.
29.27.17, page 2832). Planned connections can be created between two subsequent vehicle jour-
ney items. A planned connection requires a maximum wait time for the previous vehicle journey
item or a connection probability. These parameters are then used to adjust the probabilities of the
delay situations.
If delay situations d 1 ,…,d n have been determined for vehicle journey item f and connection prob-
abilities or maximum wait times of the connections under consideration are given, these are taken
into account in a second step. In these cases, the delay situations must be adjusted, as con-
nections can still be reached after their planned departure.

For a connection between vehicle journey items f and g let there be a connection probability
P reach . In this case, the probability of arising delay situations must be checked and adjusted if
required. All delay situations d 1 ,…,d k whose probabilities together are less than or equal to con-
nection probability Preach are set to zero and 〖P(d〗_1) is increased to P_reach. This procedure
reflects the fact that passengers are more likely to reach the planned connection by waiting in
order to arrive without delay. Delay situations d2,…,dk, together with P(d1), are less likely to occur
than the connection probability and therefore cannot occur. If there is a delay situation dk for which
P(d1)+P(d2)+⋯+P(dk-1) < Preach and P(d1)+P(d2)+⋯+P(dk) > Preach applies, the probability of occur-
rence is reduced according to P(dk). An example of how the probabilities are adjusted is given in
Table 196. It is based on the connection in Illustration 169. If a maximum wait time for the planned
connection is given instead of a connection probability, the calculation is based on the wait time.
In this case, the exponential distribution of the arriving vehicle journey item is used.
If a connection probability and a maximum wait time are given for a planned connection, only the
connection probability is used for the calculation.

Delay situation d1 d1 d2 d3 d4 d5
Probability of occurrence P(di) 0.3 0.1 0.1 0.05 0.05
New calculated probabilities of occurrence with connection 0.45 0 0.05 0.05 0.05
probability Preach = 0.45

Table 196: Adjustment of connection probabilities of delay situations of the planned connection
from f to vehicle journey item 3 of Illustration 169

8.10.10.3 Calculation results

The results of the calculation are displayed as skims:
Total risk of delay in seconds
Risk of delay per person in seconds

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 8.10.10.4 Example of delay analysis

The percentage of OD trips with relevant delays for the respective transfers and alightings
Total of OD trips with relevant delay
The skims are output:
at the respective transfer
at the alightings
at the connections (PuT paths).
For the calculation (see "Calculations" on page 653). In addition, the values can also be output as
skim matrices (see "Availability of skims in PuT assignment procedures" on page 591).

8.10.10.4 Example of delay analysis

A network with a public transport supply of three lines and a timetable is provided (Illustration
170).

Illustration 170: Example network delay analysis

It is not possible to walk between the stops. There is a bus from A-Village to X-City, a train from
Train Station to X-City and an express bus from B-Village to X-City. Between the zones B-Vil-
lage and X-City there is a demand of 100 persons for the analysis period. The result of timetable-
based assignment is also shown in the timetable. 100 people use connection V that first takes the
bus from A-Village to Train Station and then switches to the train to X-City.

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 8.10.10.4 Example of delay analysis

Illustration 171: Volumes on connection V

In the following, we will look at the delay analysis for vehicle journey item f (departure at 8:00 a.m.
from A-Village and arrival at 8:15 a.m. at Train Station). Delays of up to 45 minutes are ana-
lyzed. A delay of 1s or more is considered relevant. If no alternative connection is found, a travel
time extension of 1h is assumed. A maximum delay time with an exponential distribution value
greater than 0.000001 is considered. For other parameters of punctuality probability and lambda
values, refer to Illustration 172

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8.10.10.4 Example of delay analysis

Illustration 172: Punctuality parameters and lambda

In a first step, delay situations must be determined using the possible connections at f and the con-
nection V = (f g) that includes f (see "Determining delay situations" on page 653). This results in
the following delay situations and probabilities of occurrence in the respective intervals Illustration
173.

Illustration 173: Delay situations with probabilities of occurrence

Overall, the risk for transfer u of connection V after vehicle journey item f and the alighting risk of
alighting a of connection V after vehicle journey item g is as follows:

For connection V, this results in a delay risk of 48 seconds. Multiplied by the volume for con-
nection V, the total delay risk is 1h 20min. The proportion of relevant delayed passenger journeys
is derived as follows:

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 8.10.11 Capacity restriction

Multiply the proportion by the volume and you obtain the number of relevant delayed passenger
journeys of connection V. There are approximately 10.36 passenger journeys with a relevant
delay.

8.10.11 Capacity restriction

By default, the timetable-based assignment determines a connection's attractiveness without tak-
ing the demand into account. Accordingly, the demand is distributed onto possible connections
without consideration of the vol/cap ratios of these connections. Regarding also the vol/cap ratio
can return those connections as attractive alternatives which in the standard case seemed to be
not attractive. Thus, the enhancement with this criterion might change the set of possible con-
nections.
Basically, neglecting the capacities is a simplification, which unsatisfactorily reflects reality in
highly loaded public transport systems. Capacity restrictions in practice can take effect in different
ways:
Fail to board: A vehicle can only take as many passengers as there is capacity.
Discomfort in the vehicle: Passengers feel rather uncomfortable when traveling in a heavily
loaded vehicle. This effect may be enhanced if there are no more seats available. The travel
time in such vehicles is perceived as longer and more strenuous.
Discomfort outside of the vehicle: Passengers feel rather uncomfortable when transferring at
highly frequented stops. Besides unpleasant effects due to overcrowding, additional delays
may occur.
The capacity restriction in the timetable-based assignment can be considered either hard or soft:
The prevented boarding is the hard capacity restriction.
The discomfort in the vehicle, i.e. not being able to find a seat or having to stand in a crowded
place, is the soft capacity restriction.
The capacity-restricting effects at stops are not considered.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Demand PuT Capacity example describes ways
to consider public transport capacity restrictions in demand models.

8.10.11.1 Fail to board

To avoid overcrowding of vehicle journey items, boarding or passenger transfers are prevented
as soon as the capacity of the vehicle is reached. The passengers concerned only become aware
of the overcrowding of the vehicle at this point and cannot include it in their route choice before.
Passengers search for and choose alternative connections at the place and time they are denied
boarding. This can be the next vehicle journey of the same route or a connection via other lines.

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8.10.11.1 Fail to board

The aim is to show where and when connections are interrupted due to a lack of vehicle capacity.
The procedure shows the relations that are particularly affected and calculates the travel time
losses of the passengers affected.

How the procedure works

The procedure is based on the results of a timetable-based assignment. It can be carried out dir-
ectly after an assignment or be based on an existing assignment result. Prerequisites are saved
connections and their volumes. The procedure does not include any iterative steps and follows
this sequence:
1. The vehicle journey items are sorted according to their start time.
2. Starting with the first vehicle journey item, this step is carried out for all subsequent items.
The vehicle journey item is checked for overcrowding. If it is overcrowded, all connections
that board or change to this vehicle journey item are reduced by the share of the over-
crowding. All connections are equally affected proportionally. The reduction is carried out
on past and future vehicle journey items. The previous course of the connection is saved.
Starting from the location and time of the vehicle journey item, i.e. the stop area and the
departure time (+1s), the passengers concerned search for alternative connections. This
also takes into account vehicle journey items that are still overcrowded. This reflects the
fact that the volumes may still change in the future and the passenger has no knowledge
of the volume capacity ratio. Separate cut off rules are defined for the search to reduce
the set of connections.
A path is chosen and the volume is propagated along the alternative routes through the
network.
The alternative routes are linked to the previous sections and the attribute Number of
missed connecting journeys counts the number of interruptions in a connection.
The alternative connection search only takes place up to an adjustable minimum share. This
limits the number of connections to be processed. Volumes below these shares are restored
to the original connection. This can lead to minimal overcrowding of the vehicle journey items.
3. The linked routes are saved in the connection set of the assignment. Volumes of passengers
who have not found an alternative route at a transfer are no longer included in the set of con-
nections. This leads to an underestimation of the volume of the path legs up to the interrupted
transfer. The number of passengers without alternative connection is indicated.

Results and skims of the procedure

The output attributes of the procedure consist, in addition to the extended amount of connections,
of indicators such as the number and percentage of passengers who were unable to board a
vehicle. These are further divided into passengers who found an alternative connection or no
alternative connection.
The number of passengers who cannot board:
Number of fail to board = Volume - Capacity of the vehicle
The share is calculated based on passengers who boarded and passengers who were denied
boarding.
Number of fail to board = Number of fail to board/Passengers boarding + Number of fail to board

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 8.10.11.2 Discomfort in the vehicle

This value is 0% if the capacity has not been reached and is 100% if no passenger has been able
to board the vehicle journey item.
The risk to which the passenger is exposed is also calculated. Risk is composed of probability and
a certain threat. In this case, the share of people who were refused boarding and the extension of
the travel time they would have to experience. These skims are first calculated at connection level
for each transfer.

The boarding risk per person of a connection C is calculated as the sum of all transfers u and the
boarding risk tC,e. The probability aC,u indicates the share of people who fail to make the transfer u
in connection C. The resulting travel time extension t indicates the time lost compared to the initial
arrival time at the destination.
The total risk of a connection is the sum of the product of the boarding risk per person and the
existing volumes on the connection.
These skims are also available in the respective aggregations at connecting journeys, stop points,
path legs, and as a skim matrix.

8.10.11.2 Discomfort in the vehicle

The timetable-based procedure with soft capacity constraints aims to model possible discomfort
for passengers in the vehicle. This approach approximately includes the fact that certain quant-
ities of the passengers have to use different connections if the vehicle capacity is saturated.
Exceeding the vehicle capacity is not prevented, however.

Procedure under consideration of the discomfort in the vehicle

Using the capacity restriction, the timetable-based assignment works as follows:
1. Connection search and preselection are calculated as usual.
1. Connection choice procedure: Connection choice is made via the choice model set.
2. In an iteration in which another path search is carried out, the connection choice is also cal-
culated and then another search and preselection is carried out. This search takes into
account the volumes that were calculated as the result of the choice. These volumes will be
added to the search impedance. The purpose of the search is to find alternative connections
that can be dominated by other connections in the previous search. The connections of the
searches are combined. The connections found during the last search will not be dominated
due to the impedances. The reason for this is that the vol/cap ratio-dependent impedances of
the searches are not comparable. If, in the current iteration, no further path search is carried
out, step 4 is taken directly.
3. Based on this set of connections, all impedances which do neither depend on the vol/cap ratio
nor on the time interval will be calculated, since this set of connections will not change in the
subsequent loop.
4. This step is the start of the actual loop: First, vol/cap ratio-depending impedances are cal-
culated (see User Manual: Chpt. 23.2.4.8, page 2227). The following four options are available
(see "Calculation of Vol/Cap ratio-dependent impedances" on page 664).

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 8.10.11.3 Calculation of Vol/Cap ratio-dependent impedances

5. Now, the choice model determines the volumes by connection. This calculation is performed
by time interval and includes time interval-depending impedances. These impedances are
added to the other impedance components.
6. The connection volumes are smoothed (see User Manual: Chpt. 23.2.4.8, page 2227). Here,
you can choose from two methods.
7. Various measures are calculated and returned which describe the distance from the balanced
state.
8. The termination conditions are verified. The procedure will be canceled, if one of the criteria is
satisfied, otherwise the calculation will continue with step 5.
Supplementary remarks about the modified procedure:
During the choice, vol/cap ratio-depending impedances are added to the other impedance
components, i.e. they also go into the skim Impedance.
Also, connections can be exported in combination with the capacity restriction. If connections
are exported without volumes, the export will start after the second search is finished. If con-
nections are exported with volumes, the export will start after the final choice.
Skim matrices and other output data will be calculated after the final choice.
Taking the capacity restrictions into account causes further restrictions with regard to two points:
The optional second search is only possible with the Branch & Bound method.
Information on the calendar day level is neglected, since just a single vol/cap ratio is determ-
ined per vehicle journey item. In reality, however, vehicle journeys could run on several valid
days, and their capacities and volumes may differ. Thus the applied vol/cap ratio definition
represents a simplification of the information provided with the Visum data model, if a cal-
endar is used.

8.10.11.3 Calculation of Vol/Cap ratio-dependent impedances

With each of the options, the vol/cap ratio Av of vehicle journey item v is calculated as follows:

Capacity v corresponds to the value of the attribute selected by the user for the seat capacity of a
vehicle journey item. The pre-set default amounts across all vehicle journey sections, which ser-
vice the vehicle journey item without regard to the calendar day. Thus the volume of a vehicle jour-
ney item sums up from the volumes of all connections using this item:

Path legs covered with PuT-Aux are not regarded for the vol/cap ratio-dependent impedance cal-
culation.

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 8.10.11.3 Calculation of Vol/Cap ratio-dependent impedances

Calculation from the assumed standing minutes (German Rail – (DB))

The assumed standing minutes (E) are the mean value of the time, a passenger expects to find no
seat during his ride if passengers have random access to the seats on each stop-stop relation.
The latter is due to the fact, that it cannot be distinguished between passengers who are already
on board before the overloaded route section is reached and passengers who board in this route
section. This interpretation of the standing minutes applies to the capacity of a vehicle journey
item definition with regard to the number of seats. More generally, this is a discomfort which
increases with the vol/cap ratio.
For a vehicle journey item v, the standing probability is approximated by a potentially asymptotical
function:

The user has to set the parameters a and b, and Av is the vol/cap ratio.
The expected standing minutes of a connection V correspond to a volume-dependent impedance
and result from adding the product of standing probability and run time across all vehicle journey
items of the connection:

Using a penalty function for computation (Swiss Rail – (SBB))

The impedance of a vehicle journey item v is defined as follows:

The parameters a, b, c, l 1 and l 2 have to be entered by the user, A v is the vol/cap ratio of vehicle
journey item v. Thereof, the parameters r, α, ß and γ result due to the function which can be con-
stantly differentiated here l1 and here l2.
Thus, the impedance of a connection V is calculated as follows:

Using a linear penalty function for computation (Linear)

The impedance of a vehicle journey item v is defined as follows:

a and b are user-defined parameters, Av is the vol/cap ratio of a vehicle journey item v.
Thus, the impedance of a connection V is calculated as follows:

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 8.10.11.4 Distribution of volumes onto alternatives

Calculation via DGITM – CGSP (France) function

In contrast to the other Vol/Cap ratio- dependent impedance calculations, this function dis-
tinguishes between two cases of impedance for a vehicle journey item v:

The quantity k_Seat is calculated as follows:

k_Seat = a + b * p
The quantity k_Stand is calculated as follows:
k_Stand = c + e * p
where p is the number of standing passengers per unit of area. You can set the unit for calculating
surfaces in the network settings (see User Manual: Chpt. 16.7.1, page 1038). p is calculated
based on:
p = Number of standing passengers/number of standing places • maximum passenger density.
To calculate the number of standing places, you need to enter the total capacity and seat capa-
city. In addition, it is assumed that passengers only start standing once their volume exceeds the
seat capacity.
a, b, c and e are parameters that must be entered by the user.
Thus, the impedance of a connection V is calculated as follows:

8.10.11.4 Distribution of volumes onto alternatives

In order to prevent volumes from being distributed too often to connections which are unattractive
in terms of time, instead of the choice model a procedure can optionally be applied, which shifts
volumes between connections.
In this case, for each pair of connections (V, V') it is calculated to which extent the volumes of con-
nection V are shifted to connection V'. The particular formula is:

PvB is the volume of connection V before shifting, W is the set of possible alternative connections.
The function d is defined as follows:

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 8.10.11.5 Distance of the current solution from the balanced state

c and β are user-defined parameters. This function has the effect, that connections which are out-
side of a tolerance in terms of time are not regarded as alternatives. For permitted connections,
however, the readiness to change connections (alternating standby) increases with an altern-
ative's decreasing temporal distance from the original connection.

The diagram below shows an example of the function d for a connection V with
and c = 10:

Illustration 174: Readiness to change dependent on the alternative's departure time

Then, the new volume of connection V results from:

Shifting volumes between connections also means new volumes for all vehicle journey items.
This method does not take the independence of connections into account.

Note: Optional shifting of volumes between adjacent connections is only provided with the DB
impedance function.

8.10.11.5 Distance of the current solution from the balanced state

Depending on the applied smoothing method, the differences can be computed between
smoothed and non-smoothed impedances or vol/cap ratios. The skims below describe the gap
between the current solution and a balanced state. Using these skims it becomes obvious,
whether and to which degree the balanced state has been reached.
With smoothed impedances, the following skims are calculated:

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 8.10.11.6 Termination criteria

Accordingly, in case of vol/cap ratio-based smoothing:

Here, N is the number of connections.

8.10.11.6 Termination criteria

Note: The quality of the solution depends on whether the termination are met. The number of
divergent OD pairs and the maximum deviation according to the formula listed in the following
section are saved to the Protocol.

The procedure will terminate if at least one of the following criteria is satisfied:
The number of iterations exceeds the user-defined maximum number of iterations.
For each time slice, the demand proportion in the total demand shifted between the con-
nections lies below a maximum limit. The criterion is met if the following inequality applies to
all OD pairs:

with a total demand D, where D = ∑v(c,i) = ∑v*(c,i).

Satisfying the second criterion does not automatically mean that the equilibrium state has been
reached. It just means that volumes and thus also impedances will no longer change. Usually, this
condition is forced by the smoothing methods.

8.10.12 Vehicle sharing

Note: To enable this function, activate the Mobility Sharing add-on module (see " Enabling or
disabling add-ons" on page 1058).

The modeling of vehicle sharing, i.e. the organized sharing of modes of transport, is an extension
of timetable-based assignment in Visum. This allows you to model rental systems separately or
as a PuT path leg. Several sharing systems may be used at the same time and allow you to model
car and bike sharing offers. The software distinguishes between the following systems that can be
modeled:

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 8.10.12 Vehicle sharing

Non station-based systems

Station-bound systems
Full flexibility of return station
Return of rental vehicles at pickup station only
In addition, the procedure models the following additional properties of vehicle sharing systems:
Trips that start or end with a rental or return operation or that end at destinations (zones)
where users keep the vehicles for a certain period and then continue with their journey.
If a sharing system does not have its own infrastructure, it may be assigned to a conventional
PrT transport system. It can then use its supply, but is also dependent on its traffic situation.
The number of sharing vehicles is very low compared to the number of conventional vehicles.
Thus, the sharing vehicles have no impact on the traffic volume and traffic situation of con-
ventional PrT.
The vehicles are booked in advance and a booking period must be specified depending on
the type of system used.
The number of vehicles available in the system is limited.
The rental and return of vehicles takes time.
If capacity utilization of the sharing system is very high, it becomes more difficult to rent a
vehicle.
Stations have a fixed number of parking spaces (capacity) and a number of available
vehicles (occupancy).
Users pay for using sharing system services. User costs always have a time-dependent com-
ponent.
For non station-bound systems and systems where the pickup and return stations do not
have to be the same, operators have expenses for the relocation of vehicles.

Elements of modeling
There are specific elements or attributes in the transport model that allow you to model sharing
systems.
Transport system
Sharing stations
Traffic zones

Transport system
To model vehicle sharing transport systems, select the type Sharing when you create a transport
system. As soon as this transport system is available in PuT, it is taken into account for timetable-
based assignment. Additional properties of the sharing system can be set under the transport sys-
tem.
Vehicle sharing system
The sharing system type you select has an impact on the use of the vol/cap-dependent imped-
ance component and the search function (see "Calculating Vol/Cap ratio-dependent impedance"
on page 672).
Capacity of the system

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 8.10.12.1 How the procedure works

The capacity of the sharing system depends on the number of rental vehicles. Operators can
increase availability of the vehicles by allowing interlining and providing a vehicle depot.
Occupancy rate
The OD trips used in PuT must be converted to vehicles to model the PrT-based vehicle sharing
system. This is done with the help of the occupancy rate entered by the user.

Sharing stations
Rental operations begin and end at a station. Stations are thus the start and end points of sharing
path legs. A station is linked to the network via its access node. Stations may contain rental
vehicles of different transport systems.
Stations have a specific capacity which corresponds to number of their parking spaces. This capa-
city is independent of a transport system. This means all parking spaces are available to all trans-
port systems enabled for use. Different types of parking spaces can only be modeled separately
through an additional station, if necessary at the same access node.
Stations must initially be assigned vehicles. This occupancy is then used for the assignment pro-
cedure in the first time slice. For stations you can choose between temporary or constant optimal
occupancy. Optimal occupancy is used during relocation procedures (see "Relocation procedure"
on page 674).
The rental and return of a vehicle at a station causes extra time and effort for users. It includes
accessing and leaving the station as well as selection of and payment for the rental vehicle. This
additional effort can be saved per station and later becomes part of the sharing path leg.

Traffic zones
Rental vehicles are often not only used to drive from one station to another. In systems where the
pickup and return station must be the same, this scenario is even excluded. In fact, rental vehicles
are mostly used to get to a destination where the vehicle is parked for a while and the driver pur-
sues an activity. During this time, the vehicle is still rented. After the activity has been completed,
the vehicle is used again. The model records the Number of parked rental vehicles and Num-
ber of collected rental vehicles per time slice. In the transport model, the destinations lie within
zones. The average dwell time is an input attribute for zones and affects search impedance
through the time-dependent aspect of the fare. The minimum dwell time affects the re-availability
of the rental vehicle after arrival and thus allows for realistic modeling of its frequency of use.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find examples of use on this topic. The Vehicle Sharing examples (bike sharing and car
sharing) describe the modeling of bike and car sharing systems (one-way system/round trip
system) and their consideration within a timetable-based public transportation assignment. In
addition to the steps for designing a model, the essential procedure parameters are presented
and advice is given on the correct modeling and evaluation of the results.

8.10.12.1 How the procedure works

Timetable-based assignment that accounts for vehicle sharing transport systems is carried out as
follows:

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 8.10.12.1 How the procedure works

1. First connection search: A connection search that accounts for vol/cap ratio dependent imped-
ance for sharing stations and is derived from an initial solution (see "Initial vol/cap ratio during
first connection search" on page 674). Sharing systems are only considered in a branch &
bound search. A preselection is conventionally applied.
2. Connection choice procedure: Connection choice is made via the choice model set. The
volumes arising at the connections are updated through the vol/cap ratio dependent imped-
ances of the sharing paths.
3. If you are in an iteration in which a further path search is carried out, the connection choice is
also calculated and then a further search and preselection is carried out. This search will take
the calculated volumes into account which result from the choice. These volumes will be added
to the search impedance. The purpose of the search is to find alternative connections that can
be dominated by other connections in the previous search. The connections of the searches
are combined. The connections found during the last search will not be dominated due to the
impedances. The reason for this is that the vol/cap ratio-dependent impedances of the
searches are not comparable. If, in the current iteration, no further path search is carried out,
step 4 is taken directly.
4. Connection choice: This step starts an iteration loop. Connection choice calculates the
volumes based on the existing connections and their current impedances. At the end of the pro-
cedure step, rental vehicles are relocated per time step (see "Relocation procedure" on
page 674) and the number of rental vehicles at stations and zones is updated.
5. The volumes obtained from the last connection choice are smoothed exponentially or via MSA,
depending on the procedure set (see "Smoothing" on page 675).
6. Then the cancellation conditions are checked. The procedure is canceled if one of the criteria
is satisfied, otherwise the calculation continues with step 2.
Supplementary remarks about the modified procedure:
During the choice procedure, vol/cap ratio-depending impedances are added to the other
impedance components, i.e. they also considered for skim impedance calculation.
Skim matrices and other output data will be calculated after the final choice.
Only for sharing systems in which the return station and rental station must be the same,
does the search not account for path legs between zones.

Temporal structure of the procedure

To model the dynamics of the system in a macroscopic model, the software introduces time slices
of user-defined length that structure the assignment period. The dates and sequence of events
(returns, rentals, interlining) are not distinguished within the time slices. Selection of the time slice
length is thus a compromise between precision and computation time.
The calculation of vol/cap ratio-dependent impedances is based on station occupancy at the
beginning of the time slice and the rentals or returns of the previous iteration. These impedances
apply to the entire time slice, as within the time slice, a sequence is not taken into account. For
rentals, the vol/cap ratio-dependent impedance term refers to the number of vehicles at the begin-
ning of the time slice, minus the number of vehicles rented during the previous iteration. Vehicles
returned during this or the previous iteration are not taken into account. For returns, only the

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 8.10.12.2 Calculation of the search impedance and the perceived journey time (PJT)

number of available parking spaces at the beginning of the operation, minus the returned vehicles
during the last iteration, are taken into account. Vehicles moved throughout the network because
of interlining are only considered at the end of the time slice for rentals during the next time slice.
This approach prevents an overestimate of the temporal availability of vehicles.
Vehicles are interlined within a single time slice. The operation does not account for distances,
driving times or costs. All vehicles moved from a depot or a station during interlining can imme-
diately be moved to a different station or depot. The convergence criterion defined is applied to all
relations in all time slices.

8.10.12.2 Calculation of the search impedance and the perceived journey time (PJT)
When modeling sharing systems, both the search impedance and the perceived journey time
(PJT) include additional impedance components.
Sharing travel time
This time refers to the sharing system’s pure travel time which is multiplied by a constant coef-
ficient and an attribute of the transport system. If the sharing system uses the same transport
infrastructure as another PrT transport system, it will depend on the same transport supply
and can thus be based on the PrT transport system’s calculation results. Travel times on
links, (main) turns and connectors are transferred. There is a time limit for the search within
sharing path legs (see User Manual: Chpt. 23.1.1.3, page 2183).
Penalty for rental and return services
It reflects the higher expenses caused by the rental car pick-up and return services. The pen-
alty is specified for each station and saved with the station data.
Collecting and returning rental cars at/to zones (destinations)
If a rental car is collected or returned, fifty percent of the average dwell time will be added to
the search impedance. This time is multiplied by a constant coefficient and an attribute of the
transport system. The penalty is attributed to the search impedance only. The continuation of
the rental agreement based on the tariff is included in the perceived journey time. This is why
when modeling vehicle sharing, you should always include a time fare rate in search imped-
ance.
A search that accounts for zones as destinations is only possible for station-based vehicle-
sharing systems. These systems require the rental and return station to be identical.

8.10.12.3 Calculating Vol/Cap ratio-dependent impedance

From the limited number of rental vehicles and the constant capacity of car sharing stations as
well as from dynamic demand, it may be concluded that the impedance to using sharing systems
depends on their capacity. The impedances are calculated per time interval. The Interval length
within an assignment period is an input variable.
Impedance for renting from a station or a zone
Impedance for returning a vehicle to a station
Initial vol/cap ratio during first connection search

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 8.10.12.3 Calculating Vol/Cap ratio-dependent impedance

Impedance for renting from a station or a zone

For station-bound systems, the Vol/Cap ratio-dependent penalty term is used to model booking
situations at a station where you first have to wait for a vehicle to be returned by the renter or oper-
ator. For non-station-bound sharing systems, it is used to model situations in which the average
path length to a parked vehicle becomes longer, the smaller the “vehicle density” in the envir-
onment is.
The malus of a path leg is calculated based on the following components:
V = vehicles available for the path leg of the selected TSys, i.e. the number of vehicles at the
beginning of the interval, minus the number of vehicles already rented (during the previous
interval). A rental vehicle parked in a zone only becomes available after the minimum dwell
time saved for the zone has elapsed.
The additional impedance of a path leg is then calculated as follows

The user specifies the parameters c1 and c2.

Impedance for returning a vehicle to a station

The supplement based on vol/cap ratio for the return at a station is used to model situations in
which you might have to wait for a parking space to become available.
The malus of a path leg is calculated based on the following data:
P = vehicles available at the station, i.e. the number of vehicles at the beginning of the inter-
val, plus the number of vehicles already returned (during the previous interval).
C = station capacity
The additional impedance of a path leg is then calculated as follows:

The user specifies the parameters c1 and c2.

The penalty term does not affect station-based systems or systems in which the return and rental
station must be identical.

Balancing of dropped off and picked up vehicles at zones (destinations)

Within the analysis period, the number of dropped off and picked up vehicles at a zone (des-
tination) should balance out. The balancing models the case where a vehicle can only be picked
up after one has been dropped off. In a path-based transport model, the equivalent would be a
user trip with a rental vehicle (rental -> path -> activity -> path -> return).
Paths that begin or end at a zone with the drop off or pick up of a rental vehicle are assigned a
bonus or malus, depending on how this affects the balance. The term used for calculation
includes the following:
Sum of dropped off rental vehicles (zone is destination of path)

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 8.10.12.4 Relocation procedure

Sum of picked up rental vehicles (zone is destination of path)

For paths that pick up the vehicle at the zone, the following is added to impedance:
I = a•(S2origin zone - S1origin zone)
where a is a parameter entered by the user.
For paths where the vehicle is kept, the following is added:
I = a•(S1destination zone - S2destination zone)
where a is the same parameter entered by the user.

Initial vol/cap ratio during first connection search

When performing their first connection search, users can choose a start solution that assesses
the vol/cap ration of the sharing system. This Initial vol/cap ratio in percent ensures that the
most realistic paths are found from the first search on, as a vol/cap-dependent search impedance
is used for rentals from stations (see User Manual: Chpt. 23.2.4.8, page 2227).
The impact of this start solution on the final result is considerably reduced if you perform a second
search within the loaded network.

8.10.12.4 Relocation procedure

In case of dynamic demand with an asymmetric load direction over a certain period of time, the
sharing system operator might have to relocate vehicles during operation. This means they are
moved from one station to another. When optimizing the number of relocated vehicles, the
demand served, the costs of relocation and the avoidance of overcapacity compete with each
other.
The aim is to achieve optimal station occupancy by relocating the vehicles. A limiting factor is the
relocation rate [vehicles / time interval], but not the travel times, distances or any other costs. The
continuous relocation process discretely influences the procedure at the end of each time slice.
Relocation is performed for all transport systems simultaneously.
The procedure moves vehicles from stations with a surplus of vehicles to stations with a demand
for vehicle. Stations with the most pressing demand are served first. These are generally stations
with negative occupancy rate or an occupancy that lies above the capacity of the station. The pro-
cedure distinguishes between five station categories. These are based on the demand for
vehicles and the availability of vehicles.
A) stations with a negative occupancy rate
B) stations with an occupancy below the optimal occupancy
C) stations with optimum occupancy / or stations without a predetermined optimum occupancy
D) stations with an occupancy above the optimum occupancy
E) stations with an occupancy above the capacity of the station

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 8.10.12.5 Smoothing

The procedure attempts to gradually move vehicles from stations of category E to stations of cat-
egory A, until the upper threshold (vehicles moved) or lower threshold (vehicles received) of the
next category is reached. If there are no more stations left in a category, the procedure continues
with the following (A->B/E->D) category. The procedure ends if at least one of the following cri-
teria is satisfied:
1. The maximum number of permissible relocations is reached.
2. All stations are category C.
3. The stations have one category and the same rating (vehicle shortage / demand)
The optionally available vehicle depot is used a source of vehicles or merely a place where
vehicles are stored before they are moved to stations of the optimal category C.
The procedure described here is a simple approach to vehicle relocation. For example, there is no
tracking of individual vehicles. This means network performance calculation that has to be per-
formed by the operator does not take place. This also applies to route optimization during the relo-
cation process.

8.10.12.5 Smoothing
Taking vol/cap ratio-dependent impedance into account leads volume fluctuations between the
individual iteration steps. In order to obtain a valid result, the results of previous iterations are
used in the new iteration. Smoothing the procedure affects the connection volumes calculated. It
is carried out using exponential smoothing or the method of successive averages (MSA).

Method of Successive Averages (MSA)

According to this formula, the smoothed connection volume V in iteration i is derived from the
volumes of previous iterations:

with smoothed connection volume v*, connection B in Iteration i and newly calculated volume v.

This means connection volumes obtained from the search are not included in the first iteration.

Exponential smoothing
According to this formula, the smoothed vol/cap ratios of connection V in iteration i is derived from
both the calculated volume and the smoothed volume of the previous iteration:

Parameter a has to be defined by the user, the value range is 0..1.

8.10.12.6 Convergence
The procedure will terminate if at least one of the following criteria is satisfied:
The number of iterations exceeds the user-defined maximum number of iterations.
Changes made to all rentals and returns at designated stations as well as the number of col-
lected and returned rental vehicles in zones per time slice are below the maximum limit. For
the evaluation, the following inequality is used:

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 8.10.13 Ride sharing in combination with public transport (first mile / last mile concept)

Abs(N(i) - N(i-1)) < A•Max(N(i),N(i-1))+B

A and B are user-defined parameters. Satisfying the second criterion does not automatically mean
that the equilibrium state has been reached. It just means that the saturation and thus also imped-
ances will no longer change. Usually, this condition is forced by the smoothing methods.

8.10.13 Ride sharing in combination with public transport (first mile / last mile concept)
In contrast to conventional public transport, demand responsive transport (DRT) generally does
not require a timetable, a fixed sequence of stops or predefined stops. Demand responsive trans-
port includes ride sharing, student transport, taxi on call services and carpool services.
Only in combination with the conventional public transport, ride sharing systems lead to a sus-
tainable offer in urban transport (see "Ride sharing" on page 692).
In order to be able to evaluate the feeder function of these offers, an assignment procedure must
combine the modes of public transport and ride sharing. Within an assignment, the transfer pro-
cesses are depicted and a temporal and spatial consistency of the connections is ensured. The
result of the timetable-based assignment with consideration of ride sharing systems are inter-
modal connections including their volumes.
While the timetable-based assignment in conventional public transport follows macroscopic prin-
ciples, ride sharing systems can only be modeled sufficiently by microscopic simulations. In order
to be able to achieve stable results for such a system, a large number of realizations, i.e. in this
case served trip requests and characteristic values must be summarized. In addition, the the key
values of ride sharing systems are volume/capacity dependent.
Carrying out several microscopic tour planning procedures in each iteration as part of a capacity-
dependent assignment would unreasonably prolong the runtime of the procedure. Therefore, the
average of the realizations is not obtained from several simulations, but from spatial and temporal
aggregation. For this purpose, nodes are combined in larger areas.
The aggregates of the characteristic values between these areas and within the individual areas
are used for the route search and choice within the assignment. The choice of the area division
plays a central role. Large areas coarsen the result, but lead to stable skims. As a rule, small
areas mean few realizations (trip requests) per relation. This makes the influence of stochastic
fluctuations too great to achieve convergence and thus relevance.
The determined characteristic values serve the evaluation of potential public transport path legs,
which are taken on the network of the assigned PrT transport system. When such a DRT path leg
is chosen, a trip request for tour planning arises for the next iteration loop, which in turn will gen-
erate new values. The individual tour plans are thus fed by trip requests that end or begin at trans-
fer stops. However, unimodal paths are also possible.
The tour plans from the individual iterations of the procedure can be saved as files. Due to the
aggregation of the results from tour planning in the procedure, no tour plan is consistent with the
resulting paths of the assignment. However, an analysis of the tour plans can provide useful res-
ults for an operational consideration of the ride sharing system.

8.10.13.1 Modeling
The modeling of the transport supply of conventional public transport remains unaffected. The
modeling of the ride sharing supply is carried out analogously to the framework conditions of the

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 8.10.13.2 How the procedure works

multimodal assignments (see "Multimodal assignment" on page 695). For the definition of the ser-
vices offered in ride sharing, separate parameters are available in the public transport assign-
ment.

8.10.13.2 How the procedure works

The timetable-based assignment that accounts for ride sharing transport systems is carried out as
follows:
1. A connection search taking into account the DRT impedances resulting from the initial values
for the first search (see User Manual: Chpt. 23.2.4.8, page 2227). Ride systems are only con-
sidered in a branch & bound search. A preselection is conventionally applied.
2. Connection choice: This step starts the iteration loop. Connection choice is made via the set
choice model. This results in volumes on all connections found.
3. The volumes obtained from the last connection choice are smoothed exponentially or via MSA,
depending on the procedure set (see "Smoothing" on page 675).
4. Then the termination criteria are checked. The procedure is canceled if one of the criteria is sat-
isfied, otherwise the calculation continues with step 5.
5. From all charged DRT path legs, internal trip requests arise, which are used for the next tour
planning.
6. As a result of tour planning, information on the detour factor, wait time and whether the trip
request could be fulfilled is displayed at each trip request.
7. The mean wait time and detour factor and their standard deviation are calculated for each OD
pair and for internal trips, as well as the proportion of passengers not carried.
8. The updated impedance is transferred to the DRT path legs. However, their times are not
adjusted so that it does not lead to inconsistencies in the overall path.
9. If you are in an iteration in which a further path search is carried out, the connection choice is
calculated again and then a further search and preselection is carried out. The connections of
the searches are combined. The connections found during the last search will not be dom-
inated due to the impedances.
10. A return to step 2 follows.

8.10.13.3 Calculation of the impedance

The impedance for a path leg with the ride sharing system takes the following factors into account:

Journey time
The journey time is made up of the ideal journey time in PrT and an aggregated detour factor
for the passenger resulting from pooling with other passengers.
Wait time
The aggregated wait time is the average time the passenger waits on this OD pair for the
vehicle assigned to him/her.
Variability of the supply

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 8.10.13.4 Warm start and analysis of results

The variability of the supply is reflected in the fact that not every trip request is served in the
same way. The trips on an OD pair can take 5 minutes or twice the time. The same applies to
the wait time. This uncertainty is perceived as additional impedance regarding the path.
This uncertainty is most evident in the uncertainty of not being transported. If the rejection
rate of trip requests is high for an OD pair, this must have a particularly strong effect on the
impedance. This additional impedance p is determined in such a way that the resulting fall in
passenger numbers (with regard to the DRT transport system) is approximately identical to
the number of passengers not carried.
The total impedance of a DRT path leg is therefore calculated using this formula:
impi,j= x•di,j • tPrT i,j + y•wi,j + a •σ(di,j) + b • σ(wi,j) + c • p
where
d Mean detour factor
tPrT Journey time of the PrT path
w Mean wait time
p Impedance resulting from the rejection rate
σ Standard deviation of d and w

In addition to this impedance, a buffer for a DRT path leg can be considered, which becomes
effective when a conventional public transport path leg is connected. This buffer reflects the plan-
ning behavior of the passenger, who has to combine the variable supply of the ride sharing ser-
vice with the fixed supply of the timetable.
If the timetable provides many regular services, the passenger will plan with a smaller buffer. The
selected buffer is included in the search impedance of the DRT path leg.
The impedance of a connection that has DRT paths can change in the course of several iter-
ations. Therefore, if the dominance criteria are applied naively, it could happen that such a con-
nection is dominated in an early search iteration, although this would not have happened with the
final impedance.
In order to prevent such a faulty dominance, you can specify factors for the DRT impedance for
the minimum and maximum search impedance. A connection is therefore only dominated if it
would also be dominated after the application of the minimum factor. Accordingly, a connection
only dominates if it would do so even after applying the maximum factor.
The factors for the search impedance are applied in the same way to the cut off rules and to the
preselection.

8.10.13.4 Warm start and analysis of results

The impedance of the DRT path legs is composed of skims that converge in the course of the iter-
ations against final values. These converged parameters can be used as initial values for fol-
lowing assignments in the sense of a warm start. A prerequisite for this, however, is that the node
aggregation attribute contains numbers of existing main zones (see "Timetable-based assign-
ment: DRT in general page" on page 2232).

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 8.11 Assignment analysis PuT

In addition to reusing the converged skims, it is also possible to analyze these skims, as they are
saved in the form of main zone matrices. Beside the skims that define the impedance, the final
DRT demand (before and after discretization) is also saved.

8.11 Assignment analysis PuT

Assignment analysis is used for calculating the correlation (Goodness-of-Fit Report) between cal-
culated and observed attribute values of a selected network object type.
The calculated value is derived from the assignment or the network model.
The observed value may be count data or measured data.
Here are some examples:
Travel time comparisons between PrT and PuT
Travel time comparisons of different scenarios
Calculated and counted volumes (links, turns or main turns)
Calculated and measured speeds
Any numeric input and output attributes of the following network objects can be selected:
Links
Node
Turn
Main nodes
Main turns
Lines
Line routes
Screenlines
Time profiles
Paths
Prerequisite is, that the observed values must be >0 for the selected network object type.
You can select which objects you want to include in the assignment analysis. There are three pos-
sibilities:
All objects of the selected network object type
Only active objects
Only objects with observed value > 0
For the assignment analysis, as an option, you can consider user-defined tolerances for user-
defined value ranges of the calculated attribute.
The quality of the correlation can be determined and issued in two ways:
in groups (for each value of the classification attribute)
collectively for all included network objects
For the output, the data model of the network object types above has been supplemented with the
calculated attribute Assignment deviation (AssignDev) of type real. Alike all other Visum attrib-
utes, the attribute can be graphically displayed and issued in lists of the respective network object.

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8.11 Assignment analysis PuT

In addition, Visum calculates various indicators (per group or collectively) that can be issued in a
list or in a chart.

Note: An assignment result is no longer necessary in order to calculate the correlation coef-
ficient.

The Table 197 shows the calculation rules for the output attributes of the assignment analysis. In
the formulas, the following applies:

Z Observed value (counts or measures)

U Calculated value (assignment or network model)
N Number of objects with observed value > 0

AbsRMSE Absolute root of mean square deviation

Abs RMSE Significant differences between counted and modeled values have a
higher impact according to

Intercept Coefficient b in linear regression

Intercept Cf. Excel, linear regression (y = ax + b)

ShareAccGEH Percentage objects with acceptable GEH value (per network object)
Share with accept-
able GEH

ShareAccRelErr Percentage objects within tolerance

Share with accept-
able relative errors

NumObs Number of observations per class (objects with observed value > 0)
Number of obser-
vations

NumClass Total number (=observed + not observed) objects per class

Number in class

ClassVal Value of classification attribute (or blank if not classified)

Corr Correlation coefficient (cf. Excel function Pearson)

Notes

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 8.11 Assignment analysis PuT

The value range lies between -1 and 1, where the following applies:
-1 = observation opposed to modeling
0 = no correlation (at random)
+1 = very good correlation
The observed/modeled value ratio should be as close to 1 as possible.
If only 2 values > 0 are used, the correlation coefficient is -1 or 1.
From the value of the correlation coefficient, one cannot determine
whether all observed values are higher (or lower) than the calculated val-
ues or upward and downward deviations exist.

AvgAbsErr Mean absolute error

Mean deviation of absolute values (δa)
(Difference between observed and modeled value)

AvgObs
Mean observed value

AvgRelErr Mean relative error

Mean deviation of absolute values in % (δp) according to

R2 Coefficient of determination r2
Cf. Excel function RSQ

RelRMSE Relative root of mean square deviation

StdDev Standard deviation

Slope Coefficient a in linear regression

Cf. Excel, linear regression (y = ax + b)

Table 197: Calculation rules for the output attributes of assignment analysis

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 8.12 PuT passenger survey

8.12 PuT passenger survey

Passenger sample surveys - interviews and counts - are essential for public transport supply plan-
ning. Usually the passenger’s route within the PuT line network is not described completely by
interview data. This applies especially to passengers who have to transfer several times or those
who need to walk for transfers.
Survey personnel usually count the passengers boarding the surveyed line at the boarding stop
and ask for the following details of the trip.
Boarding stop of passenger trip where passenger enters the survey line, which means where
the passenger is interviewed by the survey personnel,
Alighting stop of passenger trip where passenger will leave the survey line,
Origin and destination of the passenger trip.
After reading passenger data from file, it has to be verified and completed, if necessary. Also the
time of departure from either the boarding stop or the origin terminal of the survey line have to be
recorded in a questionnaire.
The Visum add-on Passenger onboard survey contains the following basic functions.
Reading survey data
Loading data from file and conversion of data records into PuT paths (see User Manual: Chpt.
8.12.3, page 686).

Note: From each survey data record (which means per questionnaire or per ticket, respect-
ively), a passenger trip is generated and stored as PuT path.

Plausibilization of survey data

Verification and completion of the survey data records which contain the basic passenger trip
data (see "Plausibilization of survey data" on page 686).
Direct assignment
Assignment of the survey data records (calculating network volumes from path volumes),
optionally OD matrices and skim matrices can be generated (see "Assignment of survey data"
on page 691).

Note: Subsequently, indicator data on path level (by survey data record) is automatically
provided in the PuT paths list.

After direct assignment of the survey data, the full range of the Visum functionality for analysis
and display of results is available, e.g. flow bundle display (see "Interactive analyses" on
page 879) or PuT operating indicators (see "PuT operating indicators" on page 785).

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The PuT Survey Module example shows the use of
the Passenger onboard survey module. This module allows you to determine demand based
on survey data and e-ticketing systems.

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 8.12.1 Basic data of a passenger trip

8.12.1 Basic data of a passenger trip

Attribute Description
Survey line Name of the line used by the surveyed passenger
Preceding/Succeeding Path legs traveled by passenger which are before or after the survey
line
A path leg is the transfer-free part of a passenger trip on a line, from
boarding to alighting (number of path legs = number of transfers + 1)
Origin terminal First stop of a vehicle journey
Destination terminal Last stop of a vehicle journey
OrigStop Starting stop (origin) of a passenger trip: first boarding stop entering a
PuT line per PuT path
DestStop Destination stop of a passenger trip: last alighting stop leaving a PuT
line per PuT path
BoardStop Boarding stop of the survey line = stop at which the passenger enters
the survey line
AlightStop Alighting stop of the survey line: stop at which the passenger leaves
the survey line

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 8.12.2 Passenger onboard survey: Basic approach

Standard survey form

Illustration 175: Standard survey form

The replies obtained in a passenger survey are noted down in questionnaires. Such a ques-
tionnaire form usually consists of parts.
Features which identify the questionnaire are entered in the header, such as the interviewer's
number, vehicle class and service trip number.
In the main section, codes for the boarding and alighting stops of the survey line are entered,
plus information on any preceding or succeeding lines.
The Illustration 175 displays a schematic example for a survey. With this questionnaire, up to 5
path legs (2 preceding legs + survey line + 2 succeeding legs) can be recorded.

8.12.2 Passenger onboard survey: Basic approach

The general procedure for the PuT passenger onboard survey is as follows. The Illustration 176
illustrates this procedure schematically.
1. Visum first reads from a text file a set of survey records which closely resemble the information
in the PuT Path Legs list. For each surveyed trip, the following information is supplied:
Vehicle journey, boarding and alighting stop point for the surveyed leg of the trip
Origin and destination of the complete trip
Information on the legs taken between origin stop and surveyed boarding stop and
between surveyed alighting stop and destination stop (if present).
2. The second operation tries to complete each survey record by filling in plausible values for all
missing fields.
This is followed by plausibility checks of the survey data, for which the user can define for
substituting by plausible values (for example, for the lines or the departure times of the
services) if the specified values are not part of a valid connection.
A comprehensive log file tags each survey record with a status describing which sub-
stitutions were performed and how reliable the resulting information is.

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 8.12.2 Passenger onboard survey: Basic approach

A new version of the survey file is written which contains all the additional information that
could be determined automatically.
Users can review the survey records which are flagged as inconsistent and decide
whether to discard or to manually correct them.
The operation Plausibilization of survey records can then be repeated.
3. As step three, survey data that succeeded during plausibilization are directly assigned to the
Visum network.
Volumes of connections, all network object volumes and related indicators are set.
Furthermore a demand matrix can be created containing the surveyed trips.
PuT skim matrices of the connections can be created.
Any of the post-assignment analysis tools can then be applied to the assignment result
generated from survey data.

Illustration 176: Processing of PuT passenger surveys

Note: The same functionality can be applied to data extracted from e-ticketing applications if
the data contains at least check-in information per path leg, stop point, and departure time. In
this case, a path leg needs to be marked as surveyed path leg.

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 8.12.3 Reading survey data

8.12.3 Reading survey data

This method loads survey data records from text files (one file per PuT demand segment) into
Visum for future plausibilization. Since Visum stores survey data records as PuT paths, the data
can be accessed via listings as well as via COM interface or flow bundle analysis and other Visum
functionalities provided for PuT paths (see User Manual: Chpt. 23.3.2, page 2249).

8.12.4 Plausibilization of survey data

For plausibility purposes the correctness of the path stated by the passenger is verified for each
survey record. By comparing each survey record with the timetable information of the Visum net-
work model it is possible to identify and correct survey records which state an incorrect path. Incor-
rect lines or line routes or time profiles are replaced by correct lines or line routes or time profiles.
Furthermore, additional data is added to each data record, such as times of departure and of
arrival, travel time and trip distance, used lines and walk links.

Note: The boarding and alighting stops stated in the interview data records must exist in the
analyzed network. If this is not the case, the record in question is ignored. If one of these stops
is deleted after reading survey data from file, all paths from/to these stops will get lost.

Plausibilization: Basic approach

As a rule, the plausibilization includes the following steps.
1. Validity check of the survey path leg (Illustration 177)
2. Validity check of the pre-survey leg (Illustration 178)
3. Validity check of post-survey leg
For each of these steps, the validity check can be run several times, in order to check the survey
data successively with hard-to-meet criteria, which become easier and easier with each run.

Note: In single-row survey data records, the preceding section as well as the succeeding sec-
tion may consist of one or two path legs each (see User Manual: Chpt. 23.3.1.1, page 2244).
Inner path leg leading from PreStop to BoardStop and from AlightStop to SucStop respect-
ively.
Outer path leg leading from OrigStop to PreStop and from SucStop to DestStop, respect-
ively.
In multi-row survey data records, the previous section as well as the succeeding section may
consist of any number of path legs (see User Manual: Chpt. 23.3.1.2, page 2246).

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 8.12.4 Plausibilization of survey data

Validity check of the survey path leg

Illustration 177: Validity check of the survey path leg

* In case of multiple vehicle journeys, the one with the minimum sum of run time and wait time
is chosen.

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8.12.4 Plausibilization of survey data

Validity check of prec. section (Example with 1 or 2 prec. path legs)

Illustration 178: Validity check of the pre-survey leg

* In case of multiple vehicle journeys, the one with the minimum sum of run time and wait time
is chosen.

Validity check of succeeding section

The validity check of the succeeding path leg(s) is performed accordingly (Illustration 178).

688 © PTV Planung Transport Verkehr GmbH

 8.12.4 Plausibilization of survey data

Status IDs for the plausibilization quality

In a result file and also in lists (PuT paths and PuT path legs), a status ID (range 0...10) describes
the quality determined by validity check and plausibilization for each survey record:
for the surveyed path leg E in (Table 198)
for the preceding section V in (Table 199)
for the succeeding section N in (Table 200)
for the entire survey data record G in (Table 201)

Status indicators for the surveyed path leg (E)

0 Not yet checked
Plausible
Plausible: Cor- A vehicle journey could be found in the surveyed time profile (or surveyed line
responds to route or line, depends on preciseness of input data), which connects boarding
the spe- stop and alighting stop of the surveyed path leg and starts within the time tol-
cifications (1) erance interval defined for the time of departure from the boarding stop.
Plausible: A vehicle journey could be found in another time profile (or line route) of the sur-
Deviating line veyed line, which connects boarding stop and alighting stop of the surveyed
route or time path leg and starts within the time tolerance interval defined for the time of
profile (2) departure from the boarding stop.
Plausible : A vehicle journey could be found in a time profile (or line route) of another line,
Deviating line which connects boarding stop and alighting stop of the surveyed path leg and
(3) starts within the time tolerance interval defined for the time of departure from the
boarding stop.
Plausible : For the surveyed path leg, an indirect connection could be found by timetable-
One path leg based search (shortest path search) which departs from the boarding stop
requires an within the tolerance interval defined for the departure time from this stop and
additional includes at least one transfer (and walk links, if applicable).
transfer (5)
Not plausible
Unplausible : Implausible, because none of the line routes (which are valid due to current
No direct line parameter settings) connects boarding stop and alighting stop and connection
route found (7) search is not permitted either.
Unplausible : Implausible, because the time profiles of the line routes (which are valid due to
No departure current parameter settings) connecting boarding and alighting stop do not
at specified include a departure within the time tolerance interval defined for the time of
time (8) departure from the boarding stop and connection search is not permitted either.
Unplausible : Implausible, because no connection from boarding to alighting stop starting in
No connection the given time frame could be found during connection search calculation.
found (9)
Table 198: Status indicators for the surveyed path leg

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8.12.4 Plausibilization of survey data

Status indicators for the pre-survey leg (V)

Untreated (0= Does not exist
Plausible
Plausible: Cor- A vehicle journey could be found in the preceding time profile (or pre-
responds to the spe- ceding line route or line, depends on preciseness of input data), which
cifications (1) meets the condition defined for the permitted time span.
Plausible: Deviating A vehicle journey could be found in another time profile (or line route) of
line route or time pro- the preceding line, which meets the condition defined for the permitted
file (2) time span.
Plausible : Deviating A vehicle journey could be found in a time profile (or line route) of
line (3) another line, which meets the condition defined for the permitted time
span.
Plausible : Unplaus- A direct vehicle journey from OriginStop to BoardStop with a shorter jour-
ible pre-extension or ney time (Factor • Journey time of Direct connection + constant < Jour-
extension replaced by ney time of preceding section) compared to the plausible (multi-part)
direct connection (4) preceding section could be found and is used instead.
Plausible : One path Replacing at least one of the preceding path legs by an indirect con-
leg requires an addi- nection which was found by timetable-based connection search (incl.
tional transfer (5) transfer(s) and walk link(s), if applicable).
Plausible : Unplaus- Replacing the implausible (multi-part) preceding section from OriginStop
ible pre-extension or to BoardStop by a connection with an arrival time matching the depar-
extension replaced by ture time of the survey line from the BoardStop.
shortest path (6)
Not plausible
9 Implausible, because no path leg (or sequence of path legs) could be
found meeting the given validity check criteria.
Table 199: Status indicators for the pre-survey leg

Status indicators for the post-survey leg (N)

Untreated (0) Does not exist
Plausible
Plausible: Cor- A vehicle journey could be found in the succeeding time profile (or suc-
responds to the spe- ceeding line route or line, depends on preciseness of input data), which
cifications (1) meets the condition defined for the permitted time span.
Plausible: Deviating A vehicle journey could be found in another time profile (or line route) of
line route or time pro- the succeeding line, which meets the condition defined for the permitted
file (2) time span.
Plausible : Deviating A vehicle journey could be found in a time profile (or line route) of
line (3) another line, which meets the condition defined for the permitted time
span.

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 8.12.5 Assignment of survey data

Status indicators for the post-survey leg (N)

Plausible : Unplaus- A direct vehicle journey from AlightStop to DestStop with a shorter jour-
ible pre-extension or ney time (Factor • Journey time of Direct connection + constant < Jour-
extension replaced by ney time of succeeding section) compared to the plausible (multi-part)
direct connection (4) succeeding section could be found and is used instead.
Plausible : One path Replacing at least one of the succeeding path legs by an indirect con-
leg requires an addi- nection which was found by timetable-based connection search (incl.
tional transfer (5) transfer(s) and walk link(s), if applicable).
Plausible : Unplaus- Replacing the implausible (multi-part) succeeding section from
ible pre-extension or AlightStop to DestStop by a connection with a departure time matching
extension replaced by the arrival time of the survey line at the AlightStop.
shortest path (6)
Not plausible
Unplausible : No con- Implausible, because no path leg (or sequence of path legs) could be
nection found (9) found meeting the given validity check criteria.

Table 200: Status indicators for the succeeding section

Status indicators for the entire survey data record (G)

Untreated (0) Not processed
Plausible
Plausible: Corresponds All of the sections (preceding leg(s), succeeding leg(s) and/or survey
to the specifications (1) leg) are plausible.
Not plausible
Unplausible : No con- Implausible because of one (or more) implausible sections (preceding
nection found (9) leg(s), succeeding leg(s) and/or survey leg).
Unplausible: Required Unplausibe, as path legs are plausible, but walk links in between are
walk links missing (10) not. The same applies for missing transitions between stop areas.
Table 201: Status indicators for the entire survey data record

8.12.5 Assignment of survey data

Direct assignment means assignment of a demand segment’s plausible paths to the network (see
User Manual: Chpt. 23.3.4, page 2262).
Subsequently, any of the post-assignment analyses provided for public transport can be carried
out.
Volume display as bars along links (see "Tabular and graphical display" on page 903)
Flow bundle calculations (see "Flow bundles" on page 879)
Skim matrix calculation on the basis of directly assigned paths (if not already calculated at the
direct assignment) (see "PuT skims" on page 580)
Calculation of PuT operating indicators, for example for line costing and revenue calculation
(see "PuT operating indicators" on page 785)

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 8.13 Demand responsive transport

8.13 Demand responsive transport

In contrast to conventional public transport, demand responsive transport generally does not
require a timetable, a fixed sequence of stops or predefined stops. Demand responsive transport
includes ride sharing, student transport, taxi on call services and carpool services.

8.13.1 Ride sharing

Ride sharing (also called ride pooling) allows users to make individual trip requests. The trip
requests include a time, a place, as well as comfort-related conditions. The operator then weighs
the trip request against the optimization of his operating costs. In any case, it only provides the
transport requested.
Optimizing transport performance without a timetable based on lines is a dispatching or tour plan-
ning problem. In addition to the dynamic supply, it is atypical for a macroscopic model that is not
sufficient to model the demand down to zone and time-slice level. For a realistic representation of
the planning problem, modeling at node and time level is necessary.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find examples of use on this topic.
The Ride Sharing example shows the modeling of supply and demand of a unimodal ride shar-
ing system. In addition to explanations of the settings and results, it provides background
information for a better understanding of the required work steps. The Demand Ride Sharing
example describes the integration of a ride sharing mode into an existing demand model.

8.13.1.1 Ride sharing services

The operator provides a vehicle fleet to meet the demand for the services. The size of the fleet
and the capacity of each vehicle represent the potential used in planning. The operator also
defines comfort conditions in order to increase utilization of the vehicles. These may include an
additional (travel) time limit that individual passengers must accept, so that the operator can
accommodate several passengers.
An essential part of the services offered are the pickup and dropoff points (pickup/dropoff nodes).
The number of pickup and dropoff points is a subset of the modeled nodes. Passengers use them
to enter and exit the system. The subset of the trip request’s start and end nodes, namely the
actual origins and destinations, is usually larger. The paths resulting between start nodes and
pickup points / dropoff points and end nodes must be covered on foot. The route choice for these
footpaths is determined based on a shortest path search.
Holding areas are available in the network for the operation of the vehicles. These can be used as
the initial starting point of the vehicles at the beginning of the calculation period. However, these
locations also serve as waiting areas for vehicles to return to if they have not been assigned any
trip requests at their current location for a defined period of time. This relocation of the vehicles
avoids that vehicles remain unused at unprofitable locations in the network. Holding areas are
only taken into account when planning tours with the dispatcher.
If the fleet of the Ride Sharing Service consists of vehicles with battery electric drive, they can be
assigned a maximum range. The charging infrastructure is defined at nodes via a selected attrib-
ute. The maximum distance to a charging infrastructure is calculated from the network. This is
used as the threshold of the remaining range to guide the vehicle to the next charging point. There

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 8.13.1.2 Demand for ride sharing

the vehicle is fully charged and is not available to the dispatcher during this time. The duration of
the charging process is calculated from the remaining charge and the entered default duration.
The consumption of the vehicle is calculated over the distance traveled. Charging points are only
taken into account when planning tours with the dispatcher.

8.13.1.2 Demand for ride sharing

To come up with a realistic solution to a trip planning problem, you need to know the demand
down to node level and the times of demand. This data can be imported from external sources or
disaggregated from a zone demand matrix, using the Generate trip requests procedure.
The procedure uses a node-zone allocation, as well as a weight at the nodes that shows how the
demand is distributed across the nodes. The trip request generated contains the start and des-
tination nodes, as well as the pickup and dropoff nodes. The trip request defines the pickup and
arrival time window within which the passenger is to be transported.
The pickup and dropoff nodes are selected via a shortest path search performed in the network
opened for the PuT Walk-TSys. The pickup time window starts as soon as the pickup node is
reached. It ends once the maximum wait time has elapsed. The end of the arrival time window is
calculated as follows:
Maximum arrival time= earliest departure time + ideal travel time + min(max((detour factor-1)*ideal
travel time, always accepted detour time), maximum detour time)
The maximum wait time is not included in the latest arrival time. The maximum wait time is only
meant to limit the time a passenger has to wait for a vehicle to arrive. The stochastic dis-
aggregation of zone demand is performed using a seed random number. So when you use the
same network and the same random number, the same trip requests will be generated. Vary the
seed random number to obtain a temporally and spatially different distribution of the trip requests.
The trip requests generated always contain integer values. "Bucket rounding” is used to ensure
that in the first rank, the total demand is shown. In the second rank, the demand per origin zone
and in the third rank, the demand down to OD pair level is modeled.

8.13.1.3 Tour planning procedure

The Tour planning procedure links the demand, i.e. the generated trip requests, with the supply,
i.e. the vehicle fleet and the pickup and dropoff points.
Two methods are available to solve the planning problem:
Dispatcher
The dispatcher does not know the trip requests until the moment they arise and tries to serve
them with the existing vehicles. The selection of the vehicles depends on the spatial prox-
imity, the boundary conditions of the passengers already in the vehicles and the detours to be
expected.
The dispatcher is based on the routing-enabled network of the transport model, i.e. on the
opened links and turns of its PrT reference transport system.
The dispatcher takes into account trip requests reserved in advance, such as trip requests
with a pre-booking time of more than 30 min. Repeated optimization of the tour plans is neces-
sary for the optimal combination of short-term and long-term planned trip requests. This task
is performed by the tour planner. The allocation of trip requests to tours is thus always

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8.13.1.3 Tour planning procedure

adapted to the information known at the time. The more often the optimization is performed,
the better the result. Please note that many optimizations extend the run time of the pro-
cedure.
Tour planning
Not all trip requests are known prior to tour planning. This would lead to a too optimistic plan-
ning basis. Therefore, the tour planning issue is divided into time slices that allow you to
model the dynamics of incoming trip requests. The tour planner only uses the trip requests
known in the current time slice for scheduling vehicle utilization. The vehicle positions are
adopted from the current or previous time slice. A rescheduling of the travel requests for the
change of time slices occurs either on the basis of the starting point of the current transports
(optimistic) or on the basis of the arrivals (pessimistic).
Tour planning is based on skim matrices that have been calculated using the transport supply
of conventional PrT. Tours are optimized using trip distances and travel times. The procedure
uses traffic zones as a basis, but corrects the actual travel times and distances by comparing
their spatial locations and zone centroids.
Optimization aims at meeting as many trip requests as possible, within the temporal and spa-
tial restrictions defined, and using a minimum number of vehicles.

Tour planning results

The tour plan calculated is aggregated in various ways and adopted into the transport model.
The paths of the passengers are saved as PuT paths. Each path contains three path legs: one
arrival path, one departure path and the path leg calculated that was covered using the respons-
ive transport system. This path leg represents both the possible detour as well as the wait time for
dropping off or picking up other passengers. From the total of these paths, skims are derived, ana-
logous to conventional PuT.
For adjacent zones, the random distribution of trip requests at the node level can result in trip
requests receiving the same pickup as well as dropoff point. These special cases are then rep-
resented by a public transport path composed only of walk links. The passengers with this trip
request reach their destination this way. The tour planning of the fleet, however, remains unaf-
fected by such pure walk links.
Due to the stochastic disaggregation of the trip requests, skims should only be used after multiple
calculations of tour planning, taking into account various seed random numbers for trip request
generation.
In addition, the trips of each vehicle are saved to a specified path set. They are used as a basis for
estimating the operating expenses. PrT paths are created gradually by servicing pickup and
dropoff points. The paths between these nodes are determined via a shortest path search. The
resulting volume can be saved as a link attribute.
The individual pickup or dropoff points of a tour can be linked to a zone, just as for trip request gen-
eration via shortest path search. This allows you to create a PrT demand matrix that consists of
individual legs of the tour. The subsequent assignment of such a matrix to an existing network cre-
ates a more realistic picture of the network volume generated through demand responsive trans-
port.

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 9 Multimodal user model

9 Multimodal user model

Many applications look at private transport and public transport as separate entities, as both types
of transport are based on different principles in terms of their definition of supply and their pro-
cedures. For demand assignment in PrT, the demand segments are assigned to a mode of the
type PrT, which corresponds to a mode of transport (e.g. car). In PuT, the demand segments are
assigned to a mode of the type PuT, which corresponds to a transport system (e.g. train, bus,
tram).
Multimodal applications, however, consider paths, whereby an overall path consists of several
paths that can be used with different modes. An example would be a flight passenger traveling by
train to the airport, who after arriving at his destination airport, uses a rental car to continue his
journey. Similarly, there are path chains in freight transport, where several modes (e.g. truck, rail,
ship) are used. The fact that modes of different types can be used distinguishes multimodal applic-
ations from PuT applications, where path legs are covered by different modes, but are rep-
resented by PuT auxiliary or sharing systems.
The "multimodal” user model is closely linked to the mechanisms of PrT and PuT. The following
section, however, only describes the connections and procedures that support multimodal applic-
ations.

Topics
Multimodal assignment
Skims for path sequences
Calculation of demand from path sequences
P+R procedures and path sequences

9.1 Multimodal assignment

During multimodal assignment, demand is assigned to a network whose overall paths consist of
individual paths from an origin zone to a destination zone. Different modes (PrT, PuT) can be
used on these paths. Mode change happens within a zone, so that the individual paths of the over-
all path then represent origin-destination relations. For example, a people-based demand model
can be used to calculate a demand matrix for air traffic. Typically, supply does not exist between
all zones of a model, so that different modes are used on the path to the departure airport and on
the path from the arrival airport. Possible path sequences, i.e. the sequence of paths between
zones, are determined through the search of multimodal assignment, during which the demand is
distributed based on a logit model.
Multimodal assignment is closely linked to the impact models of PrT and PuT. Illustration 179 illus-
trates how they are connected.

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9.1 Multimodal assignment

Illustration 179: Connection between multimodal assignment and impact models of PrT and PuT
Skims are calculated based on the assignment of subordinate demand segments. These skims
form the basis for determining the impedance on paths that can be part of path sequences. Mul-
timodal assignment generates path sequences with volumes. The exact course of these paths in
the network can be calculated through assignment of the respective subordinate demand seg-
ments.
In the context of multimodal assignment, paths are often mentioned that are covered with different
modes. As shown in Illustration 179, it is actually the demand segments that are assigned to a
mode of the type PrT or PuT. For a demand segment assigned during multimodal assignment, the
allocation to a mode is merely a technical matter.
The prerequisites for demand assignment using multimodal assignment can be summarized as
follows:
Demand matrices for (superordinate) demand segments that are only technically allocated to
a mode must be available. The allocation to a subordinate demand segment (and mode) that
corresponds to the main mode is performed by selecting an obligatory (subordinate) demand
segment in the procedure dialog of multimodel assignment.
Demand matrices for the subordinate demand segments must exist. Under Demand data,
they must be assigned to the respective demand segments. These demand matrices must
not be formula matrices.
Skim matrices for subordinate demand segments must exist and contain calculated data.
Which skims are used for the impedance calculation of the multimodal assignment results
from the definition of the skims (see User Manual: Chpt. 21.2.2, page 2038) and the coef-
ficients for the individual components (see User Manual: Chpt. 24.1.1, page 2295).
The result of a multi-modal assignment can be described as follows:
Path sequences are created that may consist of multiple paths. These paths can be used by
different modes - represented by the subordinate demand segments assigned to a mode.
This means the path sequences created as a result of the assignment represent complete
trips from an origin to a destination, regardless of whether the modes used change.
The path sequences have a volume.

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 9.1.1 Steps of multimodal assignment

The (subordinate) demand segments used on the individual paths are known. The course of
these paths within the network is only known if the respective demand segment has been
assigned to the network. The paths of this demand segment are used according to their
shares in the assignment, whereas the OD relation may be included in multiple path
sequences.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Multimodal Assignment example describes a
use case of multimodal assignment.

9.1.1 Steps of multimodal assignment

Multimodal assignment is carried out using a simplified graph that is generated based on a mul-
timodal network. The search graph is described as G=(Z,E),E⊆ Z•Z•M, where Z is the total of all
districts and M is the quantity of the modes. e, E+, m(e) are the first, second and the following
mode of edge E, from the origin to the destination zone. It is assumed that skims are available for
the subordinate demand segments d and the assigned modes m. These are described using
and contain different skims, such as time, distance, and monetary costs.
The generalized costs for the overall path are defined via individual skim components of the over-
all path. These in turn are based on skims of the subordinate demand segments d that have been
assigned to the skim component. E.g. when a skim "Time" is defined for the multimodal overall
path, typically skims of time such as tCur for PrT or the travel time for PuT will be included. In addi-
tion, penalties for switching to a different mode within a zone can be taken into account.

For the graph, only edges E are considered where  is < ∞, i.e. where the path can run between
zones i and j, with mode m. Illustration 180 shows an example of a simplified graph. For reasons
of clarity, the edges between i and j are labeled with the number of possible modes.

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9.1.1 Steps of multimodal assignment

Illustration 180: Example of a graph for multimodal assignment

In addition, you will need to specify a mode for the assignment - in the following called main mode
- which must be used at least one on the overall path. Definition of the subordinate demand seg-
ment assigned to this main mode is mandatory. Definition of other modes or subordinate demand
segments assigned to modes is optional. Definitions for paths that lie before or after the path with
the mandatory demand segment are done separately. Illustration 181 shows an example of pos-
sible path sequences if demand segment A is mandatory, but for the paths before and after seg-
ment A, a different demand segment is optionally allowed.

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 9.1.1 Steps of multimodal assignment

Illustration 181: Possible path sequences with an optional DSeg only before and after paths with
DSeg A
These assumptions are illustrated in Illustration 182, in the graph with the main mode air. The
modes tram and car are optional modes before and after the path with the main mode. The res-
ulting path is highlighted in red in the Illustration 182.

Illustration 182: Possible path sequence for main mode (=obligatory DSeg air)
In general, this is expressed as follows: A path p=(e_1,…,e_n ) from i to j in G is allowed for the
main mode if the modes of path sequence are sufficient for the definition
of optional modes and their sequence.
For path p=(e_1,…,e_n ), the cost of search is defined via the following formula:

The costs c(e i ) consist of two components: the skims and penalties for changing the mode in
the origin or destination zone of the path with mode m. The latter are defined as user-defined
entries for attributes of the origin or destination zone.
The core of this procedure is a branch-and-bound path search per origin zone, during which
numerous path sequences are created. By applying other criteria, you can reduce the number of
path sequences.
During the search, for each path leg en, the program checks whether the dominance condition imp
< ImpA⋅ imp'+ImpB is fulfilled. ImpA and ImpB are parameters and imp' represents the minimum
impedance of the origin-destination relation. It is also checked whether the direct distance dd of
the optional modes lies below a threshold value with respect to the total path distance. This way,

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 9.2 Skims for path sequences

disproportionately short paths covered with the main mode are avoided, i.e. a path p=(e 1 ,…,e n )
from i to j in G is allowed if in addition to the dominance condition the following condition is met:

Θ is a parameter and is the main mode.

At the end of the search, the demand is distributed across the possible path sequences based on
a Logit model.

9.2 Skims for path sequences

Skims for path sequences cannot be calculated the same way as conventional skims for PrT or
PuT. This is because different assignments are used, whose skims do not automatically result in a
uniform skim for path sequences. Furthermore, additional components might play a role when the
mode is changed in a zone. This is why you need to define skims for path sequences, specifying
what they shall include (see User Manual: Chpt. 24.2, page 2297). Typically, skims of time, dis-
tance or monetary cost are also of interest for skims of path sequences. If, for instance, for a path
sequence the modes PrT, PuT-Intercity and PuT-Local are used, a skim of time is calculated for
the path sequence, e.g. based on the journey time in a loaded network (tCur) of the PrT demand
segment, plus the run time of the respective PuT demand segments for the following paths.
Skims for path sequences can be calculated with the procedure Calculate skim matrix from
path sequences. The value of a skim is calculated as the weighted average of the volume on all
path sequences of the respective relation and path sequence set.
Prerequisites for calculation:
Path sequences with volumes and an assignment of used demand segments for the paths
must be available.
Skims for path sequences have been defined in the General procedure settings. A matrix for-
mula has been defined for the subordinate demand segments used. This matrix formula may
contain one or multiple skims of the demand segment as well as zone attributes of the origin
or destination zone.
The skims used in the matrix formulas must be calculated for all subordinate demand seg-
ments used.
Unlike PrT and PuT skims, the skims for path sequences are user-defined. Matrix attributes are
added to the skim matrices according to the path sequence set, i.e. if available, together with the
demand segment code or demand stratum code and the code of the skim matrix for the path
sequence. Skims for individual paths sequences are displayed even if there are no corresponding
matrices available.

9.3 Calculation of demand from path sequences

Demand matrices for used demand segments can be calculated based on path sequences. To do
so, use the procedure Calculation of demand from path sequences (see User Manual: Chpt.

700 © PTV Planung Transport Verkehr GmbH

 9.4 P+R procedures and path sequences

24.3, page 2298). Prerequisites for this calculation are:

Path sequences with volumes and an assignment of used demand segments for the paths
must be available.
Demand matrices for subordinate demand segments must exist and they must be defined as
assignment matrices of the respective demand segments.
The demand matrices must be editable, as demand might be added.
The demand is calculated as follows:
For path sequences in a path sequence set, for each OD pair of consecutive path sequence
items, the volume of path sequence - divided by the occupancy rate of the demand segment used
- is added to the value of the matrix specified as assignment matrix for the demand segment used
(see User Manual: Chpt. 17.13.3, page 1183).

9.4 P+R procedures and path sequences

P+R is a special case of multimodel applications. Exactly two paths are covered: For the outward
journey, first PrT then PuT is used. The mode is changed in the zone that represents the P+R
parking lot. For the return journey, the modes are used in the reverse order.
The procedure P+R lot choice calculates the distribution of P+R demand across the existing
parking lots. The results of this calculation are saved in path sequences, separated by demand
stratum and and direction. The path sequences can be analyzed and displayed in the network.
The demand stratum of the corresponding path sequence sets is derived from the demand model.
In addition, during the procedure P+R lot choice, path legs can be assigned to demand seg-
ments that are required for calculating skims for path sequences.
The P+R utility matrices of the P+R lot choice include the utilization rate dependent utility of the
P+R parking lot. If you want to calculate skims or utilities for the return journey of a P+R path, but
do not wish to include the parking lot utilization rate, use the procedure Calculate skim matrix
from path sequences.
This approach is based on the assumption that the P+R lot choice is determined by the utility of
the outward journey. For the return journey, however, it is assumed that only the utility of the path
legs are important. The procedure Calculate skim matrix from path sequences allows you to
calculate skims without having to recalculate demand distribution across the P+R parking lots.
The procedure P+R leg split generates two demand matrices based on path sequences of a path
sequence set - one for the inbound and one for the outbound path leg. The calculation performed
is similar to the calculation in the procedure Calculate demand from path sequences. The dif-
ference is that you can explicitly specify the result matrices in the procedure and the occupancy
rate of the demand segment is not taken into account.

© PTV Planung Transport Verkehr GmbH 701

9.4 P+R procedures and path sequences

702 © PTV GROUP
 10 Operator model PuT

10 Operator model PuT

The PuT operator model in Visum comprises the PuT operating indicators and the PuT line block-
ing procedure.

Topics
Fields of application and scope of functions
Network objects in the Operator model
Typical work flow in the PuT operator model
Line blocking
PuT fare model
PuT operating indicators
Spatial PuT analysis
Headway offset optimization

10.1 Fields of application and scope of functions

The results of the procedures PuT operating indicators and Line blocking are saved in attributes,
which are overall designated as operating indicators. These can be divided into the following cat-
egories:
General indicators for bundling line data (for example the number of vehicle journeys per line
route) [Attribute: Number of service trips])
Indicators for the measurement of the operating performance (for example the service kilo-
meters to be run by an operator)
Indicators for the measurement of the transport performance (for example the passenger
hours for a vehicle journey)
Indicators for the calculation of the operating costs (for example the stop point costs per line).
The cost model permits modeling of vehicle type-based costs as well as infrastructure costs.
Indicators for the calculation of fare revenues (revenue calculation). Zone-based fares, dis-
tance-based fares as well as further fare structures can be modeled for fare calculation in
Visum.
Indicators of vehicle requirement and of line blocking
Typical application areas of the operator model are:
Assessment of economic efficiency of an existing PuT supply and derivation of areas with
potential for improvement
Analysis of the effects of supply changes on the economic result (cost coverage)
Comparison of costs for establishment and maintenance of PuT supply and fare revenues
Calculation of the cost coverage on different aggregation levels of the line hierarchy (for
example cost coverage per line, line route or vehicle journey)
Distribution of the fare revenues onto operators of a PuT supply
Distribution of the fare revenues onto local authorities (counties, municipalities)
Performance check down to the trip and vehicle level

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 10.1.1 Calculation of indicators on different aggregation levels

The second module of the operator model is line blocking. A line block contains all vehicle jour-
neys that are run successively by one vehicle combination (see User Manual: Chpt. 25.1,
page 2299) or by several similar vehicle combinations. The objective of line blocking is to assign
the total number of trips to vehicles, so that costs are reduced. Line blocking also provides indic-
ators, such as empty kilometers of a line block. In the following, these are called indicators of
vehicle requirement and line blocking. In most cases line blocking is carried out prior to the cal-
culation of PuT operating indicators in the procedure flow, because it provides input attributes for
cost analyses (determination of the number of vehicles, which has an effect on the vehicle costs in
the PuT operating indicators). The procedure PuT interlining matrix is provided in addition to the
line blocking procedure. It calculates transport system-specific skim matrices for interlining trips
between stop points of a transport system.

10.1.1 Calculation of indicators on different aggregation levels

Visum allows indicators to be calculated in different granularity. Passenger kilometers, costs, and
revenues, for example, can be calculated for vehicle journeys of specific line using low- floor
buses between 6 and 7 a.m. in the municipal territory. Or have the passenger kilometers cal-
culated for each operator in your model, to divide the fare revenues between the operators.
The indicators can be calculated as follows.
Differentiated according to territory, for example local authorities such as counties or districts
(see User Manual: Chpt. 25.3.1, page 2360)
spatially differentiated according to stop points (see User Manual: Chpt. 25.3.1, page 2360)
According to operating companies
Temporal distinction through freely adjustable time intervals within a day, or – if a calendar is
used – within a week or a year. This is possible independently of the procedure PuT oper-
ating indicators (see User Manual: Chpt. 21.2, page 2037).
Differentiated according to the objects of the line hierarchy. These include main lines, lines,
line routes, line route items, time profiles, time profile items, vehicle journeys and vehicle jour-
ney items
There are different levels of detail for assigning indicators to territories or stop points. To calculate
indicators on these levels of detail, apply the procedure PuT operating indicators (see User
Manual: Chpt. 25.3, page 2360). The results of the procedure can be found in the PuT detail lists
for territories or stop points. In detail, the indicators can be calculated object-wise on the following
levels (this concerns indicators from the PuT assignment as well as the procedures PuT operating
indicators and Line blocking):

Territory Stop point

Territory x Transport system Stop point x Transport system
Territory x Operator Stop point x Operator
Territory x Main line Stop point x Main line
Territory x Line Stop point x Line
Territory x Line route Stop point x Line route
Territory x Time profile Stop point x Time profile

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 10.2 Network objects in the Operator model

Territory x Vehicle journey Stop point x Vehicle journey

Territory x Transport system x Vehicle com-
bination
Territory x Operator x Vehicle combination
Territory x Main line x Vehicle combination
Territory x Line x Vehicle combination
Territory x Line route x Vehicle combination
Territory x Time profile x Vehicle combination
Territory x Vehicle journey x Vehicle com-
bination
Stop point x Transport system x Vehicle com-
bination
Stop point x Operator x Vehicle combination
Stop point x Main line x Vehicle combination
Stop point x Line x Vehicle combination
Stop point x Line route x Vehicle combination
Stop point x Time profile x Vehicle combination
Stop point x Vehicle journey x Vehicle com-
bination

A relation from stop points and stops to the stop point PuT details allows access via indirect attrib-
utes and aggregation to further levels.
Stop point x Transport system
Below you can see an example of such aggregation levels. If a Visum model has two territories
(west, east) and three transport systems (bus, tram, train), indicators are calculated for each com-
bination of territory and transport system on the level territory x transport system. The result is 2 x
3 = 6 elements.

Territory TSys ServiceKm PassengerKm

East Bus 2,776.88 17,219.58
East Train 1,611.57 21,094.72
East Tram 6,796.78 187,312.42
West Bus 538.57 9,671.80
West Train 323.14 5,803.08
West Tram 5,703.52 214,538.25
Table 202: Level Territory x Transport system

Note: Not every indicator is available for all aggregation levels. In the file Indic-
atorAvailability.xls under ...Program files\PTV Vision\PTV Visum 2022\Doc\Eng you will find
tables that show you the aggregation levels at which the indicators are available.

Note: If for some lines there is no allocation to main lines or if no operator has been allocated,
classes without names are created for the corresponding aggregation levels, which summarize
these services.

10.2 Network objects in the Operator model

In connection with the operator model, the following network objects are of particular importance:
operator, vehicle combination and vehicle unit. Relations among these network objects and their
relations to other network objects are illustrated by Illustration 183.

© PTV Planung Transport Verkehr GmbH 705

 10.3 Typical work flow in the PuT operator model

Illustration 183: Allocation of vehicles and operators in the line hierarchy

An operator can be allocated as the standard operator to a complete line. When creating a
new vehicle journey for this line later, the standard operator will be pre-set.
Apart from that, you can select an operator for particular vehicle journeys – for example in the
tabular timetable.
A vehicle combination can be allocated as the standard vehicle combination to a complete
line or an entire time profile. When creating a new vehicle journey later, the standard vehicle
combination will be pre-set.
Apart from that, you can select a vehicle combination for particular vehicle journey sections –
for example in the tabular timetable.
One or more units of a vehicle unit make up a vehicle combination. In this way the trains can
be more accurately modeled, because they can be made up of different coaches. The mak-
ing-up means creating or editing a vehicle combination.

10.3 Typical work flow in the PuT operator model

Typically, the following steps have to be carried out for analyses by means of the PuT operator
model. Depending on the indicators to be calculated, not all of the steps are always necessary.
1. Parameterization and calculation of PuT assignment procedures (see User Manual: Chpt.
23.2, page 2193).
2. Creating PuT vehicles (see User Manual: Chpt. 17.32, page 1390) and allocating vehicle jour-
neys (vehicle combinations, vehicle units).
3. Creating a fare model (ticket types, fare zones, fare points) (see User Manual: Chpt. 25.6,
page 2371).
4. Definition of a cost model (hourly costs, kilometer costs, vehicle costs, stop point costs, link
costs, operator costs) (see User Manual: Chpt. 25.2, page 2358)

706 © PTV Planung Transport Verkehr GmbH

 10.4 Line blocking

5. Parameterization and calculation of the PuT line blocking procedure (see User Manual: Chpt.
25.1, page 2299).
6. Definition of the reference frameworks for evaluations
Definition of territories (see User Manual: Chpt. 17.25.1, page 1323) and selection of the
aggregation level for evaluations by territory (see User Manual: Chpt. 25.3.2, page 2360).
Definition of analysis time intervals for evaluations by time slice (see User Manual: Chpt.
21.2, page 2037).
Definition of operators (see User Manual: Chpt. 17.31.1, page 1389) and allocation to
vehicle journeys.
Definition of the projection factor (see User Manual: Chpt. 17.46, page 1540).
7. Calculation of the Territory indicators procedure (see User Manual: Chpt. 21.4.3, page 2060).
8. Calculation of the PuT operating indicators procedure for the desired indicator classes (see
User Manual: Chpt. 25.3, page 2360).

10.4 Line blocking

Topics

Introduction to the line blocking procedure

Line blocking application example
Data model
Line blocking description without vehicle interchange
Line blocking description with vehicle interchange
Vehicle requirement and line blocking indicators
PuT interlining matrix procedure

10.4.1 Introduction to the line blocking procedure

Application areas
One of the main tasks of strategic PuT planning is to determine the number of vehicles, which are
required to run a predefined timetable. The accumulated costs are thus to be minimized. To solve
this task use the line blocking procedure in Visum.
Another task of strategic planning is, planning the vehicle use dependant on the capacity of the
individual vehicle combinations and the demand on vehicle journey level. To do so, the line block-
ing procedure with vehicle interchange can be used.
If Visum is applied within an overall context of a PuT operating line costing and revenue cal-
culation, the line blocking results can then provide a cost model module. With the vehicle demand,
line blocking provides an input parameter for determining the vehicle type dependent costs, more
precisely, the vehicle demand flows into the attribute Cost Vehicle. Furthermore, line blocking
also determines the required empty trips. The empty time thus flows into the attribute Cost Time,
the empty kilometers into the attribute Cost Distance. An overview on the PuT cost and revenue
model can be found in Illustration 211.

© PTV Planung Transport Verkehr GmbH 707

10.4.1 Introduction to the line blocking procedure

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The PuT eLine Blocking example shows the use of
line blocking for a given public transport supply considering battery electric vehicles.

Basic terms
The basis of the line blocking efforts is the timetable with the vehicle journeys, which are to be run
by the blocks (Visum creates the blocks on the level of vehicle journey sections). Blocks are cre-
ated by linking individual trips to trip chains, which can each be serviced by a vehicle combination.
In the simplest case, a vehicle journey is concatenated at its last stop with a subsequent service
which starts at the same stop. If such a linkage is not possible nor useful, an Empty Trip can
transfer the vehicle combination to another stop point. Only the empty trips with a real change of
location between two stop points count as interlining. If a vehicle changes from one stop point to
the depot, at the same stop point or vice versa, this is referred to as pull-in or pull-out. This dif-
ference is important when selecting the option Interlining permissible (see User Manual: Chpt.
25.1.3.2, page 2311). For pull-in or pull-out without change of location, neither empty trips nor
empty kilometers accumulate.
As displayed in the Illustration 184, the following times are included.
Interlining times
Time required for interlining trips between two vehicle journeys which end/start at different
stop points.
Layovers
Layover time at a stop until next vehicle journey departure time.
In Visum , those unproductive empty times without passenger transport can be calculated by
means of the line blocking calculation and will then be considered during cost calculation for lines.
The same applies to empty kilometers or empty miles.
Once line blocking has been calculated, the empty times and empty kilometers/miles of each line
block are known and can be displayed in the Line Blocks list.

Illustration 184: Example line block with pull-out trip, interlining trip and pull-in trip

708 © PTV Planung Transport Verkehr GmbH

 10.4.1 Introduction to the line blocking procedure

No. Action FromStop ToStop Dep Arr Line Time Length

1 Pull-Out Stop3 06:00 06:30 30 min 10 km
2 Vehicle jour- Stop3 Stop1 6:30 AM 7:15 AM BUS1-1> 45 min 30 km
ney
3 Interlining Stop1 Stop2 7:15 AM 7:30 AM 15 min 10 km
4 Layover Stop2 Stop2 7:30 AM 8:00 AM 30 min 0 km
5 Vehicle jour- Stop2 Stop1 8:00 AM 8:15 AM BUS1-2> 15 min 10 km
ney
6 Layover Stop1 Stop1 8:15 AM 8:30 AM 15 min 0 km
7 Vehicle jour- Stop1 Stop3 8:30 AM 9:15 AM BUS1-1> 45 min 30 km
ney
8 Layover Stop3 Stop3 9:15 AM 9:30 AM 15 min 0 km
9 Vehicle jour- Stop3 Stop1 9:30 AM 10:15 BUS1-1> 45 min 30 km
ney AM
10 Pull-In Stop1 10:15 10:45 30 min 10 km
AM AM

Table 203: Example line block with pull-out trip, interlining trip and pull-in trip

Optimization problem
For the optimization task of line blocking, there is always a conflict between the number of empty
trips (or more so the sum of empty kilometers covered on the empty trips) and the number of
vehicles to be used. By creating empty trips, the number of required vehicles can usually be
reduced, however, costs accumulate for the additional empty trips (Illustration 185 bottom). On
the other hand, empty trips can be saved when implementing more vehicles (Illustration 185 top).
Depending on how costs are assessed by the user regarding empty trips on the one hand and
additional vehicles on the other side, line blocking can return various optimum solutions. In addi-
tion to these two basic parameters, Visum offers more indicators which can be integrated into the
cost function. The detailed cost function which is minimized in this context can be found in the line
blocking procedure description (see "Construction of the graph" on page 742). The solution prin-
ciple of line blocking in Visum, which includes creating a graph and the solution as a flow problem,
is also described here.

© PTV Planung Transport Verkehr GmbH 709

10.4.1 Introduction to the line blocking procedure

Illustration 185: Conflict between empty trips and vehicle demand

Line blocking evaluation

The line blocking model and line blocking procedure allow you to analyze complex problems
regarding line blocks and the resulting number of vehicles required. In the following section, the
advantages of the line blocking procedure are evaluated.
The solution as a graph flow problem now makes it possible to include long-lasting down-
times of vehicle combinations – for example in depots - in the process. There is no maximum
dwell time, as a vehicle is permitted to stay in the depot or anywhere else for any desired
period. The dwell time can now be evaluated by a cost rate freely defined by the user and can
thus be included in the objective function of the optimization problem (see "Construction of
the graph" on page 742).
The estimate of the number of vehicles required to run the blocks is more precise.

710 © PTV Planung Transport Verkehr GmbH

 10.4.2 Line blocking application example

If closed blocks are created, the empty trips can be determined which are required to
return those vehicles shifted from one location to another, to their starting point. The non-
consideration of the time required to return the vehicles would lead to an underestimation
of the empty kilometers and empty times.
The duration of blocks is limited by the assignment period that can be one or several cal-
endar days. This allows the program to calculate the correct number of vehicles.
Minimum layover times have a major impact on possible transfers. As common in prac-
tice, you may use minimum layover times to interpret the restrictions during the assign-
ment period as soft. You can thus balance the effects of minimum layover time and
vehicle deployment.
Blocks can be reedited manually. For that purpose, you can also create user-defined block
item types. This is how you can manually include maintenance tasks or washing cars in block
planning, for example.
You can change various parameters per block version in order to easily compare several line
blocking scenarios.
At any time, a line block is consistent with its vehicle journey sections. Possible inconsistency
only applies to reduced pre and post preparation times or empty trips in the case of changes
to the network after line blocking.
Blocks are only subject to the demand of correctness when they are being used, they do not
necessarily have to be free of errors. This means: In many cases, you can edit the basic net-
work whereupon existing line blocks are not discarded. Only when evaluating them in other
procedures, line blocks have to be free of errors - for example as a basis for vehicle require-
ment, empty kilometers and empty trips computation for the calculation of vehicle-dependent
costs by means of the PuT operating indicators procedure (Illustration 211). Check line block
(see "Line block check" on page 738) thus helps finding and correcting potential errors.
Several additional issues may be considered during line blocking. This includes the intended
duration of the line blocks (number of blocking days), distribution of the layover times,
scheduling of repeated stationary events (maintenance) and the consideration of the dir-
ection of travel.

10.4.2 Line blocking application example

The example below illustrates the effects caused by different parameters and rules of thumb for
planning. The simple example network is used as a basis (see "Example for PuT operating indic-
ators" on page 786), into which additional bus lines were inserted. You can find the example files
Example_ LineBlocking_ Closed.ver and Example_ LineBlocking_ OpenClosed.ver in the Visum
installation.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The PuT Line Blocking example illustrates the use of
line blocking for a given public transport supply.

10.4.2.1 Closed blocks according to different criteria

The first example is based on a symmetrical timetable.

© PTV Planung Transport Verkehr GmbH 711

10.4.2.1 Closed blocks according to different criteria

Illustration 186: Line network of the example with three bus lines (red, blue and yellow)

Illustration 187: (Graphical) timetable of the example, color codes as above

Line blocking is performed three times. For each run, different criteria are set. In either case,
closed blocks are created. The results are stored in three block versions in parallel.
Line blocking by line
Only the trips of the same line are joined in a block. Vehicle demand is thus 5 vehicles.
Line comprehensive with expensive empty trips
All bus trips can be linked jointly in blocks, but empty trips are expensive compared to the
costs for an additional vehicle. 3 vehicles are required for this solution, whereby the solution
can do without empty trips.

712 © PTV Planung Transport Verkehr GmbH

 10.4.2.1 Closed blocks according to different criteria

Line comprehensive with inexpensive empty trips

For this solution, the vehicle requirement is only 2 vehicles, where 2 empty trips are however
necessary.

Block Block version code Number of block Mean operating Mean operating kilo-
no. days time meters
1 NoLineInterchange 1 1h 30min 55
2 NoLineInterchange 1 1h 30min 55
3 NoLineInterchange 2 21min 26
4 NoLineInterchange 1 56min 40
5 LineInterchange_ 2 1h 51min 81
Expensive
6 LineInterchange_ 1 56min 40
Expensive
7 LineInterchange_ 1 2h 32min 111
Cheap
8 LineInterchange_ 1 2h 32min 111
Cheap

Table 204: Block data of the three approaches

Below, the resulting blocks are illustrated graphically and in tabular form.

Line blocking by line

For this planning variant, the option "Same line" was selected for line blocking. Because there are
two trips running at the same time, lines BUS1 and BUS2 each require 2 vehicles, another one is
required for line BUS3.

© PTV Planung Transport Verkehr GmbH 713

10.4.2.1 Closed blocks according to different criteria

Illustration 188: Covering the timetable through pure line blocks

Bloc- Inde- Block- Block Line Vehicl- Start From End To

k no. x ing day item nam- e jour- time StopPointNa- time StopPointNa-
type e ney me me
no.
1 1 1 Lay- 0 00:00:- X-City 07:20:- X-City
over 00 00
1 2 1 Vehicl- BUS- 2 07:20:- X-City 08:05:- A-Village
e jour- 1 00 00
ney
1 3 1 Lay- 0 08:05:- A-Village 08:40:- A-Village
over 00 00
1 4 1 Vehicl- BUS- 3 08:40:- A-Village 09:25:- X-City
e jour- 1 00 00
ney
1 5 1 Lay- 0 09:25:- X-City 00:00:- X-City
over 00 00
2 1 1 Lay- 0 00:00:- A-Village 06:59:- A-Village
over 00 00
2 2 1 Vehicl- BUS- 1 7:10:00 A-Village 07:55:- X-City
e jour- 1 AM 00
ney

714 © PTV Planung Transport Verkehr GmbH

 10.4.2.1 Closed blocks according to different criteria

Bloc- Inde- Block- Block Line Vehicl- Start From End To

k no. x ing day item nam- e jour- time StopPointNa- time StopPointNa-
type e ney me me
no.
2 3 1 Lay- 0 07:55:- X-City 08:50:- X-City
over 00 00
2 4 1 Vehicl- BUS- 4 8.50 X-City 09:35:- A-Village
e jour- 1 00
ney
2 5 1 Lay- 0 9:35:00 A-Village 00:00:- A-Village
over AM 00
3 1 1 Lay- 0 00:00:- X-City 08:05:- X-City
over 00 00
3 2 1 Vehicl- BUS- 22 08:05:- X-City 08:26:- A-Village
e jour- 2 00 00
ney
3 3 1 Lay- 0 8:26:00 A-Village 00:00:- A-Village
over AM 00
3 4 2 Lay- 0 00:00:- A-Village 08:15:- A-Village
over 00 00
3 5 2 Vehicl- BUS- 21 08:15:- A-Village 08:36:- X-City
e jour- 2 00 00
ney
3 6 2 Lay- 0 08:36:- X-City 00:00:- X-City
over 00 00
4 1 1 Lay- 0 00:00:- A-Village 06:25:- A-Village
over 00 00
4 2 1 Vehicl- BUS- 31 06:25:- A-Village 06:53:- B-Village
e jour- 3 00 00
ney
4 3 1 Lay- 0 6:53:00 B-Village 10:00:- B-Village
over AM 00
4 4 1 Vehicl- BUS- 32 10.00 B-Village 10:28:- A-Village
e jour- 3 00
ney
4 5 1 Lay- 0 10:28:- A-Village 00:00:- A-Village
over 00 AM 00

Table 205: Block items of the line blocks in block version 1

Line blocking without empty trips

This planning option assumes, that empty trips are more expensive compared to the costs for
using another instance of the vehicle combination. This was achieved by increasing the factor for

© PTV Planung Transport Verkehr GmbH 715

10.4.2.1 Closed blocks according to different criteria

the cost shares (which result from empty time and empty km) in the evaluation function. In return,
the restriction to pure line blocks was dropped.
The line blocking procedure uses the possibility of switching from line to line to run a BUS2 ser-
vice between each two BUS1 services. This is how both lines can be covered by two vehicles sim-
ultaneously.

Illustration 189: Covering the timetable through blocks without empty trips

Bloc- Inde- Block- Block Line Vehicl- Start From End To

k no. x ing day item nam- e jour- time StopPointNa- time StopPointNa-
type e ney me me
no.
5 1 1 Lay- 0 00:00:- A-Village 06:25:- A-Village
over 00 00
5 2 1 Vehicl- BUS- 1 07:10:- A-Village 07:55:- X-City
e jour- 1 00 00
ney
5 3 1 Lay- 0 07:55:- X-City 08:05:- X-City
over 00 00
5 4 1 Vehicl- BUS- 22 08:05:- X-City 8:26:00 A-Village
e jour- 2 00 AM
ney
5 5 1 Lay- 0 08:26:- A-Village 08:40:- A-Village
over 00 00

716 © PTV Planung Transport Verkehr GmbH

 10.4.2.1 Closed blocks according to different criteria

Bloc- Inde- Block- Block Line Vehicl- Start From End To

k no. x ing day item nam- e jour- time StopPointNa- time StopPointNa-
type e ney me me
no.
5 6 1 Vehicl- BUS- 3 08:40:- A-Village 09:25:- X-City
e jour- 1 00 00
ney
5 7 1 Lay- 0 09:25:- X-City 00:00:- X-City
over 00 00
5 8 2 Lay- 0 00:00:- X-City 07:20:- X-City
over 00 00
5 9 2 Vehicl- BUS- 2 07:20:- X-City 08:05:- A-Village
e jour- 1 00 00
ney
5 10 2 Lay- 0 08:05:- A-Village 08:15:- A-Village
over 00 00
5 11 2 Vehicl- BUS- 21 08:15:- A-Village 08:36:- X-City
e jour- 2 00 00
ney
5 12 2 Lay- 0 08:36:- X-City 08:50:- X-City
over 00 00
5 13 2 Vehicl- BUS- 4 8.50 X-City 09:35:- A-Village
e jour- 1 00
ney
5 14 2 Lay- 0 09:35:- A-Village 00:00:- A-Village
over 00 00
6 1 1 Lay- 0 00:00:- A-Village 06:25:- A-Village
over 00 00
6 2 1 Vehicl- BUS- 31 6:25:00 A-Village 06:53:- B-Village
e jour- 3 AM 00
ney
6 3 1 Lay- 0 6:53:00 B-Village 10:00:- B-Village
over AM 00
6 4 1 Vehicl- BUS- 32 10.00 B-Village 10:28:- A-Village
e jour- 3 00
ney
6 5 1 Lay- 0 10:28:- A-Village 00:00:- A-Village
over 00 00

Table 206: Block items of the line blocks in block version 2

© PTV Planung Transport Verkehr GmbH 717

10.4.2.1 Closed blocks according to different criteria

Line blocking with empty trips

This planning approach permits line changes and also empty trips since they are attractive with
regard to cost evaluation. Accordingly, the services of line BUS3, which has a diverging end point,
can each be integrated in the line blocks resulting from the second variant by interlining (empty)
trips. The vehicle demand is thus reduced to only two vehicles. This matches the theoretical min-
imum, because there are (repeatedly) two vehicle journeys running at the same time.

Illustration 190: Covering the timetable through line comprehensive blocks with empty trips
Note: Empty trips in Illustration 190 run from B Village to X City following the first trip of the day,
and in reverse direction before starting the last trip of the day. They are not graphically dis-
played.

Bloc- Inde- Blockin- Block Line Vehicl- Start From End To

k no. x g day item nam- e jour- time StopPointNa- time StopPointNa-
type e ney me me
7 1 1 Lay- 0 00:00:- A-Village 06:25:- A-Village
over 00 00
7 2 1 Vehicl- BUS- 1 07:10:- A-Village 07:55:- X-City
e jour- 1 00 00
ney
7 3 1 Lay- 0 07:55:- X-City 08:05:- X-City
over 00 00
7 4 1 Vehicl- BUS- 22 08:05:- X-City 08:26:- A-Village
e jour- 2 00 00
ney

718 © PTV Planung Transport Verkehr GmbH

 10.4.2.1 Closed blocks according to different criteria

Bloc- Inde- Blockin- Block Line Vehicl- Start From End To

k no. x g day item nam- e jour- time StopPointNa- time StopPointNa-
type e ney me me
7 5 1 Lay- 0 08:26:- A-Village 08:40:- A-Village
over 00 00
7 6 1 Vehicl- BUS- 3 08:40:- A-Village 09:25:- X-City
e jour- 1 00 00
ney
7 7 1 Empty 0 09:25:- X-City 09:38:- B-Village
trip 00 00
7 8 1 Lay- 0 09:38:- B-Village 10:00:- B-Village
over 00 00
7 9 1 Vehicl- BUS- 32 10.00 B-Village 10:28:- A-Village
e jour- 3 00
ney
7 10 1 Lay- 0 10:28:- A-Village 00:00:- A-Village
over 00 00
8 1 1 Lay- 0 00:00:- A-Village 06:25:- A-Village
over 00 00
8 2 1 Vehicl- BUS- 31 06:25:- A-Village 06:53:- B-Village
e jour- 3 00 00
ney
8 3 1 Empty 0 06:53:- B-Village 07:06:- X-City
trip 00 00
8 4 1 Lay- 0 07:06:- X-City 07:20:- X-City
over 00 00
8 5 1 Vehicl- BUS- 2 07:20:- X-City 08:05:- A-Village
e jour- 1 00 00
ney
8 6 1 Lay- 0 08:05:- A-Village 08:15:- A-Village
over 00 00
8 7 1 Vehicl- BUS- 21 08:15:- A-Village 08:36:- X-City
e jour- 2 00 00
ney
8 8 1 Lay- 0 08:36:- X-City 08:50:- X-City
over 00 00
8 9 1 Vehicl- BUS- 4 8.50 X-City 09:35:- A-Village
e jour- 1 00
ney
8 10 1 Lay- 0 09:35:- A-Village 00:00:- A-Village
over 00 00

© PTV Planung Transport Verkehr GmbH 719

 10.4.2.2 Open and closed blocks

Table 207: Block items of the line blocks in block version 3

10.4.2.2 Open and closed blocks

Independent of the selected calendar type, open and closed blocks can be generated. Open
blocks start on the first day of the line blocking time period (or later) and end by the latest on the
last day. For closed blocks, the last day is again followed by the first day of the line blocking time
period, so that each end of a sequence of line block items is connected with a start. This ring clos-
ure is analog to timetable-based public transport assignment and is used to include the costs for
creating the initial situation into the model. The creation of closed blocks assures that the created
line block schedule "in perpetuo" can be traversed. The following example with an extremely
unsymmetrical timetable makes this clear.

Illustration 191: Unsymmetrical timetable with trips beyond 24 hours

If open blocks are created in this example, then one vehicle is sufficient, because the trip from A
Village to X City plus the empty trip in the opposing direction will require 66 minutes and the depar-
ture of this cycle in A village is every 2 hours. The vehicle can therefore reach the starting point
before the start of the next trip.
When creating closed blocks however, two vehicles are required. The reason for this lies in the
last trip, which is scheduled for 26:05 and thus still belongs to the previous day. Only one hour lies
between the departure of this vehicle journey and the subsequent first trip on next day, so that the
vehicle cannot return to the starting point in the meantime. When creating open blocks, this trans-
ition to the following day is not regarded, which may result in underestimating the vehicle demand.
Apart from the pure vehicle demand, the open block solution of course has one empty trip less. If
costs are evaluated for empty trips, this solution also simulates a less expensive situation. In each
case it has to be decided, whether the empty trip which is required to form the ring closure has to
be included in the model or not.

720 © PTV Planung Transport Verkehr GmbH

 10.4.2.2 Open and closed blocks

Note: Open blocks can be created if the model represents the planning situation for a certain
single day or period. If the line blocking time period however, represents a longer cycle which is
to be repeated (for example a default day), closed blocks should be created, to correctly
determine the costs for restoring the initial state in the model.

Block Block version Number of Block Mean oper- Mean operating

no. code block days closed ating time kilometers
1 OpenBlocks 1 0 12h 51min 616
2 Self-Con- 2 1 6h 36min 321
tainedBlocks
Table 208: Open block and closed block for the unsymmetrical example (Illustration 191)

Bloc- Inde- Block- Block Line Vehicl- Start From End To

k no. x ing day item nam- e jour- time StopPointNa- time StopPointNa-
type e ney me me
no.
1 1 1 Vehicl- BUS- 16 03:05:- A-Village 03:50:- X-City
e jour- 1 00 00
ney
1 2 1 Empty 0 3.50 X-City 04:11:- A-Village
trip 00
1 3 1 Lay- 0 04:11:- A-Village 05:05:- A-Village
over 00 00
1 4 1 Vehicl- BUS- 18 05:05:- A-Village 05:50:- X-City
e jour- 1 00 00
ney
1 5 1 Empty 0 5:50:00 X-City 06:11:- A-Village
trip AM 00
1 6 1 Lay- 0 06:11:- A-Village 07:05:- A-Village
over 00 00
... ... ... ... ... ... ... ... ... ...
1 31 1 Vehicl- BUS- 36 23:05:- A-Village 23:50:- X-City
e jour- 1 00 00
ney
1 32 1 Empty 0 23:50:- X-City 00:11:- A-Village
trip 00 00
1 33 1 Lay- 0 00:11:- A-Village 02:05:- A-Village
over 00 00
1 34 1 Vehicl- BUS- 37 02:05:- A-Village 02:50:- X-City
e jour- 1 00 00
ney

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 10.4.3 Data model

Bloc- Inde- Block- Block Line Vehicl- Start From End To

k no. x ing day item nam- e jour- time StopPointNa- time StopPointNa-
type e ney me me
no.
2 1 1 Lay- 00:11:- A-Village 02:05:- A-Village
over 00 00
2 2 1 Vehicl- BUS- 37 02:05:- A-Village 02:50:- X-City
e jour- 1 00 00
ney
2 3 1 Empty 0 02:50:- X-City 03:11:- A-Village
trip 00 00
2 4 1 Lay- 0 03:11:- A-Village 00:00:- A-Village
over 00 00
2 5 2 Lay- 0 00:00:- A-Village 03:05:- A-Village
over 00 00
2 6 2 Vehicl- BUS- 16 03:05:- A-Village 03:50:- X-City
e jour- 1 00 00
ney
2 7 2 Empty 0 3.50 X-City 04:11:- A-Village
trip 00
2 8 2 Lay- 0 04:11:- A-Village 05:05:- A-Village
over 00 00
2 9 2 Vehicl- BUS- 18 05:05:- A-Village 05:50:- X-City
e jour- 1 00 00
ney
2 10 2 Empty 0 05:50:- X-City 06:11:- A-Village
trip 00 00
2 11 2 Lay- 0 06:11:- A-Village 07:05:- A-Village
over 00 00
... ... ... ... ... ... ... ... ... ...
2 36 2 Vehicl- BUS- 36 23:05:- A-Village 23:50:- X-City
e jour- 1 00 00
ney
2 37 2 Empty 0 23:50:- X-City 00:11:- A-Village
trip 00 00

Table 209: Block items of both blocks in the example – Block items in the recurring rhythm were
omitted for a better overview. Block 1 is open, block 2 is closed.

10.4.3 Data model

This section describes the data for the following key points:

722 © PTV Planung Transport Verkehr GmbH

 10.4.3.1 Block version

Block version
Block
Block item and block item type
Attributes of the line blocking cost function
Downtimes at depots and stop points
Line block check
Coverage check

10.4.3.1 Block version

In Visum multiple line blocking results can be stored in parallel. These are stored in so-called
block versions. In this way, alternative plans with different parameter settings can be compared
easily to one another. For example, a block version where interlining is allowed and another one
where this is not allowed, can be maintained in the model. Procedures such as the calculation of
PuT operating indicators always refer to the current active block version.
Important parameters of the Line blocking procedure are attributes of a block version, so that the
parameter settings are still known afterwards, and especially the check line block can use them
for comparisons with the same parameters after changes. The block version attributes are
described in Table 210.

Attribute Description
Start day First day of the line blocking time period. The line blocking time period has to lie
index inside of the calendar period.
End day index Last day of the line blocking time period.
Valid from Date of the start day if a calendar is used.
Valid to Date of the end day if a calendar is used.
Interlining per- Specifies, whether the line blocking and check line block procedures should cre-
missible ate empty trips (see "Line block check" on page 738).
System Specifies, whether system routes should be used for generating empty trips.
routes usage
Only use act- Specifies, whether only active system routes or all system routes should be used
ive system to create empty trips.
routes
Regard pre- Specifies, whether pre- and post-preparation times should be considered for line
paration times blocking and check line block.
Short turn per- Specifies, whether short turns should be permitted for line blocking and check
mitted line block. This means that the layover time is allowed to differ from the pre- and
post-preparation times. The short turn properties are set in the attributes for the
maximum dwell time, the reduced pre-preparation time and the reduced post-
preparation time.
Attribute for Specifies the stop point attribute, where the values of the maximum dwell time is
maximum contained.
dwell time

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 10.4.3.2 Block

Attribute Description
Attribute for Specifies the vehicle journey section attribute, where the values of the reduced
pre short turn pre-preparation time is contained.
Attribute for Specifies the vehicle journey section attribute, where the values of the reduced
post short post-preparation time is contained.
turn
Link attribute Specifies the link attribute, which is used as a criterion for the shortest path
for shortest search for empty trips.
path
Total vehicle Number of required instances of vehicle combinations for all blocks of the block
demand version
Vehicle Number of required instances of a certain vehicle combination for all blocks of
demand (per the block version
vehicle com-
bination)
Required Number of required instances of the vehicle combination "no vehicle com-
vehicles for bination". If no vehicle combination is specified at the vehicle journey section,
standard this specification is evaluated as an own vehicle combination, whose required
vehicle com- vehicle is accounted for by this attribute.
bination
Vehicle unit Number of required instances of a certain vehicle unit for all blocks of the block
requirement version
(per vehicle
unit)
Required Set of user-defined block items ('activities') that must be scheduled in blocks of
user-defined this block version, depending on time and distance
block item
types

Table 210: Block version attributes

10.4.3.2 Block
A block means, constant application of N vehicles throughout the entire line blocking time period.
N is the number of block days. It does neither depend on the line blocking time period nor on the
length of the calendar. The attribute Number of block days reflects the vehicle demand which
arises for a block. In Illustration 192, a train travels from Hamburg to Vienna on block day 1. On
block day 2 the same train is not available again to travel the same route, but has to travel in the
opposite direction from Vienna to Hamburg first. It is therefore necessary to implement a second
train, thus the vehicle demand is two vehicles.

724 © PTV Planung Transport Verkehr GmbH

 10.4.3.2 Block

Illustration 192: Block days and vehicle demand

A block possesses the attributes described in Table 211.

Attribute Description
Block version Reference to the block version, which the block belongs to.
ID / code
Vehicle com- Vehicle combination which is used to run a block. A block can be run by only one
bination num- vehicle combination, but possibly by several instances of this type.
ber
Number of Specifies, how many (similar) vehicle combinations are being used sim-
block days ultaneously for this block, how high therefore the vehicle demand is for the block.
Closed blocks have arrived back at the starting position after this number of days.
Closed Specifies whether the block was created for a closed time axis, that is, whether
the first day follows after the last day of the line blocking period, in the same way
as the assignment.
Depot num- Refers to a stop point, which is used as a depot for this block.
ber
Empty trip Specifies which transport system should be used within check line block when
TSys code calculating the empty trip. The value is applied from the procedure parameters for
line blocking. It can also be inserted directly for manual planning.
Not checked Specifies, whether the block was checked (0) or not (1).
Has vehicle Specifies, whether an incorrect vehicle was used in the block (see "Line block
fault check" on page 738).
Has layover Specifies, whether values were below pre- or post-preparation times (see "Line
time fault block check" on page 738).
Has empty Specifies, whether a block day without line block items exists (see "Line block
day fault check" on page 738).
Has time Specifies, whether a time fault exists (see "Line block check" on page 738).
fault
Has location Specifies, whether a location fault exists (see "Line block check" on page 738).
fault

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10.4.3.2 Block

Attribute Description
Has limit fault Specifies, whether one of the thresholds for the length or the threshold for the dur-
ation of a user-defined block item was exceeded (see "Line block check" on
page 738).
Has forced Specifies, whether a valid forced chaining which was not adhered to, exists (see
chaining fault "Line block check" on page 738).
Has running Specifies, whether a running direction fault exists (see "Line block check" on
direction fault page 738).
Has vehicle Specifies, whether the block was created with or without vehicle exchange and if
exchange therefore, the vehicle combination has to be compared against the vehicle jour-
ney section attribute vehicle combination or the attribute vehicle combination
set.
Regard run- Specifies, whether the running direction is relevant for the check of this line block.
ning direction Otherwise, the line block check cannot detect a running direction fault. If the run-
ning direction is not relevant (buses, for example), this portion of the line block
check can be disabled via this option (see "Line block check" on page 738).
From stop Specifies at which stop point the block starts. For closed blocks, this complies
point number with the To stop point.
and name
To stop point Specifies at which stop point the block ends. For closed blocks, this complies with
number and the From stop point.
name
Start day Starting day index of the block referring to the line blocking time period of the
index block version. For closed blocks, the value is always 1.
Start time Start time of the block, therefore start time of the first block item. For closed
blocks this is usually midnight, unless a vehicle journey block item exceeds 24
hours on the last day.
End day End day index of the block referring to the line blocking time period of the block
index version. For closed blocks, the value is always equal to the number of days in the
line blocking time period.
End time End time of the block, therefore end time of the last block item. For closed blocks
this is usually 24:00:00, unless a vehicle journey block item exceeds 24 hours on
the last day.
Empty trip Cumulative time, which is accumulated by empty trips and user-defined block
time item types of the block.
Empty time Cumulative time, which is accumulated by layovers and layover times, as well as
by empty trips and user-defined block item types of the block.
Mean empty Empty time / (Number of block days • Number of line blocking time period days)
time
Mean empty Empty trip time / (Number of block days • Number of line blocking time period days)
trip time

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 10.4.3.2 Block

Attribute Description
Empty kilo- Cumulative distance, which is covered by empty trips and user-defined block
meters / item types of the block.
miles
Mean empty Empty kilometers / (Number of block days • Number of line blocking time period days)
kilometers /
miles
Out-of-depot Cumulative time, which is accumulated by block items of a block. Layovers are
time not taken into consideration.
Mean oper- Mean operating time per block day and calendar day (cumulative operating time
ating time divided by the number of block days and the number of days of the line blocking
time period).
Operating Summed up distances covered by all block items of a block.
kilometers /
miles
Mean oper- Operating kilometers / (Number of block days • Number of line blocking time period
ating kilo- days)
meters /
miles
Service time Sum of run times of the vehicle journeys of a block.
Mean service Service time / (Number of block days • Number of line blocking time period days)
time
Time outside Block time minus time in depot
depot
Mean time Time outside depot / (Number of block days • Number of line blocking time period
outside depot days)
Service kilo- Sum of the length of all vehicle journey block items of a block.
meters /
miles
Mean service Service kilometers / (Number of block days • Number of line blocking time period days)
kilometers /
miles
cycle time Total block time.
Number of days in the line blocking time period • Number of block days
Number of Number of lines, which are used by the block.
lines
Number of Number of line routes, which are used by the block.
line routes
Number of Number of time profiles, which are used by the block.
time profiles

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 10.4.3.3 Block item and block item type

Attribute Description
Number of Number of vehicle journey block times, which are run by the block.
service trips
Cost dis- Kilometer costs of the block, which result from the traversed service and empty
tance kilometers (Illustration 211).
Cost vehicle Vehicle costs, which result from the number of required vehicles and the fixed
costs for a vehicle unit (Illustration 211).
Cost vehicle Cost vehicle projected to the line blocking time period
referring to
the line block-
ing time
period
Cost Time Hourly costs, which result from the time required for vehicle journeys and empty
trips.
Cost time Hourly block costs which arise from the vehicle journeys and empty trips, as well
with layover as from downtimes within or outside of a depot accumulated time periods.
Leading Depot with the longest dwell time. For ambiguity, the depot with the smallest num-
depot num- ber.
ber

Table 211: Block attributes

10.4.3.3 Block item and block item type

Each block is made up of individual sections, which are called block items. Each block item has a
start and an end, and a start stop and an end stop. The Table 212 shows the attributes of a block
item and their meanings.

Attribute Description
Blocking day Specifies, to which blocking day the block item has been assigned.
Block item Number and name of the block item type of the block item. By default, the four
type number block item types vehicle journey, empty trip, layover time and depot are defined.
/ name
Line name Line that is used by this block item. The attribute only displays a value if the block
item is a vehicle journey.
Line route Line route that is used by this block item. The attribute only displays a value if the
name block item is a vehicle journey.
Direction Direction of the line route that is traversed by this block item. The attribute only dis-
code plays a value if the block item is a vehicle journey.
Time profile Time profile that is used by this block item. The attribute only displays a value if
name the block item is a vehicle journey.
Vehicle jour- Vehicle journey that is used by this block item. The attribute only displays a value
ney number if the block item is a vehicle journey.

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 10.4.3.3 Block item and block item type

Attribute Description
Vehicle jour- Vehicle journey section that is traversed by this block item. The attribute only dis-
ney section plays a value if the block item is a vehicle journey.
number
Relative start Index of the calendar day on which the block item starts, based on the line block-
day index ing period.
Absolute Index of the calendar day on which the block item starts, based on the calendar.
start day
index
Absolute Number of seconds from the start of the calendar to the start time of the block
start day item.
time
Start time Start of the block item
Relative end End day index of the block referring to the line blocking time interval of the block
day index version. For closed blocks, the value is always equal to the number of days in the
line blocking time interval.
End time End of the block item
From stop Stop point where the block item starts. Matches To-stop point if it is a block item
point number of type layover or layover time.
/ name
To stop point Stop point where the block item ends. Matches From-stop point if it is a block item
number / of type layover or layover time.
name
Duration Time period of the block item. For block items with a user-defined block item type
(for example maintenance) this duration can be edited manually.
Length Distance of the block item. For block items with a user-defined block item type
and block items of type empty trip, you can edit the length manually.
Is in depot Indicates a downtime (item of type layover) as taking place in depot. Has no effect
for other block items.
Length until Distance until a block item of the same type appears in this block again. Only
next occur- available for block items of a user-defined block item type.
rence
Time until Period until a block item of the same type appears in this block again. Only avail-
next occur- able for block items of a user-defined block item type.
rence
Departure Only the minute value of the attribute start time is displayed (for example, start
minute time: 07:20:00, departure minute: 20).
Arrival Only the minute value of the attribute end time is displayed (for example, end
minute time: 07:20:00, arrival minute: 20).

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10.4.3.3 Block item and block item type

Attribute Description
Chain num- Number of the chain. A chain represents a complete run through the block,
ber throughout the entire line blocking time interval. There are as many chains as
blocking days, and the N-th chain starts on the first day of the line blocking time
interval on blocking day N.
Starts in for- Specifies whether the activity starts in forward direction or in reverse direction.
ward dir- The attribute is set during the line block check if the running direction of the line
ection block is taken into account.
Is change of Specifies whether the activity which is described by this line block item includes a
running dir- change of the running direction. Is only regarded for user-defined line block items.
ection
State of State of charge (SOC) of the vehicle referring to a user-defined block item type
charge at that is reached at the end of the block item.
end of block
item
Remaining Remaining range of coverage at the end of the block item, based only on the time,
range con- i.e. without taking the charging and discharging functions at the line block type
cerning time into account.
Remaining Remaining range of coverage at the end of a block item, referring to the length
range con- only, i.e. without taking the charging and discharging functions at the line block
cerning type into account.
length
Charging Evaluation of the charging function on the block item. The state of charge regard-
function ing the user-defined block item type is increased by this value during the course
value of the block item.
Discharging Evaluation of the discharging function on the block item. The state of charge
function regarding the user-defined block item type is decreased by this value during the
value course of the block item.

Table 212: Block item attributes

Each block item is of a certain type (block item type). By default, there are the block item types
vehicle journey, empty trip, stand (layover/depot) and layover time in Visum. However, you can
also create user-defined block items types. These block item types are recurring activities that
you can optionally take into account in the block version. A prime example would be the charging
of battery electric vehicles, but also conventional refueling or maintenance activities can be
modeled this way (see "Description of the line blocking procedure with recurring activities" on
page 757). The spatial and temporal interval between these activities can be interpreted as a dis-
charging function. As in the default configuration, discharging can be set as a linear consumption
of time and distance of the range or can be made more complex by using the network model for
vehicle journey sections and their link attributes. The duration of the activity can be interpreted as
charging. The linear part of the charging function is defined by an initial slope. This slope can be
defined based on a default duration or it can be freely configured using attributes of the network
model, e.g. stop points. If the user-defined block items are activities that are only scheduled

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 10.4.3.4 Attributes of the line blocking cost function

sporadically, you can flag them as not mandatory in the block version and schedule them manu-
ally in your blocks. The Table 213 shows the attributes of block item types.

Attribute Description
Created by Specifies, whether the block item is user-defined.
the system
Default dur- Default value for the time period of block items of this type (default setting when
ation creating such a block item).
Default Default value for the length of block items of this type (default setting when cre-
length ating such a block item).
Time limit Maximum value for the duration between two block items of this type. If a value >0
is specified here, the time elapsed between the occurrence of two items of this
type may not exceed this threshold. If this is not the case, the line block check will
return a limit fault (see "Line block check" on page 738).
Length limit Maximum value for the distance being traversed by a block between two block
items of this type. If a value >0 is specified here, the distance traversed between
the occurrence of two items of this type may not exceed this threshold. If this is
not the case, the line block check will return a limit fault (see "Line block check" on
page 738).
Initial gradi- Slope at zero point of the charging function, as a formula based on data of the
ent of char- block item. The charging function indicates how the state of charge of the vehicle
ging function increases from the start of a block item to its end, depending on the data of this
block item.
Discharging The discharging function formula specifies how the state of charge of the vehicle
function decreases, depending on the data of the block item. The time period from the
start to the end of an activity (represented by a block item) is considered.

Table 213: Block item type attributes

10.4.3.4 Attributes of the line blocking cost function

To find the optimum line block, a cost function is minimized during line blocking (see "Line block-
ing description without vehicle interchange" on page 741). This cost function accounts for the
attributes found in Table 214.

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10.4.3.4 Attributes of the line blocking cost function

Attribute Object Description

Vehicle Activity in the block (= Total number of vehicles required for the block ver-
requirement vehicle journey, layover in sion.
depot, layover at stop point,
pre and post preparation
time, empty trip)
Cost Rate Vehicle combination Total cost which accumulates for all vehicle units of
Vehicle Unit the vehicle combination for each instance of the
Total vehicle combination. The cost rate referring to the
AP is projected to the duration of the line blocking
time interval.
Service time Activity Service time which accumulates during the activity.
Cost Rate Vehicle combination Costs which accumulate for a service hour of the
Service Hour vehicle combination.
Total
Service kilo- Activity Service kilometers which accumulate during the
meters activity.
Cost Rate Vehicle combination Costs which accumulate for a mileaged service kilo-
Service km / meter/mile of the vehicle combination.
mi Total
Empty time Activity Empty time which accumulates during the activity.
Cost Rate Vehicle combination Costs which accumulate for an empty hour of the
Empty Hour vehicle combination.
Total
Empty kilo- Activity Empty kilometers which accumulate during the
meters activity.
Cost Rate Vehicle combination Costs which accumulate for a mileaged empty kilo-
Empty km / meter of the vehicle combination.
mi Total
Number of Activity 1 = activity is an empty trip, otherwise = 0.
empty trips
Layover Activity Layover at stop points which are no depots for the
vehicle combination, accumulating during the activ-
ity.
Cost Rate Vehicle combination Costs which accumulate for a layover hour of the
Hour Lay- vehicle combination at a stop point, which is not a
over total depot for the vehicle combination.
Layover in Activity Layover in depots of the vehicle combination, which
Depot accumulates during the activity.

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 10.4.3.5 Downtimes at depots and stop points

Attribute Object Description

Cost Rate Vehicle combination Costs which accumulate for a layover hour of the
Depot Hour vehicle combination in a depot.
Total
Charge time Activity Charging time, including setup time at depots of the
vehicle combination, which accumulates during the
activity.
Cost rate Vehicle combination Costs that incur for one hour with the user-defined
Hour user- line block item of the vehicle combination
defined block
type

Table 214: Attributes of the line blocking cost function

10.4.3.5 Downtimes at depots and stop points

At stop points you can specify for each vehicle combination, whether the stop point should be
used as a depot by the vehicle combination. A capacity and a minimum downtime time can be spe-
cified for each vehicle combination. The capacity is restricted to the number of vehicle com-
binations, which are allowed to stop at the same time at the stop point (as a depot), as long as the
capacity > 0; for capacity = 0 the depot capacity is unlimited. Depots are therefore stop points with
downtime function. The downtime in the depot is evaluated with a cost rate that is different (usu-
ally lower) from the cost rate for the downtime at a stop point, though both downtimes belong to
the block item type layover. A difference is made between the same stop point in its role as a
depot and as a stop point.

Attribute Description
Is depot Specifies that the stop point is a depot. A stop point is a depot if either at
least one vehicle combination is permissible or the entry Default values is
permissible.
Is depot for stand- Specifies whether the entry Default values (No combination = Not vehicle
ard vehicle com- combination specific) is permissible.
bination
Minimum depot Minimum downtime per vehicle combination in the depot.
layover time
Minimum depot Minimum downtime in the depot for default vehicle combination (entry
layover time for Default values).
standard vehicle
combination
Depot capacity Capacity per permissible vehicle combination. This is the number of
vehicles per combination, which is allowed to simultaneously be at the
depot. For the value = 0 the capacity is not limited for the respective vehicle
combination.

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 10.4.3.6 Empty trips

Attribute Description
Depot capacity for Capacity for the vehicle combination no combination (entry Default val-
standard vehicle ues). For the value = 0 the capacity is not limited for the standard vehicle
combination combination.
Activity is allowed Vehicle combination set for which the stop point allows a recurring activity
for vehicle com-
bination set
Activity capacity Stop point capacity per activity. The maximum number of simultaneous exe-
cutions of an activity, indicated by instances of the vehicle combination is
indicated. The capacity of 0 for a permitted vehicle combination equals
unrestricted capacity.
Table 215: Depot attributes of stop points

Cost rate depot hour Cost rate for downtimes at depots

Cost rate layover hour Cost rate for downtimes at stop points, not at depots
Table 216: Cost rates for downtimes at depots and stop points based on vehicle unit (cost rates
as listed in Table 214)

Cost rate layover Cost rate for downtimes at stop points, not at depots
hour
Cost rate layover Sum of cost rates of the vehicle units for downtimes at stop points
hour units
Cost rate layover Total cost rate for downtimes at stop points (= cost rate per layover hour +
hour total cost rate per layover hour from vehicle units)
Cost rate depot Cost rate for stay at depots
hour
Cost rate depot Sum of cost rates of the vehicle units for downtimes at depots
hour units
Cost rate depot Total cost rate for downtimes at depots (= cost rate per depot hour + cost
hour total rate per depot hour from vehicle units)

Table 217: Cost rates for downtimes at depots and stop points based on vehicle combination
(cost rates as listed in Table 214)

10.4.3.6 Empty trips

Empty trips are used for interlining a vehicle if the end stop point of the vehicle journey section to
be carried out does not correspond with the start stop point of the vehicle journey section following
in the block. The generation of empty trips is carried out according to the same principles, in the
check line block and in both procedures of line blocking, and has direct effect on the data model.
The generation of empty trips via the attribute Create empty trips can basically be deactivated at
the block version. Line blockings for this block version, as well as the check line block for line
blocks in this block version, can therefore not calculate empty trips. If end and start stop point of

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 10.4.3.7 Regard running direction

consecutive block items do not correspond with each other, this is characterized as a location
break.
If the generation of empty trips is generally allowed, Visum tries calculating an empty trip to
change of location. This is always done relating to the empty trip transport system of the block.
For a line block check, it is the specified empty trip transport system (input attribute). No blocks
exist a priori for line blocking. Dependent on the parameter settings for each configuration (see
"Partitioning" on page 741) of a block which could occur, an empty trip transport system is pre-
defined and saved to the actual generated blocks. This ensures, that with a later check the same
empty trip transport system is used.
With the block version attribute Use system routes it can be specified further, how the empty trip
calculation should be carried out:
Do not use system routes
Empty trips are generated through shortest path search for the empty trip transport system in
the network. The shortest paths in terms of distance or run time (t_PuTSys) are calculated, for
example.
Use system routes
If there is a system route for the empty trip transport system, from the origin to the destination
point, the lengths and run time are applied as values for the empty trip. If there are specific run
times for vehicle combinations, these have priority. The empty trip block item being generated
has a relation to the system route used. System routes are not used transitive. If there is no
suitable system route, a shortest path search is carried out in the network.
Use system routes exclusively
The possible empty trips are solely described through system routes, a shortest path search
is not carried out. If there is no suitable system route for an OD pair, interlining is not possible.
Create system routes if required
Actually, the computation rules for the 'Use system routes' option apply. If no matching sys-
tem route can be found for an empty trip, the successful shortest path search will create a
new system route for this pair of stop points. The empty trip will use this information. The res-
ulting 'empty trip' block item has a relation to the generated system route.
With the selection of the suitable option, the generated empty trips can be controlled in detail.

10.4.3.7 Regard running direction

In many cases, the running direction of a vehicle carrying out a vehicle journey does not have to
be regarded separately. This is the case if all vehicle journeys are carried out in the 'ahead' mode
(one-way vehicle, especially all buses and some trams) or if the running direction is irrelevant (rail-
car operation in rapid transit). Anyhow, in some cases it is requested, that the running direction of
the vehicle combination is always the same, for example, because the station wagon of a train is
expected to stop at a fixed position at the platform or because the vehicle dynamics of push-pull
trains depends on the running direction.
Thus it is optionally possible to take the running direction into account for line block checks and
manual line blocking Visum. For this purpose, for each turn in the network it has to be specified if

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10.4.3.7 Regard running direction

this turn means a change of the running direction. Useful data can be provided by turn standards
(see "Nodes and turns" on page 95) based of turn types.
Thus, each movement in the network inherits information on running direction changes. Along a
line route which means in the course of a vehicle journey a running direction change occurs espe-
cially where a turn with the property Is change of running direction is traversed. If a line block
takes the running direction into account (attribute Regard running direction), these changes of
the running direction will be visualized in the line block display.

Illustration 193: Display of a change of the running direction in the course of vehicle journey block
items. The line route makes a U-turn in the station "TFS"
Accordingly, the empty trip block items obtain information from the network whether running dir-
ection changes occur in their course. If the empty trip is based on a system route, the running dir-
ection changes are located in the same manner as for vehicle journeys and will similarly be
visualized in the line block display. If there is no system route, then the route search determines
whether an even or an odd number of direction changes appears; only this is relevant to line block-
ing. Thus, empty trip block items with an odd number of running direction changes are centre-sub-
divided in the view.
For user-defined block items the information whether running direction changes are included is
explicitly stored with the attribute Is change of running direction . Hence, also a rotary journey
(U-turn or triangle-shaped) can explicitly be modeled as user-defined block item.
If the running direction has to be regarded for a line block, the line block check will verify the item
end - item start changeovers in the sequence of line block items and define the running direction
at the beginning of the activity for each block item. A direction fault is recorded if a vehicle journey
section is run in either direction by this line block on different calendar days. For a closed line
block, a direction fault is additionally recorded if the running direction changes after the closed line
block has been completed.

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 10.4.3.8 Forced chainings

The line blocking procedure cannot directly evaluate the change of running direction information.
Thus it cannot intentionally generate line blocks without direction faults. In the line blocking pro-
cedure, the parameter Regard running direction works as follows:
Regard running direction: Subsequently to the line blocking procedure, the line blocks are
checked for direction faults. If applicable, the appropriate fault status is set.
Do not regard running direction: For the line blocks, the attribute Regard running direction
is set to 'false'.
Attribute Description
Is change If attribute default values from the turn standard are allocated to a turn, the original
of running turn attribute values will be replaced by the allocated default values for the selected
direction attributes. This makes the default value allocation easier. To all turns of the U-turn
type, for example, the property Is change of running direction can be allocated.
Table 218: Turn standard attributes with reference to running directions

Attribute Description
Is change The value of this attribute indicates, whether traversing this turn means a change of
of running the running direction. This applies to line routes and system routes as well as to the
direction change of direction determination for empty trips during the line block check. Fur-
thermore, this attribute is evaluated for the item end - item start changeovers in the
sequence of line block items within a line block.
Table 219: Turn attributes with reference to running directions

Attribute Description
Is change of This is true if the line route item is located at a node, where the line route
running dir- course uses a turn with the property Is change of running direction.
ection
Table 220: Line route attributes with reference to running directions

10.4.3.8 Forced chainings

For line blocking it is determined from the start, which incoming trip has to be connected to which
outgoing trip. Especially in rail services, such pre-connections are often produced due to the short
time between the connected trips. The reason being, that changing the vehicle pool between
arrival and departure is not possible. Desired through-connections between trips are a source for
such forced connections.
A forced chaining is a relation of a vehicle journey section to a follow-up vehicle journey section on
a calendar day (see "Chained up vehicle journey sections" on page 127). It is defined as a variant
of a chained up vehicle journey section and ensures that this transition is kept in the results of line
blocking. Line blocking therefore has to treat the thus connected vehicle journey sections (these
can be transitive whole chains) like a sole performance. Forced chainings can be different for
each calendar day. They therefore connect occurrences of vehicle journey sections.

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 10.4.3.9 Line block check

By definition a maximum of 24h to 1s. is allowed to lie between the arrival of the vehicle journey
section and the departure of the successor. The calendar of the successor is therefore clearly
determined by the arrival time, consequently by the calendar day of the origin vehicle journey sec-
tion. Forced chaining is valid if the origin vehicle journey section operates at all on the calendar
day of the forced chaining if, in the described time interval, an occurrence of the destination
vehicle journey section starts after the occurrence of the origin vehicle journey section and if, in
addition, the vehicle combinations of the origin vehicle journey section and the destination vehicle
journey section coincide (block does not have vehicle interchange) or the respective vehicle com-
bination sets have a non-empty intersection (block has vehicle interchange).
Forced chainings are optionally considered in line blocking. In this case, as long as none of the fol-
lowing conditions applies, the generated blocks meet the predefined valid forced chainings:
The same destination vehicle journey section was defined as a destination for the same cal-
endar day in different forced chainings. The forced chaining first found is then taken, i.e. the
one with the smaller key at the origin vehicle journey section.
The end stop point of the origin vehicle journey section does not coincide with the start stop
point of the destination vehicle journey section, and the time between is not enough for an
empty trip or empty trips are not allowed to be generated. The block then has a forced chain-
ing fault.
The first case can be determined through a network checking function.
If valid forced chaining applies, demands are neither made for line blocking nor for the check line
block, to comply with (potentially reduced) pre- and postpreparation times. Entering a forced
chaining has priority before a possible contradicting minimum layover time. The required time for
an empty trip has to be met. Downtimes at depots are not allowed between forced chainings con-
nected by vehicle journey block items.

10.4.3.9 Line block check

In the previous Visum version of line blocking, the blocks always had to be correct, which means
that they were not allowed to have time or location breaks. The result was, that the blocks were
deleted when making important changes in the network (for example at vehicle journeys). This
cannot be tolerated, especially when blocks were edited manually and therefore cannot simply be
restored by carrying out line blocking again. In the block data model now available in Visum, the
consistency of line blocks with the network is assured and in return the constant correctness of
the block itself is no longer required. Instead, you have the possibility of performing a check line
block to calculate the status which codes the information on consistency (called error flags below)
for each block. These error flags provide you with information on whether the blocks are error free
and if not, in which respect there are inconsistencies. All together there are eight error flags.
The state model in Illustration 194 shows the possible state transitions of a block and how the
eight error flags are set.

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 10.4.3.9 Line block check

Illustration 194: State model for line blocks

The blocks react if the network database changes. Changes to the block version, the block items
and the vehicle journey sections are taken into consideration. Moreover, blocks react to changes
made to the basic network settings, in particular to calendar settings.
Location fault
Two successive trips in a block do not match, because the successive trip does not start at
the same stop point, where the preceding trip ends.
Time fault
Two successive trips in a block overlap with regard to time. This means, that the preceding
trip arrives later than the successive trip departs.
Layover time fault
Two successive trips overlap each other in time only if for arriving trips the post-preparation
time and for departing trips the pre-preparation time is included in a block. This means, that
the planned layover time is not sufficient. In practice such an error can be ignored sometimes,
but has to be checked manually. If both trips are connected by forced chaining, adherence to
the pre- and post preparation time is not checked for this transfer, because the forced chain-
ing has priority.
Vehicle fault
The block includes vehicle journey sections to which a vehicle combination was allocated
which does not match the block. This error can occur if, for example, line blocking has cal-
culated a block for a standard bus and later on the user manually assigns a low-floor bus to
one of the trip sections. The attribute Has vehicle interchange is used for the evaluation of
this error. This decides whether the comparison regards either vehicle journey section attrib-
ute vehicle combination or vehicle combination set.

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10.4.3.9 Line block check

Blocking day error (EmptyDayFault)

If there is an empty blocking day, this error is set. This means, that there is a blocking day
without a block item on any calendar day (except for layover items). In this case, an extra
vehicle has unnecessarily been planned.
Limit fault
This error only occurs when user-defined block items are used. An error flag is shown if the
defined minimum state of charge is not reached within a block or when the defined time or
length limit values are exceeded.
Forced chaining fault
In the block there is a vehicle journey section, which is the starting point of a valid forced
chaining, which however is not realized in the block. The vehicle journey section successor is
therefore not the destination vehicle journey section of the forced relation.
Direction fault
The line block includes a vehicle journey section which is serviced in the opposite direction on
a different day, or the vehicle's direction of travel changes after a closed line block has been
completed. This error is only checked if the line block attribute Regard running direction is
true at the line block.
A block that contains the flag unchecked or time fault or location fault is not allowed to be
regarded by subsequent evaluations (for example in the PuT operating indicators procedure). The
other six flags however, do not restrict usability. This is necessary to be able to transfer plans from
other systems and use them for line performance and line costing calculations in the procedure
PuT operational indicators (see "PuT interlining matrix procedure" on page 760), which often con-
tains such errors (partially deliberately).

Common and forced line block check

Between the network basis and blocks, two types of inconsistencies can occur through sub-
sequent changes, which are not found in common checks of line blocks. To check consistency in
all respects, you can carry out the so-called forced check (see User Manual: Chpt. 25.1.1.5,
page 2305). These are the two inconsistencies in detail:
When using reduced layover times, it could occur that no error flag is displayed, although the
block contains a layover time error (LayoverTimeFault). This is the case if the value of one of
the three attributes describing the reduced layover time was subsequently edited or the selec-
tion of one of these attributes changed. These user-definable attributes of stop points and
vehicle journey sections are: reduced pre-preparation time, reduced post-preparation time
and maximum dwell time. The reason for this is that these three attributes can be specified
dynamically by the user (in particular, also indirect or user-defined attributes can be used).
Due to calculation times, it is not efficiently possible to react to changes in these attributes
and to automatically set the error flag. That is why you have to carry out the forced version of
the check line block, to make sure that all layover time undershoots (layover time fault) are
determined in the checked blocks if subsequent changes have been made. If no reduced lay-
over times are used (block version property), this problem can not occur.

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 10.4.3.10 Coverage check

Subsequent changes to the network do not cause automatic adjustments of potentially con-
cerned empty trips (for example when changing PuT run times of links or when blocking links
for a PuT transport system). Location and time faults can thus remain undiscovered. Also in
this case, it is - for calculation time reasons - not possible, that line blocks react to network
changes. This is why only a forced check can assure that the blocks do not contain such
errors if the network used by empty trips has been changed subsequently.

10.4.3.10 Coverage check

A block version can be checked for whether it covers all vehicle journey sections in a given time
frame (from day - to day, i.e. generally within the analysis period) (see User Manual: Chpt.
25.1.1.4, page 2304). If there is a vehicle journey section which is - for a calendar day - not bound
by a vehicle journey in the block of the block version to be checked, the check has failed.

10.4.4 Line blocking description without vehicle interchange

The objective of the line blocking is to determine the number of required vehicles for a given
timetable and simultaneously minimize the resulting costs. This section describes line blocking
without vehicle interchange. Alternatively, you can calculate line blocking with vehicle interchange
(see "Line blocking description with vehicle interchange" on page 751).
The solution algorithm for the line blocking procedure is based on the formulation of a graph flow
problem. The procedure includes the following steps.
1. Decomposition of the problem into independent subproblems (partitioning)
2. For each subproblem, construction of a graph, where line blocking is represented as a one
good flow problem (graph construction)
3. Determination of the minimum cost flow in the graph (solution of the flow problem)
4. Decomposition of the flow in the graph into chains and aggregation to blocks (decomposition)

10.4.4.1 Partitioning
Line blocking regards the vehicle journey sections of the model for planning, the generated blocks
thus successively traverse vehicle journey sections. For planning, either all or all active vehicle
journey sections, or - orthogonally thereto - either all sections or only those not yet being bound in
the target block version can be regarded (see User Manual: Chpt. 25.1.3.2, page 2311). Prior to
the graph construction, the problem is broken down into subproblems, so-called partitions, which
are to be solved separately. A partition consists of all vehicle journey sections to which the same
vehicle combination has been assigned. The decomposition into these subproblems is possible,
because a block is always run by exactly one vehicle combination and there is therefore no
vehicle change within the block. Also the vehicle journey sections which do not have a vehicle
combination, together form a partition. For each partition, all further procedure steps are carried
out separately. Thus, a separate graph is constructed and solved for each partition and each res-
ult will be decomposed into blocks.
As an option, line blocking can be partitioned further according to operator, transport system, and
line (see User Manual: Chpt. 25.1.3.2, page 2311). If for example the same operator is required
for the next vehicle journey, operators are partitioned additionally. In this case each partial prob-
lem and thus each resulting block only contains vehicle journey sections of a vehicle combination

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 10.4.4.2 Construction of the graph

and of an operator. Operator changes can therefore not be made within a block. Within the pro-
cedure, a separate graph is set up for each combination of vehicle combination and operator, and
the other procedural steps are carried out for each of these graphs. The Illustration 195 shows an
example of partitioning. These are vehicle journey sections run by three vehicle combinations:
articulated bus, standard bus, and tram. The articulated bus vehicle journey sections are run by
operator 1 and 2, whereas the tram vehicle journey sections are run by operator 1 only. If line
blocking is additionally partitioned according to operators, five graphs will be built, for which the
flow problem has to be solved separately and the decomposition into blocks needs to be carried
out separately.

Illustration 195: Example for partitioning according to vehicle combination and operator
Note: Capacity restrictions in depots can only be considered if the graph is not partitioned fur-
ther than by vehicle combination, i.e., if none of the options Same operator for next vehicle jour-
ney, Same transport system for next vehicle journey or Same line for next vehicle journey have
been selected. The reason for this being, that the capacities in depots are each defined per
vehicle combination. If a more detailed partitioning is carried out for example according to oper-
ators, the procedure does not have the possibility of distributing the capacity, even further to
the level Vehicle combination x Operator.

10.4.4.2 Construction of the graph

These are the basic steps for constructing the graph:
1. For each departure and arrival of a vehicle journey section (or a sequence of vehicle journey
sections connected by forced chainings) insert a node and connect both nodes with an edge.
Below, these nodes are called 'real events'. Departure and arrival in each case is the time
including possible pre- and post-preparation times if these are taken into consideration (see
User Manual: Chpt. 25.1.3.2, page 2311).

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 10.4.4.2 Construction of the graph

Illustration 196: Inserting the nodes and edges for vehicle journey sections
2. For each permissible depot for the vehicle combination as well as for each stop point, which is
the start of a vehicle journey section of the current partition (empty trips between stop points),
enter an arrival event for the time of arrival and an edge for the empty trip from the departure
event of the trip to the arrival event at the stop point or depot (so-called unreal or "fake" arrival
events are thus created). Depots are thus special stop points. In the graph, the events at stop
points and in depots are distinguished – which means, that in the graph there is one node for
the stop point and another one for the depot, although the depot is represented by the same
stop point in the network.

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10.4.4.2 Construction of the graph

Illustration 197: Inserting the edges for entering the depots and for empty trips between stop
points
3. Analogously, insert also a departure event and an edge from there to the departure event of
the trip, however, only for each permissible depot, not for other stop points (these mean mov-
ing out of the depots, so-called fake departure events are created in this way).

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 10.4.4.2 Construction of the graph

Illustration 198: Inserting the edges for leaving from depots

Note: If interlining is prohibited (see User Manual: Chpt. 25.1.3.2, page 2311), only edges from
and to that depot are inserted, which is represented by the same stop point in the network.
Thus, interlining is not possible in this case, the vehicle combination can however, enter a
depot and subsequently return to the same stop point for the start of the next trip.

4. Insert an additional edge (the so-called Timeline or Waiting edge) between each pair of suc-
ceeding events of a stop point or depot. Using this edge, it is possible to model waiting (down-
times) at a stop point or in a depot. Timeline edges thus make it possible, that a block can be
continued with a new trip at the same stop point.
For line blocking you can select whether you want to create open or closed blocks. With the
generation of closed blocks, each timeline, therefore each sequence of timeline edges for a
stop point or a depot, generates a closed ring. Vehicle journey edges and empty trip edges can
also cross the transition from the last to the first day of the blocking time interval. A block has
as many blocking days as it makes "rounds" through the calendar period, until it has reached
its starting point again.
Only for open line blocking it can be claimed, that blocks start and end in depots. Connecting
edges are then inserted before the first node and after the last node of a timeline, from an aux-
iliary node to all depots. Inflow and outflow only takes place via this auxiliary node. In this case
it may occur, that no flow can be determined. This happens when the total capacity of all
depots is smaller than the number of vehicles required to cover all actions. In such a case, line
blocking is canceled with an error message.
Also in the introductory example (see "Open and closed blocks" on page 720) you can find a
note concerning open and closed line blocks.

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10.4.4.2 Construction of the graph

5. The graph is now simplified, by combining nodes with the same accessibility and by deleting
equivalent empty trip edges (which provide access to the same departure). The graph after the
edge reduction can be seen in Illustration 199.

Illustration 199: Example graph after inserting the timeline edges and edge reduction
6. For the formulation as a flow problem, it is necessary to define a lower capacity limit and an
upper capacity limit to the edges (which is the number of vehicles which can maximally or min-
imally flow via an edge). The following applies:
The lower limit of the capacity on the vehicle journey sections is 1 (because it is man-
datory that each vehicle journey section is really traversed).
All other edges have a lower capacity limit of 0 (because traversing is not mandatory, for
example for empty trips).
The upper limit for the vehicle journey section edges is also 1 (because each vehicle jour-
ney section should only be traversed exactly no more than once).
Empty trip edges as an upper limit have the number of empty trips, which they represent
(this is only greater than 1 if, in the framework of edge reduction, edges were combined).
Edges along the timelines, if a depot, use the depot capacity as upper limit. For all other
timelines the upper limit is not restricted.
7. To be able to determine a cost-efficient flow, the edges with costs have to be evaluated in the
last step. These are described by a cost function analog to the perceived journey time for PuT
assignments (see "Perceived journey time" on page 631). This cost function is made up of sum-
mands, which each multiply one property of the edge (therefore the activity described by the
edges) by a factor and a cost rate. The cost function is as follows:

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 10.4.4.2 Construction of the graph

Cost = Required vehicles • Coefficient • Cost rate vehicle unit total

+ Service time • Coefficient • Cost rate hour service
+ ServiceKm/Mi • Coefficient • Cost rate Km/Mi service
+ Space • Coefficient • Cost rate hour empty
+ EmptyKm/Mi • Coefficient • Cost rate Km/Mi empty
+ Number of empty trips • Coefficient
+ Layover • Coefficient • Cost rate hour layover
+ Service time depot • Coefficient • Cost rate hour depot
+Charge time • Coefficient • Cost rate hour charging

Note: The coefficients also have an effect on the cost rate for "no vehicle combination".

Which cost components have an effect on an edge, depends on the edge type. The cost com-
ponents for the individual edge types are the following.
Vehicle journey edges
Service time describes the duration of the vehicle journey section (The costs for the trip
itself are irrelevant for solving the problem, because each edge is allocated with exactly
one flow of 1 and there is thus no alternative allocation. To display the result, vehicle jour-
ney edges are still evaluated with the vehicle journey cost rates of the vehicle combination
for duration and distance.)
ServiceKm/Mi describes the distance covered by the vehicle journey
Layover describes the duration between the From-node's point in time and the departure
from the From-node plus the duration between the arrival at the To-node and To-node's
point in time.
Empty trip edges
Empty time describes the duration of the empty trip
EmptyKm/Mi describes the distance covered by the empty trip
Layover describes the duration between the From-node's point in time and the departure
from the From-node plus the duration between the arrival at the To-node and the To-
node's point in time, in case it is a normal stop point
Depot layover describes the duration between the From-node's point in time and the
departure from the From-node plus the duration between the arrival at the To-node and
the To-node's point in time, in case it is a depot
Timeline edges
Layover and layover depot describe the length of the time period between the points in
time of the nodes which are connected via the edge
To evaluate the vehicle demand, for each edge which traverses a selected point in time, the
cost rate for the vehicle combination is added to the evaluation. Because each vehicle com-
bination has to traverse this evaluation point in time exactly once, the vehicle demand is thus
counted and evaluated.
As an interim result, an evaluated graph is available, for which a flow with minimum costs is
determined in the following step.

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 10.4.4.3 Flow problem solution

10.4.4.3 Flow problem solution

With the graph constructed above including the evaluation, the cost minimum flow is now determ-
ined. The target cost function can thus be parameterized as described in the previous procedure
step. The user can thus especially control modeling of the basic conflict between minimizing
empty trips and minimizing vehicle demand, which is described in the introduction. The Illustration
200 schematically shows such a cost minimum flow, where multiple flow units (vehicle com-
binations) are indicated on an edge with lines piled on top of each other. To make it easier, neither
costs nor capacities are noted here. The illustration however shows, that all vehicle journey sec-
tions are traversed by exactly one vehicle combination. The graph also shows, which empty trips
even have to be traversed at a minimum cost flow (i.e. all edges crossed by the flow). Altogether
there are two empty trips – one from C´ to A and one from B to C´. The evaluation line cuts three
edges, that is why the vehicle demand is 3.

Illustration 200: Optimal cost flow in the example graph

As a result of this step, a cost-efficient flow exists, the vehicle demand is known and which are the
necessary empty trips. Not known yet however, are the blocks themselves, therefore at which
stop points blocks start and end, and the routes of the blocks in the optimal flow.

10.4.4.4 Decomposition of the flow into blocks

The cost-efficient flow in the graph from the previous step can be displayed as blocks in different
ways. Regarding the costs, each of these solutions is of equal quality and thus optimal. The
decomposition step has to break up the flow into chains in the graph, by allocating an outgoing
flow unit at each node. Each generated chain thus corresponds to one block. The Illustration 201

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 10.4.4.4 Decomposition of the flow into blocks

and the Illustration 202 show two possible examples, how the cost-efficient flow can be decom-
posed into blocks.

Illustration 201: Example 1 for the decomposition into blocks

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10.4.4.4 Decomposition of the flow into blocks

Illustration 202: Example 2 for the decomposition into blocks

This independent optimization problem can be resolved according to different criteria. In Visum
there are two criteria, which can also be combined with each other:
The structure of the changeovers between vehicle journey sections in the block can be influ-
enced by the following options:
Differentiated duration of layover: The distribution of the layover times is as irregular as
possible, in other words, there are more short and long layovers than average layover
times. The aim of this is to obtain long layovers which can be used as maintenance time
slots.
Even duration of layovers: The distribution of the layover times is as even as possible.
Such blocks are exceptionally resistant to disturbances.
Line purity: It is attempted to only run trips of the same line in a block or at least avoid line
changes within a block as often as possible.
No specific requirements: In this dimension, no requirements are set concerning the res-
ult.
Even blocks: For assignment periods of more than one day, the program aims at cal-
culating line blocks that look as similar as possible for all calendar days.
If closed blocks are generated, the duration of the blocks can also be influenced with the
options
Preferably, build long blocks: Blocks have as many blocking days as possible. This
means that the single vehicles traverse multiple line paths. In the most extreme case, all
vehicle journeys of a partition are covered by a single line block.
Preferably, build short blocks: Blocks have as few blocking days as possible.

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 10.4.5 Line blocking description with vehicle interchange

No specific requirements: In this dimension, no requirements are set concerning the res-
ult.

10.4.5 Line blocking description with vehicle interchange

Line blocking with vehicle interchange differs from that without vehicle interchange, in that the
vehicle combination to be used is not strictly defined for each vehicle journey section. In fact, the
procedure has the possibility of selecting the best vehicle combination specified in the attribute
vehicle combination set. Different criteria are possible, which can be weighted against each
other in a subordinate objective function:
Selection according to costs: Different costs are involved with the selection of a vehicle com-
bination, which flow into the objective function.
Selection according to capacity: For the selection, a comparison between the trip volume
(Assignment results or count data) can be carried out on the one hand and the (seat) capacity
of the vehicle combination on the other hand. Not the covered demand provided by the capa-
city, is included in the objective function.
Selection according to availability: The number of available vehicles can be predefined on the
unit level. The selection is made, so that this restriction is adhered to. The number of vehicles
used in addition to the ones available are included into the objective function.
Line blocking with vehicle interchange thus goes beyond the application area of line blocking
without vehicle interchange (see "Line blocking description without vehicle interchange" on
page 741) and also covers the following application areas.
Planning the vehicle use depending on the demand, at the same time considering block-
related restrictions.
Reduction of the calculated vehicle requirement by making the vehicle use more flexible, with
the (possibility of) replacing a vehicle combination with another, for example because of tech-
nical restrictions.
Consideration of different vehicle combination-specific minimum layover times
The procedure is based on the line blocking without vehicle interchange and integrates this as a
procedural step into its entire process. Compared to this one it is not about an analytical pro-
cedure, but an iterative search procedure which in general finds very good solutions, but never an
optimal one regarding the objective function.
As another distinctive feature, several complete and equal solutions of the given line blocking task
(parameter number of solutions per iteration), exist for each time of the procedure. These are
changed iteratively and evaluated. If there is no improvement of the objective function value (con-
vergence) or if the defined maximum number of iterations has been reached, the procedure is
stopped and the best solution is provided.
The procedure includes the following steps.
1. Initial selection of the vehicle combination from the specified vehicle combination set for each
vehicle journey section and each solution.
2. Line blocking without vehicle interchange for this selection for each solution
3. Evaluation of the solution and convergence check.

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 10.4.5.1 Selection principles of vehicle combinations

4. Determining and merging selections, which have lead to good solution properties, and new
start from step 2.), until convergence applies or the maximum number of iterations has been
achieved.
Because the line blocking is carried out as in the procedure without vehicle interchange (see "Line
blocking description without vehicle interchange" on page 741) , for defined selection of the
vehicle combinations, the following additional components are necessary to understand the pro-
cedure:
Selection principles of vehicle combinations
Solution evaluation via objective function
Parameters and convergence
Consideration of different vehicle combination-specific minimum layover times

10.4.5.1 Selection principles of vehicle combinations

The selection of vehicle combinations from the set specified for each vehicle journey section is the
central element of the procedure. The challenge of the search procedure is to produce numerous
different selections and to avoid those that lead to poor results. This task can be compared with
the connection search per Branch&Bound within the timetable-based assignment.
In the initial step of the procedure there are no solutions yet. Heuristic procedures play a bigger
role for the selection. In all other iterations, the selection is based on the solution of the previous
iteration. This means the solution is continuously enhanced, parts of it are dismissed and then
newly built. The selection is carried out initially, to create the start solutions for the first iteration
according to the following criteria:
For an individual occurrence of a vehicle journey section the selection is carried out
randomly
according to the volume of the vehicle journey and capacity of the vehicle combination -
i.e. a selection which probably leads to good coverage of the demand,
according to the specified number of vehicles, considering the vehicles already used, by
edges without selection or already selected edges - therefore a selection which probably
leads to an equal volume,
according to proximate vehicle journeys without a selection, which means a selection that
taken alone will probably produce productive line blocks.
Based on individual occurrences of vehicle journey sections, for which a selection has
already been made, analog choices are made as far as possible
for all vehicle journeys of a line,
for all other occurrences of the same vehicle journey section,
for individual neighbors or entire chains neighboring below each other,
for particularly favorable vehicle journey sections in terms of adherence to the flow con-
dition
Alternatively, for all vehicle journey sections, the selection can be adopted from the spe-
cifications for line blocking without interchange, i.e. from the attribute Vehicle combination
number of the vehicle journey section if the vehicle combination specified there is included in
the permitted vehicle combinations set. Without vehicle interchange, the line blocking solu-
tion thus becomes a starting solution.

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 10.4.5.2 Solution evaluation via objective function

If a reference solution is specified and the proximity is required, the selection can be applied
from this reference solution.
In all later iterations, each solution is generated from an existing solution. For this purpose, the
selections of relatively inefficient parts of the solution are identified and dismissed. Based on the
solution parts kept, new, analogous selections are made according to the same criteria used in
the initial phase. In addition the following principles are available for the solution change:
Replace empty trips of a vehicle combination, so that for this vehicle combination a suitable
temporal and local vehicle journey is selected, for which another vehicle combination has so
far been selected.
Change the choice simultaneously for entire blocks, so that the configuration regarding the
costs is convenient.
Change the choice simultaneously for entire blocks, so that the configuration regarding the
OD demand coverage is convenient.
Change the choice simultaneously for entire blocks, so that the configuration regarding retain-
ing the available number of vehicles is convenient.

10.4.5.2 Solution evaluation via objective function

Line blocking with vehicle interchange uses an objective function for evaluating the quality of a
solution. The objective function measures solution properties where there is room for improve-
ment. It comprises the objective function of line blocking without vehicle interchange (see "Con-
struction of the graph" on page 742) as a component.
The following solution properties are evaluated:
Costs: Objective function of line blocking without vehicle interchange. This especially com-
prises the number of vehicles per vehicle combination as well as the service km and empty
km and service times and empty times, as well as the layovers within and outside of a depot
Number of vehicle units: Exceeding the predefined number of available vehicle units
Consideration of volumes: Too low capacities (total or seats) regarding the OD demand
Line purity, local definition: Number of transfers between the different lines
Line purity, global definition: Number of different lines in a block
Number of vehicle combinations per line: Number of different vehicle combinations used on
the same line
Regularity: Number of vehicle journey sections, who's vehicle journey section occurrence lies
in at least two different blocks or blocking days
Difference from reference solution (only when a reference solution has been specified): Dif-
ference to this reference solution in form of deviating transfers between vehicle journey sec-
tions
The following function is used as an objective function (OF), which is based on the comparison
between the calculated and the estimated values for each of the objective function components:

where

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10.4.5.2 Solution evaluation via objective function

ci Influential factor (Procedure parameters) for the indicator i, where ∑ci > 0
ofi Objective function component for indicator i according to the upper list
comparisoni Comparison value for indicator i on a comparable scale

The individual component properties are apply as follows:

Component Calculation
Cost The objective function component costs evaluate the solution according to the
same criteria as the line blocking without vehicle interchange.
It therefore applies
of Costs = ∑fe • Costs(e) (fe = Flow on edge e)
For the comparison value, vehicle combinations are randomly selected and
thus a solution calculated. The costs are then used as a comparison value.
Number of The sum is calculated over all vehicle units, across the number of used but not
vehicle units available vehicles per vehicle unit
The comparison value comparisonvehicle is 1. Note: This is how you achieve
very strong penalization, because this criterion must apply "hard" if it is used at
all.
Consideration For the calculation, for each vehicle journey item i first the difference between
of volumes its volume and its capacity (cap) is calculated as follows

The capacity sums up from the selected capacity (seats or total) of all vehicle
combinations of all vehicle journey sections that service this vehicle journey
item.

Due to the current parameter settings, a vehicle journey's value results

from the particular formula below:
using option Average volume

using option Peak volume

The value is the total calculated for all vehicle journeys:

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 10.4.5.3 Parameters and convergence

Component Calculation

The value of this objective function component, which applies for the random
solution, used for cost estimation, is used as a comparison value.
Line purity, The number of line changes between successive vehicle journeys in the block
local definition are measured. The benchmark is the number of occurrences of vehicle journey
sections in total (therefore the number of all changeovers between successive
vehicle journey block items).
Line purity, The number is calculated minus 1 of the line per block, summed up over all
global defin- blocks.
ition The comparison value is the number minus 1 of the lines per partition, summed
up over all partitions.
Regularity Dispersion of the occurrences of vehicle journey sections is measured for dif-
ferent blocks or optionally for different blocking days.
The following applies:
ofregularity = Sum of vehicle journey sections |{Blocks / blocking days which
contain the VJS}| - 1
Comparisonregularity = (Sum of occurrences of the VJS in the line blocking time
interval – 1)
Distance to The number of changeovers from vehicle journey section to vehicle journey sec-
starting solu- tion, which differ from the comparison solution, is measured.
tion The comparison value is the number of all changeovers from vehicle journey
section to vehicle journey section in the comparison solution.

Table 221: Objective function components for line blocking with vehicle interchange
Note: Objective function components, which are not relevant for the specific planning task, can
be switched off by setting the respective coefficient to 0. This is recommended, because optim-
ization up until the solutions, considering the hidden properties, is thus suppressed. Finding
good solutions regarding the remaining criteria is accelerated accordingly.

Note: Solutions that would be optimal with a different weighting of the objective function com-
ponents (Pareto-Optima) and that are found during optimization can be saved. This helps you
to estimate the optimization scope and the corresponding weights.

10.4.5.3 Parameters and convergence

The line blocking procedure with vehicle interchange can be controlled via several parameters.
The procedure is iterative, by first generating a number of solutions, which are then improved step
by step. If there is no improvement within a specified number of iterations, convergence has been
reached and the procedure is ended.
As a heuristic procedure, coincidence plays a decisive role, especially as there are many equi-
valent solutions. By using a random number generator, the procedure is deterministic in the

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 10.4.5.4 Consideration of different vehicle combination-specific minimum layover times

sense, that each calculation with the same data and parameters achieve the same result.
However, you can change the procedure by changing the parameter Random seed, and leave
the other data unchanged to calculate alternative solutions.
These are the following parameters for controlling the procedure run:

Parameters Meaning and notes

Use reference A reference solution is a block version containing blocks. If this option is selec-
solution ted, a solution is searched which can be compared with this reference solution.
As reference solution, you should choose another block version than the one for
which line blocks are currently being generated.
Maximum Number of iterations after the procedure is ended if convergence occurs. This
number of iter- value should be a multiple of the number of iterations without improvement.
ations
Number of iter- If for N iterations no improvement of the target function value is determined, the
ations without procedure regarded as converged and is ended. Reasonable values depend on
improvement the task size, however, they should not be less than 10 - 20.
Number of Number of simultaneous existing solutions per iteration. The more freedom the
solutions per planning task offers, the greater this value should be. The minimum permissible
iteration value is 10, generally however 20 to 100.
Random seed By changing this value, you change the random element of the procedure to
obtain different results with the otherwise same data and parameters.

10.4.5.4 Consideration of different vehicle combination-specific minimum layover times

Between two vehicle journeys, different vehicles require efforts of a different extent. There are
various reasons:
Changing the running direction for a long train requires more time than changing it for a short
train. This is because it takes longer to get to the other driver's cabin at the end of the train.
The length in time required by boarding and alighting passengers at scheduled stops
depends on the configuration of the vehicle doors.
Various final and cleaning services are required, also supply and disposal services.
Due to the various minimum layover times of different vehicle combinations, certain changeovers
between vehicle journeys are only possible for some of the provided vehicle combinations,
whereas the time slot is insufficient for others. Thus, these differences should be regarded for the
efficient vehicle use, and a vehicle should be chosen where it can be used best.
Line blocking with vehicle interchange can take these differentiated minimum layover times into
account. For that purpose, the attributes Use specific pre preparation time and Use specific
post preparation time have to be set to true for the concerned vehicle journey sections. In the
attributes Specific pre preparation time and Specific post preparation time - both with the
subattribute Vehicle combination - you can then enter the duration of the pre preparation time and
post preparation time per vehicle combination. This data is automatically regarded by the pro-
cedure line blocking with vehicle interchange. Even the line block check will take the different pre
and post preparation time values into account for the vehicle combination of the line block which
will then be determined.

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 10.4.6 Description of the line blocking procedure with recurring activities

10.4.6 Description of the line blocking procedure with recurring activities

The line blocking procedure with recurring activities is based on the line blocking procedure with
vehicle interchange. The two procedures can be combined, whereby recurring activities are rep-
resented by user-defined block items. Activity frequency and duration are defined by the char-
ging/discharging function. Charging function capacity and type in turn are determined by the
vehicle combination. The capacity of the charging infrastructure is stored at stop points.
The results are evaluated using the component in the objective, which has been extended to
include the state of charge. The cost component of the blocks’ structural properties has been
extended to enable grouping of the charging edges, once line blocking has been completed -
provided this does not deteriorate the results. To obtain realistic results for line blocking, always
include the block’s structural properties in the objective function, at least with a minimum weight.
This procedure has been introduced to model line blocking for battery electric vehicles. This is
why some of the attribute names reflect this particular use case. Other recurring activities, such as
cleaning or maintenance work, can also be modeled and planned using this procedure.

10.4.7 Line block display and editing in the Line block editor
In Visum blocks are displayed as Gantt charts (block view). Compared to the time-distance dia-
gram, which only displays blocks in as far as the bound trips can be illustrated on the stop
sequence, a natural view on a block as a whole is possible. All block actions are displayed as well
as all other information such as header data, etc., but also all empty trips and layovers. The dis-
play can be restricted according to different filter criteria, to increase the clarity, and can be con-
figured extensively with graphic parameters in the usual way.
Alongside the pure display, block display also allows blocks to be edited. Besides the block
actions, vehicle journey sections are also displayed, which can be inserted or removed from a
block via a drag-and-drop operation. It is thus possible, to reedit the blocks, generated with one of
the two line blocking procedures, or completely manually generate blocks. All other block-related
functions such as check line block, coverage check and definition of forced chainings can be ini-
tiated from the line block view.

Illustration 203: Example for block display of a block with 5 blocking days

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 10.4.8 Vehicle requirement and line blocking indicators

The line block display is included in the Line block editor. There you can find detailed information
on display and editing (see User Manual: Chpt. 25.1.5, page 2321).

10.4.8 Vehicle requirement and line blocking indicators

The vehicle requirement and line blocking indicators are also used to asses the economic effi-
ciency of an existing PuT supply and to derive areas with potential for improvement for the oper-
ator.

10.4.8.1 Vehicle requirement

The vehicle demand can be returned in the length proportional and in the time proportional
mode. It is output for the objects of the line hierarchy as well as for territories precisely broken
down to boundaries. For the following network objects, both sets of indicators can be calculated
for the analysis period, the analysis horizon and by analysis time interval.
Vehicle journeys
Time profiles
Line routes
Lines
Main lines
Operator
Transport systems
Territories
Territories PuT-detail

Indicator Description
Number of Vehicles Length of the vehicle journey section divided by the total length of all
(in proportion to vehicle journey block items in the block, multiplied by the number of block-
length) ing days of the block.
Number of vehicles Length of the vehicle journey section divided by the total length of all
(in proportion to vehicle journey block items in the block, multiplied by the number of block-
time) ing days of the block.
Table 222: Line blocking and vehicle requirement indicators

The allocation of the indicator value for the precise calculation by territory is performed as follows.
The time proportion of a vehicle journey section in the total time of all vehicle journey sections
of the block (called NumBlocksVJS below) is determined.
For each link that - after a temporal intersection of the vehicle journey section with analysis
period or time interval - is identified as traversed, the proportional number of vehicles is
determined according to the time proportion of the link at the VJS • NumBlocksVJS. This
value is then summed up in the line hierarchy and hence called NumBlocksVJSOnLink.
For the precise calculation by territory, VISUM multiplies the length proportion of the link
in a territory • NumBlocksVJSOnLink per link. Here, VISUM always uses the length-ori-
ented proportion since the precise link calculation by territory is always based on this cri-
terion. The "error" resulting from this is minimal however, because it only affects links that
lead across a territory border. The proportion of all other links is 1.0.

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 10.4.8.2 Distribution of empty trips and empty times to vehicle journeys

Note: To get a result for the indicators number of vehicles (length proportional) and number of
vehicles (time proportional), you have to first calculate the line blocking procedure and then the
procedure PuT operating indicators.

10.4.8.2 Distribution of empty trips and empty times to vehicle journeys

As line costing is based on vehicle journeys, empty times and empty kilometers of a line block
have to be allocated to the vehicle journeys served by the block. Based on this, costs can be cal-
culated by the PuT operating indicators procedure.
The example below illustrates the impact of the four variants provided for distribution of empty
times and empty distances to service trips. The operating time is calculated from empty time and
service time. Similarly, the operating distance results from empty distance and service distance.
Operating time and operating distance are required for cost calculation.
Cost per hour = Operating time • Vehicle cost per hour
Cost per kilometer = Operating kilometers• Vehicle cost per kilometer

Variant 1: EmptyTime from Pre+PostPrepTime (2+3 min) of veh. journey / no EmptyKm

Vehicle journey ServTime Empty OpTime ServKm EmptyKm OpKm
time
1st 6:30 – 7:15 0:45:00 0:05:00 0:50:00 30 km 0 km 30 km
2nd 8:00 – 8:15 0:15:00 0:05:00 0:20:00 10 km 0 km 10 km
3rd 8:30 – 9:15 0:45:00 0:05:00 0:50:00 30 km 0 km 30 km
4th 9:30 – 0:45:00 0:05:00 0:50:00 30 km 0 km 30 km
10:15
Sum 2:30:00 0:20:00 2:50:00 100 km 0 km 100 km

Variant 2: From EmptyTime/EmptyKm of line block weighted by vehicle journeys

Vehicle journey ServTime Empty OpTime ServKm EmptyKm OpKm
time
1st 6:30 – 7:15 0:45:00 0:33:45 1:18:45 30 km 7.5 km 37.5 km
2nd 8:00– 8:15 0:15:00 0:33:45 0:48:45 10 km 7.5 km 37.5 km
3rd 8:30 – 9:15 0:45:00 0:33:45 1:18:45 30 km 7.5 km 37.5 km
4th 9:30 – 0:45:00 0:33:45 1:18:45 30 km 7.5 km 37.5 km
10:15
Sum 2:30:00 2:15:00 4:45:00 100 km 30 km 130 km

Variant 3: From EmptyTime/EmptyKm of line block weighted by service time

Vehicle journey ServTime Empty time OpTime ServKm EmptyKm OpKm
1st 6:30 – 7:15 0:45:00 0:40:30 1:25:30 30 km 9 km 39 km
2nd 8:00 – 8:15 0:15:00 0:13:30 0:28:30 10 km 3 km 13 km
3rd 8:30 – 9:15 0:45:00 0:40:30 1:25:30 30 km 9 km 39 km

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 10.4.9 PuT interlining matrix procedure

4th 9:30 – 10:15 0:45:00 0:40:30 1:25:30 30 km 9 km 39 km

Sum 2:30:00 2:15:00 4:45:00 100 km 30 km 130 km

Variant 4: From EmptyTime/EmptyKm 50 % before and 50 % after vehicle journey
Vehicle journey ServTime Empty OpTime ServKm EmptyKm OpKm
time
1st 6:30 – 7:15 0:45:00 0:52:30 1:37:30 30 km 15 km 45 km
2nd 8:00 – 8:15 0:15:00 0:30:00 0:45:00 10 km 5 km 15 km
3rd 8:30 – 9:15 0:45:00 0:15:00 1:00:00 30 km 0 km 30 km
4th 9:30 – 0:45:00 0:37:30 1:22:30 30 km 10 km 40 km
10:15
Sum 2:30:00 2:15:00 4:45:00 100 km 30 km 130 km
Table 223: Example illustrating different variants of distribution of empty time and empty kilo-
meters on individual vehicle journeys.

10.4.9 PuT interlining matrix procedure

The procedure PuT interlining matrix calculates transport system specific skim matrices for inter-
lining trips between the stop points of a transport system. For each stop point relation generated
between two stop points, the specific value calculated for the shortest path between the stop
points is returned for the indicator selected. Relations are created for the selected type of pairs:
between two stop points, between two active stop points or only between the stop points, which
are start or end stop point of a vehicle journey of the transport system. Optionally, system routes
can be considered. In this case, the indicator values for a relation are determined from the best
system route, which leads directly from the start stop point to the destination stop point and which
is permissible for the transport system. Transitive search via the system routes is not carried out.
For each relation it is thus possible, to individually overwrite the O-D value, determined from the
network.
In the line blocking procedure (see User Manual: Chpt. 25.1.3, page 2309), the interlining matrix is
used to determine the duration and length for each empty trip between stop points. The PuT inter-
lining matrix procedure is also provided as a separate procedure, so that the output matrices can
be imported in external timetable or crew scheduling systems, as interlining matrices for line block-
ing.
Table 224 shows an example of a PuT interlining matrix, where the values of the shortest path
(determined on the basis of the attribute t-PuTSys) between all relations between two stop points
are listed. If in a cell the value is 999999, this means, that there is no path between the two stop
points.

SP20 SP21 SP22 SP24 SP50 SP56 SP71 SP74 SP86

SP20 0 16 36 61 34 73 121 108 999999
SP21 16 0 20 45 50 89 137 124 999999
SP22 36 20 0 25 70 109 157 144 999999

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 10.5 PuT fare model

SP24 61 45 25 0 95 134 182 169 999999

SP50 34 50 70 95 0 39 87 74 999999
SP56 73 89 109 134 39 0 48 35 999999
SP71 999999 999999 999999 999999 999999 999999 0 999999 999999
SP74 108 124 144 169 74 35 13 0 999999
SP86 121 137 157 182 87 48 999999 13 0

Table 224: PuT interlining matrix with t-PuTSys between stop points

10.5 PuT fare model

The Visum fare model is based on fare systems and ticket types.
A fare system is a set of lines, for which a joint fare system exists. Each PuT operator often has
his own fare system, in transport associations a fare system can also include lines of different
operators.
A ticket type describes how the fare is calculated for a PuT connection or part of a connection.
Each ticket type uses one of the following calculation methods ("Fare structure"):
Distance fare: The fare is conform with the distance covered, which is measured by fare
points.
Zone-based fare: The fare is conform with the number of traversed fare zones.
From-to zone-based fare: The fare is only dependent on initial fare zone and target fare
zone, this is therefore a matrix fare.
Short-distance fare: A special fare for paths, which do not exceed the specified threshold
regarding distance, run time and/or the number of stops.
Time fare: this fare is based on the journey time.
Direct distance fare: The price depends on the direct distance between start and end stop
point.
The fare structures are described in detail as follows (see "Base fare calculation" on page 765).
The Illustration 204 offers an overview of the network objects which belong to the fare modeling in
Visum.

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10.5 PuT fare model

Illustration 204: Possibilities of fare modeling in Visum

For each demand segment you can determine which ticket types are used in a fare system. In
particular for each demand segment, several ticket types may exist for each fare system.
With the allocation of lines (and PuT-Aux transport systems) to fare systems, each path leg of a
PuT connection belongs to one or more fare systems.
Fare systems are generally independent. The total fare for a connection is normally the sum of the
fares to be paid for the individual fare systems. With specific transfer fares you can however
model, that a change between fare systems costs extra or a reduction is given (see "Transport
system-specific supplements" on page 771).

Determining the ticket to be used for each fare system

Within the fare systems, the possibilities of fare modeling are very versatile.
A basic property of a fare system is the "Fare-reference". This expresses, whether a ticket has to
be bought for each individual path leg or if it can be used for successive or even all path legs of a
connection. All three cases are more often found in practice.
As mentioned, several ticket types (per demand segment) may be available within a fare system.
Let's take for example, a fare system is composed of fare zones and the normal fare depends on
the number of traversing fare zones. For trips of maximum ten minutes, an inexpensive short-dis-
tance ticket applies independent of the fare zones. For trips from and to the airport, a special air-
port ticket has to be bought.

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 10.5 PuT fare model

Generally speaking the crucial question is when creating a fare system, which ticket types are
allowed to be used for which connections and how much freedom does the passenger have when
selecting a ticket.
The applicability of the different ticket types plays an important role. If the defined conditions in
the ticket type have been breached, the ticket cannot be used and another ticket has to be used.
In the example, the short-distance ticket is invalid if the maximum run time of 10 minutes has been
exceeded and the airport ticket only applies for paths from and to the airport. Distance-, time- or
zone-based ticket types can be modeled so that they are only valid on certain connections. You
can thus define where the applicability limits of the ticket lie.
Ticket types have ranks, which can be used to express a hierarchical order within a fare system.
In combination with the previously described applicability of tickets, a logic thus applies for determ-
ining tickets to be used, for a given connection or its path leg(s): Amongst all applicable ticket
types it is the one with the highest rank.
In the example shown, the special airport ticket must have the highest rank, because it has to be
used for all connections, whose start or target is the airport. For all other connections the airport
ticket cannot be used after construction, which is why the ticket type with the second highest rank
is regarded, in this case the short-distance ticket. This applies if the connection fulfills the require-
ments of a short-distance ticket. If this is not the case, the normal zone-based fare with the lowest
rank is applied.
Do you want to illustrate that the passenger has the free choice between several ticket types, then
allocate the same rank. The most inexpensive ticket with the highest rank is selected amongst all
applicable tickets.

Ranking order of fare systems

It may occur, that lines do not just belong to one fare system, but are part of several fare systems.
A regional train can for example, be used both within the urban network area with a network ticket
and beyond the boundaries of the transport association with a long-distance ticket. Urban network
and long-distance transport are separate fare systems with completely different fare structures,
the regional train line however, belongs to both.
If a line belongs to several fare systems, a fare within each of these fare systems can generally be
determined according to the procedure described above. However, in reality the passenger can-
not freely select between the two different fare systems, in each case. A typical fare condition
would be, for example, that the regional train on trips within the transport association area can
only be used with ticket types of the urban network fare system and long-distance transport tickets
only have validity if used beyond the transport association boundary (see "Procedure for ambigu-
ous fare systems" on page 780).
To express such ranking, you can define fare system ranks. These ranks are only relevant if in
your network model, lines belong to several fare systems, because otherwise the fare systems
are evident for all path legs of a PuT connection.
In general the line of each path leg of a PuT connection belongs to several fare systems. A set of
allocated fare systems therefore exists for each path leg. The entire connection can principally be
"covered" by any combination of items of these fare system sets. The fare system ranks then

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 10.5.1 Ticket types

define a logical order within the combinations: all combinations with the smallest maximal fare sys-
tem rank are considered first, and thus the one selected which can be applied and provides the
lowest fare. If none is applicable, all other combinations with the next highest rank follow. If there
are no valid fare system combinations, the global fall-back fare of the fare model is charged.
Because you can allocate ranks both on the ticket type level and the fare system level to model
specific fare conditions, all together great flexibility is achieved for fare modeling.

Topics

Ticket types
Fare systems
Fare calculation
Application of fares

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find examples of use on this topic. The PuT Ticket Fares Timetable shows the modeling
of a fare model as well as various ticket types in combination with the timetable-based PuT
assignment. The PuT Ticket Fares Headway example describes the possibilities of fare mod-
eling using fare points.

10.5.1 Ticket types

A ticket is valid for a path leg of a PuT connection, for several path legs of a connection or even
the entire connection. Validity depends on the properties of the fare system (see ""Fare reference"
of a fare system" on page 776). This section first talks about applicability, calculation logic and
other ticket type properties. To make it easier, this chapter does not always explicitly point out that
a ticket type might only apply to individual path legs of a connection, but talks about "connections"
or "paths".
A ticket type describes how the fare should be calculated. The fare components of a ticket type
include the base fare and TSys-specific supplements:

Fare component Description

Base fare The base fare is calculated from the fare structure of the ticket type.
Four fare structures can be selected:
Distance-based fare
Zone-based fare
From-to zone-based fare
Short-distance fare
Time-based fare
Direct distance fare
Transport system-spe- Supplements are defined separately per ticket type for each PuT trans-
cific supplements port system and include the following components:
Distance-based supplements
Like distance-based fares, these are based on fare points.

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 10.5.1.1 Base fare calculation

Fare component Description

Fixed supplements
These can be charged per path leg or once per transport system or
only for the TSys with the highest rank.

Essential characteristic of a ticket type is the fare structure, which defines the calculation method
for the base fare:
The distance-based fare is based on distance-based fare items: The base fare is calculated
based on the number of traversed fare points.
The zone-based fare is based on the zone-based fare items: The base fare is calculated
based on the number of fare zones traversed.
The From-to zone-based fare is based on From-To zone-based fare items: The base fare is
the entry of the pair, initial fare zone and target fare zone from the connection of a fare matrix,
which is indicated by (From-fare zone, To-fare zone).
The short-distance fare is based on short-distance fare items: The base fare applies for tick-
ets whose length, duration and number of stops does not exceed the defined thresholds.
The time based fare: The base fare is calculated based on the journey time.
The direct distance fare: The base fare is calculated based on the metric distance between
the start and end stop point.
The following sections describe the fare structures in detail.
For fare modeling it is important to know which ticket types can be applied for which connections.
In the case of the fare structure "Short-distance fare" the restricted applicability is clear, however,
the other three fare structures may also have restrictions: Zone-based fares generally cannot be
applied to connections, which lie outside of the considered fare zones. Both the from-to zone-
based fares, as well as distance-based fares may refer to certain pairs of fare zones only or cer-
tain distance classes.
The rank defines the ticket type hierarchy within a fare system and is relevant if a fare system com-
prises several ticket types. The definition of the rank is illustrated by several examples (see
"Ticket selection in a fare system" on page 778).
Via the utility rate the conversion factor is specified for a single trip. It is included in the calculation
of the fare of a PuT path.

10.5.1.1 Base fare calculation

Calculation of the base fare is based on the fare structure of the ticket type, of which there are four
different occurrences:

Fare structure "Distance-based fare"

Distance-based fares are used to model fares, which directly depend on the distance covered.
"Distance" however, does not mean the link length or the line route length itself. In fact, the cal-
culation of a distance-based fare is based on the number of fare points on the considered path.
The number of fare points is a property of the links and time profile items. Because, compared to

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10.5.1.1 Base fare calculation

the length, this attribute is TSys-specific on links, you can allocate a different fare to the traversing
of a link for different PuT-TSys.
The traversed fare points of the links and time profile items of the path are summed up, and the
fare is looked up in the table of the fare items.
The fare between two consecutive fare items can be interpolated to model a linear course.
A distance-based fare is not applicable if the fare stage does not offer a fare for the determined
number of fare points but is "empty".

Example: Fare structure "distance-based fare"

Let's look at a ticket type with the following properties:
Fare constant 10 CU for trips from 1 fare point through 5 fare points,
Fare constant 16 CU for trips from 6 fare points through 10 fare points,
linear increase of the fare from 16 CU to 24 CU between the range of 10 fare points and 20
fare points,
Fare constant 24 CU for trips through 30 fare points,
Ticket cannot be used fro trips with more than 30 fare points.
Expressed in a graph:

Illustration 205: Example for a distance-based fare with 5 fare stages

In Visum you model this fare as the following distance-based fare stages:

Number of fare points Interpolate Fare [CU]

≤5 No 10
≤ 10 No 16
≤ 20 Yes 24
≤ 30 No 24
> 30 --- [Empty field]
Table 225: Fare stages for the example on distance-based fare

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 10.5.1.1 Base fare calculation

Fare structure "Zone-based fare"

Zone-based fares are used in situations where the fare depends on the number of traversed fare
zones.
A ticket type with a zone-based fare refers to a specific fare zone type. Not all fare zones are auto-
matically relevant for a ticket. It are only the zones whose "type" corresponds to the fare zone type
of the ticket. This is how you can especially model independent fare zones belonging to different
fare systems, which can still overlap in space.
By default, a zone-based ticket is only applicable for paths which only include stops, which belong
to fare zones of the ticket type's fare zone type. To replicate the calculation logic up to and includ-
ing Visum 11, you can optionally ignore stops without fare zone. For the creation of new models,
this setting however is not recommended.
A stop can lie in several fare zones and one fare zone generally has several stops. However, it is
often clear which fare zones the passenger traverses on his path. Based on this information, the
number of traversed fare zones and thus the fare are calculated. In cases of a complex over-
lapping of fare zones, there might be several options of how to cover a path with fare zones.
Visum then selects the minimum number of overlapping fare zones and thus the most inex-
pensive fare.
A zone-based fare is still not applicable if the fare stage does not offer a fare for the determined
number of fare zones but is "empty".
Zone-based fares cannot be used in combination with PuT Aux and Sharing path legs, because
zones are linked to stops and stops are not used by PuT Aux and sharing systems.
Fare zones do not all have to be equivalent, but can be included with a cardinality into the count.
To do so, select a numeric, integer attribute and allocate the required values. A city center zone
counts twice in many fare systems for example. It then has to receive cardinality two.
Initial fare zones and end fare zones of a path can explicitly be excluded from the application of
cardinality.
You can specify the method of counting fare zones which have been traversed on a path several
times. Either each traversed fare zone is counted exactly once, or each entering into a fare zone
causes it to be counted again.

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10.5.1.1 Base fare calculation

Example: Fare structure "Zone-based fare"

Illustration 206: Example for a zone-based fare with three overlapping fare zones and six stops.
The fare zones in this example have different cardinalities - fare zone 2 is to be counted twice:

Fare zone Cardinality

1 1
2 2
3 1

The following base fare is charged for the respective fare zones:

Number of fare zones Base fare [CU]

2.00
3.00
3.50
>3 4.00

The result being, the traversed fare zones and thus also the fare for all the paths in the example
network:

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 10.5.1.1 Base fare calculation

Path Traversed fare Number of counted fare zones (con- Base

zone numbers sidering the cardinalities) fare [CU]
Stop 1 - Stop 2 1 1 2.00
Stop 1 - Stop 3 1 1 2.00
Stop 1 - Stop 6 1 and 3 2 3.00
Stop 1 - Stop 4 1 and 2 3 3.50
Stop 1 - Stop 5 1 and 2 3 3.50
via 3 and 4
Stop 1 - Stop 5 dir- 1 and 2 or 1 and 3 2 (for the path through 1 and 3) 3.00
ectly via 2
Stop 1 - Stop 6 1 and 2 and 3 4 4.00
via 2, 3, 4, 5
Stop 1 - Stop 2 1 1 2.00
Table 226: Example network: Fare zones that have been traversed and fare

Fare structure "From-to zone-based fare"

From-to zone-based fares illustrate a matrix fare between fare zones. The fare thus only depends
on the start and end fare zones of the path. En route traversed fare zones do not play a role.
You can generate a complete fare matrix between all fare zones. From-to zone-based fares are
also suitable for the definition of exceptions: If trips from or to specific fare zones underlie a dif-
ferent fare structure, you can define the fares of these relations with a From-to zone-based fare,
which exceed the standard ticket type by its rank.
A From-to zone-based fare is not applicable if the matrix for the pair of start and end fare zone of
the path does not have an entry.
To define a fare from a fixed fare zone x to all other fare zones, you can create an entry for the fare
zone numbers (x, 0), thus using the value 0 as a wildcard for the end fare zone. Analog entries for
(0, y) are possible. Specific entries overwrite general entries, this means a fare defined for (x, y)
applies to trips from fare zone x to fare zone y, independent of whether fares for (x, 0), (0, y) or (0,
0) also exist.
If the start stop or the end stop of the connection lie within more than one fare zone, several fare
zone pairs have to be considered; the fare is then defined as a minimum of all entries.

Example: Fare structure "From-to zone-based fare"

For the example in Illustration 206 the following From-to zone-based fare can be modeled as an
alternative to the zone-based fare:

to fare zone 1 2 3
from fare zone
1 2.00 3.50 (*) 3.00
2 3.50 3.00 3.50
3 3.00 3.50 2.00

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10.5.1.1 Base fare calculation

A comparison with the zone-based fare defined above gives the following differences:
The fare does no longer depend on the exact course of the path; a comparison between dir-
ect and indirect path from stop 1 to stop 6 is no longer possible here, see cell (*).
However, different fares can be determined for paths with an identical number of fare zones if
required - these fares can even be asymmetrical. For example, trips from fare zone 3 to fare
zone 1 could cost 2.80 CU instead of the standard fare for two fare zones. Only the entry at
position (3, 1) would have to be changed. This could not be expressed in a zone-based fare.
In Visum, the above matrix can be modeled as follows:

from FZ to FZ Fare [CU]

1 1 2.00
2 2 3.00
3 3 2.00
1 3 3.00
3 1 3.00
0 0 3.50

The last entry is a wildcard for all fare zone pairs which were not mentioned explicitly before.
You can also express, that the ticket type is not applicable for certain pairs of fare zones:

from FZ to FZ Fare [CU]

4 All 2.70
All 4 [Empty field]

According to this definition, the ticket cannot be used for all trips to the new fare zone 4 - but for
trips in the opposite direction, for the fare of 2.70 CU.

Fare structure "Short-distance fare"

The short-distance fare is a standard fare for trips below certain threshold values for run time, trip
distance and/or number of stops. Short-distance fares can therefore only be applied to paths
which meet these threshold values.
A short-distance ticket type can also contain more than one set of threshold values (short-dis-
tance fare items). You can express for example, that there are specific fares for certain run times,
for example 1 CU up to 10 min, 2 CU up to 30 min, etc.
A short-distance ticket is applicable, as soon as the threshold values of at least one of its fare
items are fulfilled. The fare is defined as the minimum fares of all fare items, whose threshold val-
ues are met.

Example: Fare structure " Short-distance fare"

Fare item 1: Trips to the next stop only cost 0.50 CU:

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 10.5.1.2 Transport system-specific supplements

max. run time unlimited

max. distance unlimited
max. number of stops 1
Fare 0.50 CU

Fare item 2: as above, but only for trips with a maximum of 5 min run time. The fare is then only
0.30 CU.

max. run time 5 min

max. distance unlimited
max. number of stops 1
Fare 0.30 CU

The fare for fare item 2 can in principle also be selected higher than the fare for fare item 1. This
however, would not be reasonable because for trips up to the next stop with maximum 5 minutes
run time, both threshold values are satisfied, i.e. the fare is the minimum of both fares. This min-
imum would then be 0.50 CU, and the second fare item would have no effect. This is an example
of “Consistency of fare stages”.

Fare structure - “Time-based fare”

Time-based fares are used to model fares which directly depend on the journey time. The journey
time covers the period between the time of boarding at the first stop of the first path leg and the
last stop of the last path leg, including transfer walk and wait times. The fare between two con-
secutive fare items can be interpolated to model a linear course. A time-based fare is not applic-
able if the fare stage does not offer a fare for the determined journey time but is “empty". It thus
follows the logic of the distance-based fare.

Fare structure - “Direct distance fare”

Distance-based fares are used to model fares which directly depend on the distance covered. In
this case distance means direct distance (as the crow flies), not link or line route distance. The dis-
tance between boarding at the stop point of the first path leg and alighting at the stop point of the
final path leg. Calculations are performed based on the projection set. If no projection is set, the
Euclidean distance is used, interpreting the distance as a meter.

Consistency of fare stages

The fare stages of a ticket type (more precisely the fares at the fare items of the ticket type) can be
freely defined. In principle this also makes contradicting entries possible. For example, the fare for
a greater distance can be smaller than the fare for a shorter distance, or a short-distance fare for a
trip up to three stops can be more expensive than a short-distance fare for up to five stops. It is
recommended however, that such contradicting definitions should be avoided.

10.5.1.2 Transport system-specific supplements

Each ticket type has its own supplement regulations. These include PuT transport system dis-
tance supplements and fixed supplements, whereas for the latter a transport system rank can
also be set. Furthermore, you can define a minimum fare for each transport system.

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10.5.1.2 Transport system-specific supplements

Supplements are imposed for each application independently. This also applies if the same ticket
type is purchased several times on one connection.
You can define supplements for all PuT transport systems of the network in each ticket type. Of
course, only the settings for those transport systems, whose lines are connected with the fare sys-
tem of the ticket type are effective, which means for passengers are able to use the ticket type in
the first place.

Minimum fare
The minimum fare for each transport system is charged instead of the calculated total fare for the
ticket type, in case
the transport system appears on the path legs covered by the ticket and
the total fare is less than the minimum fare.
The minimum fare is thus not a component you can add, but a minimum value for the total fare to
be charged. As the regulation applies to all transport systems, the most expensive minimum fare
of all transport systems used, is the lower limit for the total fare of the ticket type.
Below you will find a simple example on minimum fares (see "Example: Calculation of fixed sup-
plements" on page 772).

Fixed supplements
Fixed supplements are constant additional charges which are added to the base fare of the ticket
type. Each PuT transport system has its own fixed supplement. For which of the path legs
covered by the ticket type, a fixed supplement can be imposed, is a central feature of the ticket
type. Select one of the following options:
Raise supplement once per transport system,
Raise supplement only for the top-ranking transport system,
Raise supplement per path leg.
In the first case, exactly one fixed supplement is incurred for each occurring transport system -
independent of how many path legs are being used with lines of the transport system.
In the second case, the ranks of the transport systems from the supplement regulations of the
ticket type, play a role. Using the ranks, you can express that a certain transport system (e.g. ICE)
discharges the passenger from paying fixed supplements for other transport systems (e.g. IC). If
several transport systems have the same rank, on the path legs covered by the ticket type, the
maximum fixed supplement of the top-ranking transport system applies. Ranks do not influence
distance-based supplements.
In the third case, a fixed supplement is imposed for each path leg anew, for the transport system
used.
The difference between the three options for imposing fixed supplements can be made clearer
with the following example:
Example: Calculation of fixed supplements

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 10.5.1.2 Transport system-specific supplements

Transport sys- Fixed supplement Minimum fare Rank Distance-based sup-

tem [CU] [CU] plement
IC 4.00 0.00 2 No
ICE 0.00 7.00 1 Yes
RE 0.00 0.00 3 No

These are the distance-dependent supplements for the ICE:

Number of fare points Fare [CU]

50 0.50
100 1.00
200 2.00
300 3.00
400 4.00
500 5.00
600 6.00
> 600 7.00

The considered calculation contains four path legs: IC, RE, IC and ICE. The following tables show
the calculation of the fare for the three different options for imposing fixed supplements:
1. Supplement once per transport system:

Path legs of the Fare Base fare Fixed sup- Distance sup- Minimum
connection points [CU] plement [CU] plement [CU] fare [CU]
IC 50 4.00 0.00 0.00
RE 200 0.00 0.00 0.00
IC 100 (*) 0.00 0.00 0.00
ICE 50 0.00 (**) 0.50 (***) 7.00
Sum 400 4.00 4.00 0.50
Fare total 8.50

(*) 0.00 CU, because the IC supplement was already imposed on the first path leg.
(**) 0.50 CU both for additive and proportional calculation of the distance supplement (see
"Distance-based supplements" on page 774).
(***) The minimum fare of 7.00 CU no longer has an effect, because the regular fare of 8.50 CU
is higher.
2. Supplement only for the top-ranking transport system:

Path legs of the Fare Base fare Fixed sup- Distance sup- Minimum
connection points [CU] plement [CU] plement [CU] fare [CU]
IC 50 (*) 0.00 0.00 0.00
RE 200 0.00 0.00 0.00

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10.5.1.2 Transport system-specific supplements

Path legs of the Fare Base fare Fixed sup- Distance sup- Minimum
connection points [CU] plement [CU] plement [CU] fare [CU]
IC 100 (*) 0.00 0.00 0.00
ICE 50 0.00 0.50 7.00
Sum 400 4.00 0.00 0.50
Fare total (**) 7.00

(*) Only the fixed supplement of the top-ranking transport system (ICE) is obtained, even if in
this case it is 0.
(**) The ICE minimum fare is imposed, because the ICE is used and the regular fare of 4.50
CU is lower than the ICE minimum fare.
3. Supplement per path leg:

Path legs of the Fare Base fare Fixed sup- Distance sup- Minimum
connection points [CU] plement [CU] plement [CU] fare [CU]
IC 50 4.00 0.00 0.00
RE 200 0.00 0.00 0.00
IC 100 (*) 4.00 0.00 0.00
ICE 50 0.00 0.50 (**) 7.00
Sum 400 4.00 8.00 0.50
Fare total 12.50

(*) Different than in the first case, reimposition of fixed IC supplement.

(**) The minimum fare of 7.00 CU no longer has an effect, because the regular fare of 12.50
CU is higher.

Distance-based supplements
Each PuT transport system has its own fare stage for distance-based supplements. They are cal-
culated exactly like distance-based base fares, therefore based on the number of fare points. The
number of fare points for each transport system, is only summed up across those path legs which
belong to lines of the transport system. Distance-based supplements are also added to the base
fare of the ticket type.
There are two variants, on how distance-based supplements can be read from the fare table of
the distance stages:
proportional calculation
additive calculation
This setting is a ticket type property. For proportional calculation, the distance supplement valid
for the sum of fare points of all path legs is adopted from the fare table and then multiplied by the
relative proportion of fare points of this transport system. The additive calculation is easier - the
distance supplements for the number of fare points of the transport system are directly imposed
for each transport system.
The following calculation example compares the two options:

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 10.5.2 Fare systems

Example: Calculation of distance-based supplements

On a connection, 100 fare points are traversed using ICE and 50 using IC. The distance-based
supplements are as follows:

Number of fare points (FP) ICE supplement [CU] IC supplement [CU]

3.00 2.00
<= 100 4.00 3.00
<= 150 5.00 3.50

Distance supplement for proportional calculation:

Distance supplement for additive calculation:

10.5.2 Fare systems

A fare system is a set of lines which have the same fare logic. In principle the passenger can there-
fore use these lines with one ticket. A fare system could for example be an individual operator or a
transport association.
One or more ticket types are allocated to each fare system for each PuT demand segment.

Example: Fare systems, ticket types and demand segments

There are two demand segments which model whether a monthly pass is in possession or not.
This differentiation is made in advance on the demand segment level, because purchasing a
monthly pass is a long-term choice and not just when selecting the concrete connection.
There are three fare systems included in the example: City, Metro and Long-distance rail. The
three fare systems are completely impartial for passengers without a monthly pass, where there is
a normal ticket and a short-distance ticket (with different properties) for both City and Metro.
Monthly pass buyers are, however, offered the same ticket for City and Metro.
Using the Visum demand segments, it is defined which PuT users are allowed to use which ticket
types in which fare system. The following table provides an overview:

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 10.5.2.1 "Fare reference" of a fare system

DSeg "Passengers without a DSeg "Passengers with a

monthly pass" monthly pass"
Fare system City Regular fare City (a Zone-based Monthly pass region
(Bus, Tram) fare),
Short-distance City (max. 10 min)
Fare system Normal fare metro (a distance- Monthly pass region
Metro based fare),
Short-distance Metro (max. 3
stops)
Fare system long-dis- Single ticket rail Monthly pass rail
tance rail
Table 227: Linking fare systems and demand segments

The fare system rank plays a role when lines belong to several fare systems, as can be seen in
several examples subsequently (see "Procedure for ambiguous fare systems" on page 780).

10.5.2.1 "Fare reference" of a fare system

The most important fare system property is determining how far an individual ticket is valid. This
may be an individual path leg, i.e. a new ticket has to be bought for each boarding. A second pos-
sibility would be that a ticket is valid for successive path legs within a fare system, and a new ticket
only has to be bought when leaving the fare system and entering it again. Thirdly, a ticket may be
valid for all path legs of a connection, which belong to the same fare system - even if path legs of
other fare systems lie in between. All three cases are practice-related.
The central fare system attribute Fare reference is used to model this aspect and can assume
one of the following values:
Each path leg separately: A ticket has to be bought for each path leg of the fare system.
Each group of contiguous path legs: A ticket has to be bought for each group of con-
tiguous path legs of a fare system.
All path legs together: For all path legs together, i.e. for the whole trip, one ticket is suf-
ficient for this fare system.
Path legs which belong to another fare system, can never be used with the same ticket.

Example: Fare system property "Fare reference"

We are looking at a connection with four path legs, with transport systems Bus – Tram – Train –
Bus. Using the above example of the three fare systems: Bus and Tram belong to the same fare
systems City, therefore, the same ticket types are valid. The transport system Train belongs to the
fare system Rail.
To keep the example simple, let's assume the following ticket types:
Regular fare City: 100 CU for all distances.
Short-distance City: 60 CU for all trips up to max. 10 min. In the example, only the trip on the
first bus is shorter than 10 min.
Regular fare Rail: 200 CU for all distances.

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 10.5.2.1 "Fare reference" of a fare system

Even if the fare structure has been simplified, this example clearly shows, how the total fare
changes subject to the fare-reference. Due to the fare reference, the following fares apply for the
connection:

Fare refers to...

Path leg - TSys Fare sys- Each path leg sep- Each group of contiguous All path legs
tem arately path legs together
1 – Bus City 60 100
(Short-distance) 100 also includes bus at
2 – Tram City 100 the end

3 – Train Rail 200 200 200

4 – Bus City 100 100 no extra fare
Fare total 460 400 300

In the first case the passenger pays for each path leg in the fare zone "City" individually and
only for the first path leg is he allowed to use the short-distance ticket, because all other path
legs have an operating time of more than 10 minutes.
In the second case the successive path legs 1 and 2 can be used with the same ticket.
Only in the third case do you only pay once for the entire fare zone "City".
The third path leg is ignored, because the "Train" belongs to a separate fare system.
The example of start and transfer fares are supplemented:

Example: Fare reference and initial and transfer fares

Supplement / deduction FS City FS Rail

Initial fare 100 200
Transfer fare from FS City to … 50 -20
Transfer fare from FS Rail to … 80 0

Both fare systems therefore require an initial fare as a base value at trip start. Transfers within the
same fare system cost an additional 50 CU for the case "City". For the case "Rail", there are no
extra charges. For a transfer from "Rail" to "City", an additional 80 CU are charged. For a transfer
from "City" to "Rail", there is a discount of 20 CU.
The table below displays the initial and transfer fares, which are added to the base fares listed
above:

Fare refers to...

Path leg - TSys Fare sys- Each path leg Each group of con- All path legs
tem separately tiguous path legs together

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 10.5.2.2 Ticket selection in a fare system

1 – Bus City 100 100

100 also includes bus at
2 – Tram City 50 the end
3 – Train Rail -20 -20 -20
4 – Bus City 80 80 no extra fare
Sum of initial and 210 160 80
transfer fares
Fare sum (s. 460 400 300
above)
Total fare 670 560 380

Even if the example is simple, you can see what great influence the "Fare-reference" has on the
fare calculation and thus on the fare itself. It is therefore very important to define it according to the
real fare conditions of the modeled network.

10.5.2.2 Ticket selection in a fare system

In reality the ticket can not always be selected freely – even if in principle several ticket types can
be applied – because there is usually a predefined order. This order is modeled in Visum by the
rank of ticket types. It defines the hierarchy of the ticket types within the fare system.
Taking the above example let's look at the case of an individual fare system, which has three dif-
ferent ticket types:
1. Fare condition descriptions:

1 Normal The fare of the ticket type depends on the number of traversed fare zones as fol-
fare lows:
1 fare zone: 2.00 CU
2 fare zones: 3.00 CU
3 fare zones: 3.50 CU
4 or more fare zones: 4.00 CU
2 Airport All trips into or out of the special zone Airport are subject to a exception. They con-
ticket stantly cost 3.75 CU, independent of the fare zone at the other end point of the
path.
3 Short-dis- For all trips up to ten minutes run time, a short-distance ticket can be used for the
tance fare of 1.00 CU. These do not include trips from or to the airport.
fare

2. Modeling in Visum:
To model these fare conditions, the three ticket types have the following properties:

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 10.5.2.3 Initial fare and transfer fare

The airport ticket has the highest rank (for example 1), because it has to be used in all
cases where it can be applied (for all trips from and to the airport)
The airport ticket is a From-to zone-based fare, because the fare only depends on initial
fare zone and target fare zone of the connection. In this fare matrix however, only those
relations whose start or destination fare zone is the airport, are occupied. Other entries do
not exist, which shows the restricted applicability.
The short-distance ticket has the next higher rank (for example 2), because for all trips out-
side of the airport, it is always bought when it is applicable. A maximum duration of 10
minutes is stipulated. There are however no threshold values for trip distance or number
of stops.
The normal (zone-based) fare has the lowest rank (for example 3). The ticket can basic-
ally always be used, as the number of traversed zones provides unambiguous fare inform-
ation. Its lower rank however ensures that it is not used for the special cases airport trip or
short-distance, but for one of the other two.
3. Examples for paths in this fare system (and its fares):
A trip over 20 minutes from fare zone city center to fare zone sports field leads through
another fare zone university. These are three fare zones, the fare costs 3.50 CU.
A trip over 8 minutes leads from fare zone city center to fare zone university. A short-dis-
tance ticket applies, the trip costs 1.00 CU.
A trip over 7 minutes and another over 12 minutes leads from fare zone university to fare
zone airport. In each case the airport ticket for 3.75 CU applies.
A trip within the fare zone also costs 3.75 CU.
A trip over 45 minutes from fare zone university via fare zone airport leads to fare zone
industrial park. The airport is not start or destination fare zone, the normal fare for three
fare zones (3.50 CU) therefore applies.

10.5.2.3 Initial fare and transfer fare

In the standard case, all fare systems are independent, so that the total fare for a connection is the
sum of fares per fare system. Transfer fares allow modeling of interactions. Like the initial fare,
they are added to the ticket type's basic fare for the fare system.
The initial fare is only imposed for the first path leg and depends on the fare system of the first
path leg. The transfer fare is calculated for each transfer, where a new ticket has to be bought. It
depends on the fare systems of the lines, where the transfer is made.
Both components can be negative for modeling deductions. The resulting total fare of a con-
nection is however greater or equal to zero.

Example:
Initial and transfer fares(see ""Fare reference" of a fare system" on page 776)

10.5.2.4 Fare weights

For the fare computation it is assumed that passengers have full knowledge of all fare systems.
Thus, the minimum fare will be selected if several fares applied to the connection taking the fare
system ranks into account. Fare weights can be used to model restrictions to the assumption

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 10.5.3 Fare calculation

above. This is achieved by computing a 'perceived' fare for the alternatives on the basis of the fare
weight. The perceived fare will only be regarded for the selection of the real fare.

Example:
Trip from C Town to A Town, Part 3. (see "Procedure for ambiguous fare systems" on
page 780)

10.5.3 Fare calculation

The total fare of a PuT connection is generally equal to the sum of fares for the individual fare sys-
tems, which occur on this path. Interactions can only be considered through transfer fares (see
"Transport system-specific supplements" on page 771).

Note: If there is a passenger trip chain between vehicle journeys, the switch between the jour-
neys is not counted as a transfer in PuT assignment. For fare calculation, however, the soft-
ware accounts for two separate path legs and the corresponding fare rules and transfer fares
are applied.

Decisive is "those which occur on this path". If the fare system per path leg is clear, i.e. each used
line (or the PuT supplement transport systems) belongs to exactly one fare system, fare cal-
culation is split into separate blocks and the calculation within a block is carried out as described
before (see "Ticket selection in a fare system" on page 778).
This is also the case for the above example on "fare-reference", because the fare for the train line
is completely independent of the fare calculation for the other three path legs (see "Example: Fare
system property "Fare reference"" on page 776). In such a simple situation, there is only one pos-
sible fare system combination, in step 1 of the algorithm on fare calculation (see "Algorithm for
fare calculation" on page 784).
The general case of several possible fare systems per path leg, however, requires an extension of
the previously described modeling.

10.5.3.1 Procedure for ambiguous fare systems

If lines belong to several fare systems, many possibilities will potentially occur for the selection of
fare systems (and therefore tickets) on a connection. The following examples show typical situ-
ations, where such multiple-allocation is necessary.
To systematically compare and determine all possibilities, fare systems also receive ranks, which
expresses a specified order. First however, an example which does not need any ranks:

Example: Fare calculation for ambiguous fare systems, trip to C Town, part 1
Let's consider the following path legs:

From To Line (TSys) Fare system

A Town bus terminal A Town main station Bus 42 (Bus) City
A Town main station B Town Regional train City or Rail
B Town C Town Intercity Rail

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 10.5.3.1 Procedure for ambiguous fare systems

It is assumed, that on the middle path leg both City and Rail ticket types can be used, in particular
all stops up to and including B Town belong to fare zones of the fare system City.
The total path can therefore be used in two different ways (fare systems City-City-Rail or fare sys-
tems City-Rail-Rail), and the passenger selects the inexpensive one of the two.
Note: In each of the two variants the regional train ticket may also apply for the path leg directly
before or after the used line – exactly then when the "fare-reference" of your fare system (City or
Rail) is "Each group of contiguous path legs" or even "All path legs together". This aspect is how-
ever, not subject of the example
If no ranks are assigned to the fare systems, all fare systems have the default rank 1, and there is
no hierarchical order. All possibilities have to therefore be examined and the most inexpensive
used, which is what this example wants.

Example: Fare calculation for ambiguous fare systems, trip only to B Town
Let's now look at the case, that the trip already ends in B Town:

From To Line (TSys) Fare system (with rank)

A Town bus terminal A Town main station Bus 42 (Bus) City (#1)
A Town main station B Town Regional train City (#1) or Rail (#2)

The validity range of the fare system City is not left and we assume, that the regional train in this
case, is only allowed to be used with tickets from this fare system. This even applies if it were
more inexpensive to buy a Rail ticket from the main station.
To model this ranking in Visum, the fare system City must have a higher rank (for example 1),
than the fare system Rail (for example 2). Within the fare calculation the fare systems are
regarded in descending rank order and the highest ranking used, which is applicable. Because for
the rank 1 fare system a valid ticket already exists in this example, the rank 2 variant is not even
reviewed.

Example: Fare calculation for ambiguous fare systems, trip to C Town, part 2
What does this definition of ranks now imply for the previous example, where explicitly both fare
systems could be applied for the regional train line?

From To Line (TSys) Fare system (with rank)

A Town bus terminal A Town main station Bus 42 (Bus) City (#1)
A Town main station B Town Regional train City (#1) or Rail (#2)
B Town C Town Intercity Rail (#2)

Compared to the case, that the trip ends in B Town, it is not possible to use the entire connection
within the prior-ranking fare system City, because the intercity to C Town is not included. A rank 2
fare system is therefore inevitable on this path. This is the starting point for a definition of ranks of
fare system combinations, which enable maximum flexibility when modeling such fare conditions.

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10.5.3.1 Procedure for ambiguous fare systems

Note: The rank of a combination of fare systems T = {t1, t2,…, tn} is defined as the maximum
rank of one of its fare systems: Rank(T) := maxiRank(ti).
With this specification one obtains an order on the set of all fare system combinations.
This means in the course of fare calculation, Visum regards all of them and selects the most
inexpensive total fare. Only if there are no valid combinations for a rank, will the combinations
of the next lowest rank be considered.
The global fall-back fare is only applied if no valid combination exists. This can be assigned
with a value such as -1, to easily identify paths without valid ticket(s) after an assignment. If
fares incur an assignment in the impedance definition, please note that a higher fall-back fare
(e.g. 99999) prevents paths without a valid ticket(s) from being found and loaded.

In the example, fare system combinations City-City-Rail and City-Rail-Rail are possible. Their
ranks are the same, because max {1, 1, 2} = 2 and max {1, 2, 2} = 2. That is why none of the two
are prior-ranking; the passenger in the regional train is therefore not fixed to the fare system City.
By allocating rank 1 for fare system City and rank 2 for fare system Rail, it was overall achieved
that the regional train within the City network can only be used with City tickets, but for trips across
the network boundaries, it can also be used within the Rail fare system.

Example: Fare calculation for ambiguous fare systems, trip from C Town to A Town bus
terminal, part 3
As in the previous example, for the trip in the opposite direction the same combinations of the
same rank are returned from which the fare with the most favorable total fare is chosen. It is
assumed, that a combination costs 35 € (Rail) plus 5 € (City-City), i.e. 40 €, whereas the other vari-
ant costs 40 € (Rail-Rail) plus 2 € (City), i.e. 42 €. On the basis of the previous assumptions it fol-
lows, that the fare for Rail- City- City is chosen. This choice presumes the pedestrians' full
knowledge of all available fares. In reality, however, this is not always the case. Particularly it can
be assumed, that visitors and other groups do not have detailed knowledge of regional fares like
the City fare in our example, whereas the supra-regional Rail fare is well-known. To model, for
example, that a passenger uses a certain fare system (which is Rail in the example) for a trip sec-
tion which is as long as possible, the fare is weighted for the selection on the fare system level.
This weight helps to determine a "perceived" fare, which is the basis for the selected fare. In other
words, fare weights of 1 for the fare system Rail and 10 for City will change the choice, thus the
fare Rail-Rail-City will be favorable (perceived fare is 40+20=60 € compared to 85 € for Rail-City-
City).

Example: Fare calculation for ambiguous fare systems, trip to C Town, part 4
Let's now look at the variant, that the regional train itself goes to C Town:

From To Line (TSys) Fare system (with rank)

A Town bus terminal A Town main station Bus 42 (Bus) City (#1)
A Town main station C Town Regional train City (#1) or Rail (#2)

In this case it looks as if – exactly like for trips to B Town – the exclusive use of the City fare sys-
tem is forced. However, this only applies if the City ticket can be bought up to C Town if therefore
all stops including C Town lie within fare zones which belong to the zone-based fare of the City

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 10.5.3.1 Procedure for ambiguous fare systems

fare system. If this is not the case, the attempt to use the connection with fare systems of rank 1
fails, and fare system Rail is applied on the second path leg.
This makes it clear, that the affiliation of a line not automatically indicates, whether it can be used
on its entire itinerary with tickets of this fare system. An even clearer example is the following:

Example: Fare network with train fare system in the background

1. Description of the network and the fare conditions:
A regional train line traverses the range of four fare systems (networks), which all together are
zone-based fare systems. There are spatial overlaps between the first and the second as well as
the second and the third.

For trips on the regional train line within a fare system, ticket types of this fare system are man-
datory. This also applies if parts of the fare system area are traversed, which cover a different fare
system. For trips across the boundaries of a fare system, however, ticket types of the fare system
Rail long-distance must always be used.
This regulation still leaves the open question, which ticket type to buy if one entirely travels in the
covered section of two fare systems. The following regulation applies in this situation: In the
covered sections of fare system 2 with fare system 1 and with fare system 3, the latter has pre-
cedence.
2. Resulting modeling of the ticket type in Visum:
Because the line can at least be partially used in all five fare systems, it has to be allocated to all
fare systems. To express the precedence of fare systems 1 and 3 against fare system 2 in the
covered sections of the fare zones, both must have a higher rank (for example 1), than fare sys-
tem 2 (for example 2). The rank of fare system 4 is not important, it can be set to 3. The non zone-
based fare system 5 (Rail long-distance) must have the lowest rank (for example 5), because
each of the four zone fare systems have precedence if a trip takes place within it. These ranks
have a desired effect on the selection of the ticket type(s) through the following model:
Each zone-based fare system has a specific fare zone type, for example 1, 2, 3 and 4, and cor-
responding ticket types with fare structure zone-based fare. The spatial overlap of zone fare sys-
tems arises in the overlap of their fare zones. All stops served by the line, thus lie exactly in one
fare zone or in two fare zones of different types.

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 10.5.3.2 Algorithm for fare calculation

This is how you achieve that each of the zone-based ticket types can only be used if all traversed
stops lie within fare zones that belong to the fare system of the ticket. Two ticket types can only be
used in the covered range of the fare systems and there the fare system ranks provide specified
preference. The fare system "Rail long-distance" is used as a fall-back, because a valid ticket can
be bought for this one in any case.

10.5.3.2 Algorithm for fare calculation

The succession of all decisions which lead to the selection of the ticket(s) used on a path, can be
formulated as an algorithm. This particularly clarifies the meaning of the ranks for fare systems
and tickets.
Each path consists of a sequence of path legs. Each path leg has one PuT line which is con-
nected to one or more fare systems (or a PuT-Aux transport system which is also allocated to fare
systems). The algorithm on fare calculation is as follows:
1. Determining fare systems:
Go through all possible fare system combinations for the different path legs, i.e. in descending
ranking order (whereas Rank of the combination = Maximum rank of the fare systems in the
combination). Calculate the fare for each combination according to step 2. Select the lowest
fare from the fare system combinations of the same weighted rank. Compared to the fare, for
the weighted fare, the fare weight for each fare system is considered. If all fare systems of a
rank are invalid, consider the combinations of the next rank. If there is no valid fare system
combination, the global fall-back fare applies.
2. Analysis of a fare system combination:
If fixed fare systems are provided for all path legs, iterate over all fare systems used and cal-
culate their fares according to step 3. If all calculations lead to a valid fare, the sum is a valid
fare for the total path. If not, this fare system combination is invalid.
3. Consideration of a fare system on all path legs allocated to it:
According to the fare system attribute Fare reference, determine for which subsets of the fare
system path legs separate ticket types have to be used. Iterate over all these path leg subsets
and calculate their fares according to step 4. If all calculations supply a valid fare, the sum is a
valid fare for the fare system. If not, fare calculation for this fare system fails.
4. Consideration of a fare system of a path leg subset:
For a fare system and a predefined path leg subset, iterate over all ticket types which are used
by the fare system, in descending order. Calculate the fare for each ticket type according to
step 5. From the ticket types of the same rank, select the one with the lowest fare. If you cannot
use any ticket types of the same rank, consider using a ticket type of the next rank. If there is
not a single, applicable ticket type, the fare system is not permitted on the path leg subset.
5. Consideration of a ticket type on a path leg subset:
Calculate the base fare according to the fare structure of the ticket type (Distance-based fare,
Zone-based fare, From-to zone-based fare, Short-distance fare). If the fare table does not con-
tain a valid entry, the ticket type cannot be applied. Calculate the initial fare for the first path leg
of the path. Calculate the transfer fare according to the fare systems between which the trans-
fer took place.

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 10.5.4 Application of fares

If distance-based supplements have been activated for the ticket type, calculate and add the
distance-based supplement for the counted number of fare points. If the supplement table
does not contain an appropriate entry, the ticket type cannot be applied. Determine and add up
the fixed supplement. Compare the total fare with the minimum fares of all occurring transport
systems and raise it if necessary.

10.5.4 Application of fares

With a fare model, fares can be taken into account in both the headway-based assignment and
the timetable-based assignment procedures. Alternatively, you can model a linear dependence in
terms of fare points measuring the traversed distance for the headway-based assignment.
The following skim matrices can be derived from both PuT assignment types:
Fare
Number of traversed fare zones
Please note that the skim "Number of fare zones" only counts those fare zones, which are rel-
evant for determining the fare. If a ticket has priority (or is cheaper with the same rank), which has
a different fare structure other than a "zone-based fare", fare zones on path legs of this ticket do
not play a role and are not counted for the skim. This is necessary, because several fare zone sys-
tems, separated by type, may exist next to each other and each ticket type applies to fare zones of
one type at the most. "The" number of fare zones does not exist.
After an assignment you can access the ticket type used for each path leg, via the PuT path legs
list and analyze both the fare and the revenue for each path leg.
The difference between fare and revenue is, that fares always refer to the Visum fare model, rev-
enues however can be calculated alternatively as a fixed revenue per passenger trip or as a rev-
enue per fare point.
Fares from the fare model can also be used as input data for Revenue calculation within the PuT
operating indicators (see "Revenue calculation using the fare model" on page 823).

10.6 PuT operating indicators

Line costing calculations are based on operational indicators. They can be divided into the fol-
lowing categories:
General indicators
Indicators for the measurement of transport supply
Indicators for the measurement of transport performance
Indicators for the calculation of operating costs
Indicators for the calculation of fare revenues
Indicators for vehicle requirement and line blocking (see "Line blocking" on page 707).
The indicators are described in the indicator categories. To find out for which network objects the
indicators can be calculated, refer to the file IndicatorAvailability.xls in the directory ...\Program
Files\PTV Vision\PTV Visum 2022\Doc\Eng of your Visum installation.
Dependent on the indicator, different procedures have to be carried out, to calculate the indicator
values. Some indicators are already available after a PuT assignment, others after the procedure

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 10.6.1 Example for PuT operating indicators

PuT operating Indicators has been executed with certain settings. Furthermore, it also depends
on whether indicators are calculated on the line hierarchy or for territories. The Indic-
atorSource.xls file, in the directory ...\Program Files\PTV Vision\PTV Visum 2022\Doc\Eng in
your Visum installation, contains an overview of the indicators, the procedures used to calculate
them, and the calculation settings required. The following procedures are relevant for the cal-
culation:
PuT operating indicators
Territory indicators
PuT assignment
Line blocking
Operating indicators are based on the trips stored in the model. These are available in models for
timetable-based assignments. Models that are headway-based are based on time profiles where
an attribute points to the headway. The PuT operating indicators calculation can also take these
supplies into account and generates a corresponding number of trips for the calculation. The
extent of these trips always corresponds to the full extent of the time profile. These internally gen-
erated trips are not visible to the user and do not overwrite any existing trips at the time profiles.
The skim calculations for the selected time profiles are based exclusively on the headway data.
After the calculation you will receive the same skims as with the timetable-based assignment
except for:
Skims of the transport performance
Revenues based on the vehicle journey and objects below it in the line hierarchy
Indicators of transport performance for operators and their passenger trip-based revenues
The indicators are calculated for analysis period, analysis horizon, and analysis time intervals
(provided that analysis time intervals are defined). There are however exceptions, where there is
no calculation for analysis time intervals. This is characterized in the indicator table ( Indic-
atorAvailability.xls) as follows:
AHP = available for analysis period and analysis horizon
AHPI = available for analysis time intervals, analysis period, and analysis horizon.
X = indicator is available but does not show a time reference

10.6.1 Example for PuT operating indicators

The following example Example_LLE.ver (Illustration 207) is used to illustrate the indicator cal-
culations. The description of the indicator categories pick up this example again. You can find the
example in the following directory: ...\Users\Public\Public documents\PTV Vision\ PTV Visum
2022\Example_Net\.

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 10.6.1 Example for PuT operating indicators

Illustration 207: Example network with two lines and volume data

Transport supply
The transport system of the demonstration example consists of two lines with two line routes per
line (outward and return line routes), but partially shortened trips.

Line Start Dest. Length First tCur Last Run time Number Valid day
stop stop [km] dep. [min] dep. [min] of trips
BUS > 10 40 27.5 06:07 12:40 6:07 12:45 AM 19 daily
AM AM PM
BUS < 40 10 27.5 6:02 12:40 6:02 12:45 AM 19 daily
AM AM PM
BUS > 30 40 7.5 5:37 12:40 5:37 12:13 AM 19 weekdays
AM AM PM
BUS < 40 30 7.5 6:29 12:40 6:29 12:13 AM 19 weekdays
AM AM PM
TRAIN 20 40 10.0 6:29 12:40 6:29 12:16 AM 19 daily
> AM AM PM
TRAIN 40 20 10.0 6:09 12:40 6:09 12:16 AM 19 daily
< AM AM PM
Table 228: Transport supply in Example_LLE.ver

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10.6.1 Example for PuT operating indicators

Projection factors and analysis time slices

The model contains an analysis period TI1 for the traffic during morning peak hours (8 a.m. to 9
a.m.). The projection factors on the analysis horizon for valid days are assigned accordingly (see
User Manual: Chpt. 17.46, page 1540).

Valid day Proj. factor transport supply Proj. factor hourly costs
daily 365 365
weekdays 260 260
Table 229: Projection factors for the valid days in Example_LLE.ver

The projection factor for demand segment PuT is allocated as follows.

Demand segment Projection factor

PuT 365
Table 230: Projection factor for the demand segment

Vehicles used

Vehicle type Seat capacity Total capacity

Standard bus 35 90
Low floor bus 35 50
Train 200 400
Table 231: Total capacity provided in the vehicles of example Example_LLE.ver

Fare model
The fare model includes two fare zones, which have been assigned the following stops.

Number Name FZ100 FZ200

10 A-Village X
20 C-Village X
30 B-Village X X
40 X-City X
Table 232: Fare model in Example_LLE.ver

Stop 30 (B village) is located exactly between fare zones FZ100 and FZ200, and is therefore
assigned to both fare zones.

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 10.6.1 Example for PuT operating indicators

Tickets and Fares

Fare zones One-way ticket Multiple trip ticket (4 trips) Monthly pass [CU]
[CU] [CU]
One-way fare Fare One-way fare Fare One-way
fare
up to 2 fare 1.00 3.20 0.80 60.00 1.50
zones
up to 3 fare 2.00 6.40 1.60 60.00 1.50
zones
up to 4 fare 3.00 10.40 2.60 60.00 1.50
zones
as of 4 fare 5.00 12.00 3.00 80.00 2.00
zones
Table 233: Fares of the fare model in Example_LLE.ver

Additionally, a supplement of 3.00 CU (currency units: for example, Euro, Pound, Dollar) is
required for each rail ticket.

Transport demand
Table 234 shows the number of passengers between the zones.

FromZone ToZone Line1 Line2 OD demand

A-Village X-City Bus1 Train 2000
X-City A-Village Train Bus1 2000
A-Village C-Village Bus1 200
C-Village A-Village Bus1 200
C-Village X-City Train 5000
X-City C-Village Train 5000
B-Village X-City Bus1 2000
X-City B-Village Bus1 2000
Sum 18400

Table 234: Transport demand between the zones in Example_LLE.ver

Cost rates
Link costs
Track charge of 100 CU/km on railway track between stop 20 and stop 40, plus depreciation
charge of 100000 CU. All other links have a utilization fee of 10 CU/Km and running costs of
20 CU in the analysis horizon.
Vehicle costs

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 10.6.2 Indicators for line route and timetable evaluation

Standard bus Low floor bus Train

Service Empty Service Empty Service Empty
Cost rate per hour [CU/h] 300.00 200.00 300.00 200.00 700.00 500.00
Cost rate per km [CU/km] 5.00 5.00 5.00 5.00 10.00 10.00
Cost rate per vehicle [CU/Veh/AP] 7000.00 7000.00 20000.00
Table 235: Cost rates for vehicles in Example_LLE.ver

In addition, a charge of 50 CU/h is due for each vehicle combination Train.

The operator costs amount to annual administrative costs of 1,000 CU for the bus operator
and 5,000 CU for the train operator as well as depreciation costs of 100,000 CU each.

10.6.2 Indicators for line route and timetable evaluation

The following indicators comprise line data, which are made up of the line route and the timetable.
Demand data is not required for calculation.

Indicator Description
Line network Sum of link lengths of the links traversed by line routes. Traverses a line route a
length (dir- link more than once, it is only counted once.
ected)
Line network Compared to the directed line network length, for links which are traversed in
length (undir- both directions, only the undirected values (this means, the mean value from the
ected) lengths of both directions) is counted. If the link is only traversed in one direction,
the undirected length corresponds to the directed length.
Network Total length of links open to transport system. The length of both directions is
length (dir- included in the calculation.
ected)
Network Compared to directed network length, for links the average link length (this
length (undir- means the mean value from the lengths of both directions) is counted for both
ected) open directions.
Number of The meaning of this indicator depends on the network object for which it is cal-
lines culated.
Main lines take the number of lines into consideration, which belong to the
main line.
PuT operators take the number of lines into consideration, which are oper-
ated by the PuT operator.
Blocks take the number of lines into consideration, which are traversed on a
block.
Links take the number of lines into consideration, which traverse a link.
Transport systems take the number of lines into consideration, which use
this transport system.
For zones / main zones, a line is regarded if the zone is connected to a node
with a stop point, which is traversed by the line. No line trip has to serve the
stop point

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 10.6.2 Indicators for line route and timetable evaluation

Indicator Description
Stops take the number of lines into consideration, which traverse this stop.
No line trip has to serve the stop
Stop points take the number of lines into consideration, which traverse this
stop point. No line trip has to serve a stop point.
Num lines Additionally returns the number of lines for each transport system. Otherwise,
TSys the indicator is analog to the number of lines.
Num line Number of line routes of a line or number of line routes run by a vehicle com-
routes bination during a block.
Number of Number of stop points, which lie within a territory polygon.
stop points
total
Number of Number of served stop points, which lie within a territory polygon. A stop point is
stop points served, when it is traversed by a line route. Thus, a line route item with this stop
served point is required and for the respective time profile item boarding or alighting has
to be possible. It is not necessary that trips serve this stop point.
Stops served The meaning of this indicator depends on the network object for which it is cal-
culated.
Territory PuT detail regards the number of served stops being located within
a territory polygon. Stops are not served if none of the time profiles includes
a stop at one of the stop's stop points. Multiple stops within a stop are only
counted once
Lines take the number of stops into consideration, which are traversed by a
line. This is independent of whether a stop at the respective stop point is
intended in the time profile or not
Line routes regard the number of served stops, which are traversed by the
line route. This means, that stops are not served if no time profile contains a
stop at one of the stop's stop points
Time profiles take the number of stops into consideration, for which a stop is
intended for its stop points, in the TP
Vehicle journeys take the number of stops into consideration, where a
vehicle journey stops
Transport systems take the number of stops into consideration, which a
transport system traverses. This is independent of whether a stop (boarding
or alighting) is intended in the respective time profiles
Earliest depar- Earliest departure from stop point located inside territory. This is the earliest
ture departure within the analysis period, not necessarily the first departure of the
day (for example, departure at 12:20 a.m.).
Latest arrival Latest arrival at stop point located inside territory. This is the latest arrival within
analysis period, not necessarily the last departure of the day (for example,
arrival at 11:59 p.m.).

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Indicator Description
Stop time The stop time, which accumulates from stop events at stop points within the ter-
ritory polygon. The stop time is made up of the input attribute Stop time at the
time profile items.
Number of The meaning of this indicator depends on the network object for which it is cal-
PuT depar- culated. The indicator is especially interesting for time interval-related analyses,
tures to determine the departures within a certain time interval for example.
For main lines / lines it returns the number of vehicle journeys run by this
line.
For line routes it returns the number of vehicle journeys run by this line route
For time profiles it returns the number of vehicle journeys using this time pro-
file
For PuT operators it returns the number of vehicle journeys operated by this
PuT operator
For transport systems it returns the number of vehicle journeys operated
with this transport system
For stops it returns the number of vehicle journeys which stop for boarding.
Stop events at several stop points within the stop are counted repeatedly. If
a stop is traversed several times within a vehicle journey, the departures are
also counted repeatedly
For stop points it returns the number of vehicle journeys which stop for
boarding.
Number of In contrast to Number of PuT departures, the number of departures is returned
departures- by transport system. The calculation is otherwise the same.
TSys The coupling is taken into account if there is a coupling at the departure at the
stop point.
Number of Number of vehicle journeys, which stop for alighting at the stop or the stop point.
PuT arrivals Multiple stop events are counted several times for a stop.
The coupling is taken into account if there is a coupling on arrival at the stop
point.
Number of In contrast to Number of PuT arrivals, the number of arrivals is returned by
arrivals-TSys transport system. The calculation is otherwise the same.
Number of ser- The meaning of the indicator depends on the network object for which it is cal-
vice trips culated:
uncoupled For a vehicle journey it is the number, how often this vehicle journey has
been carried out in the particular time slot (AH, AP, TI)
For vehicle journey items it is returned, how often this vehicle journey tra-
verses the respective vehicle journey item (crucial are start and end stop
points of the vehicle journey). It is irrelevant whether boarding or alighting is
permitted
For time profiles, the number of vehicle journeys is returned which use the
time profile in the particular time slot

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 10.6.2 Indicators for line route and timetable evaluation

Indicator Description
For time profile items, the number of vehicle journeys is returned which tra-
verse the time profile item in the particular time slot (crucial are start stop
point and end stop point of the vehicle journey). It is irrelevant whether
boarding or alighting is permitted
For main lines/lines/line routes, the number of vehicle journeys in the time
slot is returned
For the line route course, the number of vehicle journey services traversing
the line route item is returned (start and end stop point of the trip are decis-
ive, it is irrelevant whether boarding or alighting is permitted)
For territory analyses, the number of vehicle journeys which are carried out
in the territory in the time slot is returned. A vehicle journey is added to the
territory if at least one stop of the vehicle journey lies within the territory. The
stop point location is not crucial, but the stop location.
For PuT operators, the number of vehicle journey services in the time slot of
the operator's vehicle journeys is returned
For line blocks, the number of occurrences of vehicle journeys in the line
block is returned
For links and (main) turns, the number of services in the time slot of vehicle
journeys which traverse a link is returned. A link is regarded as if being tra-
versed if the vehicle journey traverses more than 50 % of the link's length. If
a vehicle journey traverses a link or (main) turn multiple times, then it is
taken into account multiple times.
For a transport system, the number of vehicle journey services in the time
slot of vehicle journeys using this transport system is returned
For zones, a vehicle journey counts for a zone if the zone is connected via a
node which is the access node to a stop area, and if the vehicle journey
stops at one of the stop points of the same stop for passenger board-
ings/alighting
Number of ser- In contrast to the indicator Number of service trips uncoupled, coupled
vice trips vehicle journeys count as one vehicle journey for this indicator. If two vehicle jour-
neys have been coupled in a section, the vehicle journey item attribute has value
0.5 for each service within the particular time slot, and 0.33 if three vehicle jour-
neys have been coupled, etc. Accordingly, coupled departures count as one
departure in the stop point attribute, for example.
Since a vehicle journey, a time profile and a line route can be coupled by section,
this indicator can only be returned for network objects with a unique location ref-
erence. For line routes, time profiles and vehicle journeys, it cannot be returned.
For vehicle journey items it is returned, how often this vehicle journey tra-
verses the respective vehicle journey item (crucial are start and end stop
points of the vehicle journey). Coupled vehicle journeys count pro-
portionally. It is irrelevant whether boarding or alighting is permitted

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Indicator Description
For time profile items, the number of vehicle journeys is returned which tra-
verse the time profile item in the particular time slot (crucial are start stop
point and end stop point of the vehicle journey). Coupled vehicle journeys
count proportionally. It is irrelevant whether boarding or alighting is per-
mitted.
For line route items, the number of vehicle journeys is returned which tra-
verse the line route item in the particular time slot (crucial are start stop point
and end stop point of the vehicle journey). Coupled vehicle journeys count
proportionally. It is irrelevant whether boarding or alighting is permitted.
For links, the number of services in the time slot of vehicle journeys which
traverse a link is returned. A link is regarded as if being traversed if the
vehicle journey traverses more than 50 % of the link's length. Coupled
vehicle journeys count proportionally.
For zones, a vehicle journey counts for a zone if the zone is connected via a
node, which is the access node to a stop area, and if the vehicle journey
stops at one of the stop points of the same stop for passenger board-
ings/alighting. Coupled vehicle journeys count proportionally.
For a stop the number of vehicle journeys is returned which stop at the stop
for passenger boarding/alighting in the particular time slot. Multiple stop
events at stop points of the stop are counted several times. Coupled vehicle
journeys count proportionally.
For a stop point the number of vehicle journeys is returned which stop at the
stop point for passenger boarding/alighting in the particular time slot.
Coupled vehicle journeys count proportionally.
Number of ser- For PuT-Detail evaluations this indicator only differs from the Number of ser-
vice trips vice trips uncoupled if there are vehicle journeys with several vehicle journey
(vehicle com- sections and these differ in terms of the vehicle combination. In contrast to Num-
bination) ber of service trips uncoupled the number of service trips is distributed to the
vehicle journey sections in this case. If vehicle journey sections differ only in
terms of the valid days, the values Number of service trips (vehicle com-
bination) and Number of service trips uncoupled will match. Therefore, the
evaluation of this indicator is useful for territory analyses only for levels in com-
bination with xVehComb.
Number of ser- In contrast to Number of service trips, the number of vehicle journeys is
vice trips- returned by transport system. The calculation is otherwise the same. Especially
TSys coupled vehicle journeys only count proportionally.
Number of In contrast to the skim Number of service trips uncoupled, for this skim, the
section ser- traverses are added, for which the number of vehicle journey sections is decis-
vice trips ive. This allows for an evaluation via double tractions if these are modeled via
parallel vehicle journey sections.
Skims based on links, line route items and vehicle journey items are available.
Mean service Calculation is dependent on the network object.
trip length

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 10.6.2 Indicators for line route and timetable evaluation

Indicator Description
For a transport system, service km / number of service trips applies
Otherwise, service km / number of departures applies
Number of The meaning of the indicator depends on the network object for which it is cal-
stop events culated:
Territories: Number of stop events at stops within the territory polygon.
Regarding multiple stopping at several stop points of a stop during a vehicle
journey, all stops are counted and assigned to the territory within which the
stop lies. The number of stop events in the territory counts for each vehicle
journey and is aggregated for the other levels, if necessary. Different from
the indicator "Stop points served" trips are required. Otherwise stop events
do not count.
For a stop the number of vehicle journeys is returned which stop at the stop
for passenger boarding/alighting in the particular time slot. Multiple stop
events at stop points of the stop are counted several times. Couplings are
taken into account if the arrival was coupled or is coupled at the start stop
point. The indicator is calculated from the maximum of arrivals and depar-
tures.
For a stop point the number of vehicle journeys is returned which stop at the
stop point for passenger boarding/alighting in the particular time slot. Coup-
lings are taken into account if the arrival was coupled or is coupled at the
start stop point. The indicator is calculated from the maximum of arrivals and
departures.*()
Number of Unlike the Number of stop events, the number of weighted stop events is cal-
stop events culated by half of the sum of arrivals and departures of vehicle journeys. This
indicator therefore also counts stop events, but does not provide integer values.
Instead, an arrival at the end of a vehicle journey (a vehicle journey section, etc.)
is only half a stop event.
Number of Unlike the Number of stop events, couplings are not taken into account.
stop events Coupled vehicle journeys are counted individually. The calculation is otherwise
uncoupled the same.
Number of In contrast to the Number of weighted stop events, couplings are not taken
weighted stop into account. Coupled vehicle journeys are counted individually. The calculation
events is otherwise the same.
uncoupled
Number of In contrast to the Number of stop events, the number of stop events is output
stop events per transport system. The calculation is otherwise the same. In contrast to the
per transport number of stops, the number of stops is output per transport system. The cal-
system culation is otherwise the same.
Number of In contrast to the Number of stop events, the number of the vehicle journey
section stop sections is output. The calculation is otherwise the same.
events

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10.6.2 Indicators for line route and timetable evaluation

Indicator Description
Number of In contrast to the Number of weighted stop events, the arrivals and depar-
weighted start tures of vehicle journey sections are output. The calculation is otherwise the
stop events same.
Number of Number of vehicle journeys that start at a stop in the territory. For passenger trip
start stop chains between vehicle journeys, only stop events at the outer ends are accoun-
events ted for.
Number of Number of vehicle journeys that end at a stop in the territory. For passenger trip
end stop chains between vehicle journeys, only stop events at the outer ends are accoun-
events ted for.
Number of Number of events at a stop where boarding and alighting are not allowed. Coup-
passage lings are taken into account.
events
Number of Number of events at a stop where boarding and alighting are not allowed. Coup-
passage lings are not taken into account.
events
uncoupled
Number of In contrast to the Number of passage events, the number of vehicle journey
section pas- sections is output. The calculation is otherwise the same.
sage events
Mean service Calculation is dependent on the network object.
time For a transport system, service time / number of service trips applies
Otherwise, service time / number of departures applies
Is coupled (Respective) time profile is coupled with another time profile (1) or not coupled
(0).
Effectively An effective coupling means the following: a vehicle journey, which is coupled
coupled with another vehicle journey via its corresponding time profile, is really carried
out (in other words: at least one vehicle journey service is required for each of
the coupled time profiles, these vehicle journeys have to be active and require a
valid 'valid day'. For a valid valid day, the valid day is within the analysis period
and both coupled vehicle journeys are carried out on the same day).
Relation: For an item that allows for alighting, the relation between vehicle journeys con-
Reached sists of all vehicle journey items that fulfill the following conditions:
departing depart within 20 minutes from the earliest attainable departure time
vehicle jour- are located at stop point of same stop as stop point of origin vehicle journey
ney items item
have time profile item that allows for alighting
are unequal to the vehicle journey item (so that continued journey is not
counted as a transfer)
are not reached through a passenger trip chain
attainable in terms of transfer times

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 10.6.2 Indicators for line route and timetable evaluation

Indicator Description
for which the valid day via the arriving section and the departing section
have one common day within the analysis period.
A relation allows you to perform an analysis that identifies areas within the net-
work where connections were changed due to departure times of individual
vehicle journeys being moved back.
Relation: For an item that allows for alighting, the relation between vehicle journeys con-
Missed depart- sists of all vehicle journey items that fulfill the following conditions:
ing vehicle depart up to 20 minutes earlier than the earliest attainable departure time
journey items and fulfill all other conditions of the relation "Attained departing vehicle jour-
ney items"
Relation: For an item that allows for alighting, the relation between vehicle journeys con-
Reaching sists of all vehicle journey items that fulfill the following conditions:
arriving arrive up to 20 minutes earlier than the earliest attainable departure time
vehicle jour- and fulfill all other conditions of the relation "Attained departing vehicle jour-
ney items ney items"
Relation: Miss- For an item that allows for alighting, the relation between vehicle journeys con-
ing arriving sists of all vehicle journey items that fulfill the following conditions:
vehicle jour- arrive within 20 minutes from the earliest attainable departure time
ney items and fulfill all other conditions of "Attained departing vehicle journey items"
Relation: These attributes sum up the number of vehicle journey items in the relation
Number of "Reached departing vehicle journey items" for all vehicle journey items located
reached trans- at a stop point of the stop.
fers
Relation: These attributes sum up the number of vehicle journey items in the relation
Number of "Missed departing vehicle journey items" for all vehicle journey items located at a
missed trans- stop point of the stop.
fers

Table 236: Indicators for line route and timetable evaluation

(*) Prior to Visum 2022, indicators were available as Number of service trips.

Calculation example: Number of departures per transport system

Number of departures for analysis period = number of vehicle journeys, which depart on Jan
02, 2006
For the bus, the number of departures (AP) = 76 (Trips no. 96 to 172)
For the train, the number of departures (AP) = 38 (Trips no. 58 to 95)
Number of departures for analysis horizon = Num Departures (AP) • projection factor of valid
day
For the bus, the number of departures is calculated (AH) = 38 • 365 + 38 • 260 = 23750
For the train, the number of departures is calculated (AH) = 38 • 365 = 13870
Number of departures for analysis period TI1 = Number of vehicle journeys, whose departure
time lies between 8 a.m. and 9 a.m.

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 10.6.3 Measurement of the transport supply

For the bus, the number of departures results from (TI1) = 7 (Trip no. 99, 100, 119, 120, 138,
139, 157)
For the train, the number of departures results from (TI1) = 3 (Trip no. 61, 80, 81)

Calculation example: Number of service trips per transport system

For the analysis period and the analysis horizon, the number of service trips complies with the
number of departures in this example. The difference between the two indicators can be seen
when looking at the analysis period TI1. Now also vehicle journeys are counted, whose departure
does not lie in the time interval between 8:00 a.m. and 9:00 a.m., though they are running in this
time slice.
Number of service trips analysis period TI1 = number of vehicle journeys between 08:00 AM
and 09:00 AM.
For the bus, the resulting number of service trips (TI) = 10 (Trip no. 98, 99, 100, 118, 119, 120,
138, 139, 156, 157)
For the train, the resulting number of service trips (TI) = 4 (Trip no. 60, 61, 80, 81)

10.6.3 Measurement of the transport supply

Transport supply indicators express operational efforts in length units or in time units. Demand
data is not required for their calculation.

Indicator Description
Service Kilometers traversed by vehicle journeys. Trip length via all vehicle journeys and
kilometers number of departures.
Section ser- Compared to ServiceKm, the length of each individual vehicle journey section is
vice kilo- added (as long as it lies within the analysis period).
meters
Service Time required by vehicle journeys. Trip length via all vehicle journeys and number
time of departures.
Section ser- Compared to service time, the duration of each individual vehicle journey section is
vice time added (as long as it lies within the analysis period). Also the dwell time between
adjacent vehicle journey sections is included.
Empty kilo- Kilometers traversed by empty trips. Compared to vehicle journeys, no passengers
meters are carried on empty trips.
Empty kilometers = Pull-out kilometers + Interlining kilometers + Pull-in kilometers
Section Compared to EmptyKm, the length of each individual vehicle journey section is
empty kilo- added (as long as it lies within the analysis period).
meters
Empty time Time required by empty trips. Compared to vehicle journeys, no passengers are
carried on empty trips.
EmptyTime = Pull-out time + Interlining time + Pull-in time

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 10.6.3 Measurement of the transport supply

Indicator Description
Section Compared to empty time, the duration of each vehicle journey section is added (as
Empty long as it lies within the analysis period).
Time
Operating Operating kilometers = Service kilometers + Empty kilometers
kilometers
Section Compared to EmptyKm, the length of each individual vehicle journey section is
operating added (as long as it lies within the analysis period).
kilometers
Out-of- Operating time = Service time + Empty time
depot time
Section Compared to operating time, the duration of each vehicle journey section is added
operating (as long as it lies within the analysis period).
time
Stop time Stop time of all stop events
Section In contrast to a stop time, the stop times of overlapping vehicle journey sections are
stop time counted multiple times.
Seat capa- Sums up the number of seats of the vehicle combinations over all vehicle journey
city sections of the object, for which the indicator is determined (e.g. lines). This attrib-
ute is only available for the elements of the line hierarchy and for PuT operators
and transport systems.
Seat kilo- Seat Km = Section Service Km • Number of seats of vehicle combinations
meters Summed up over all vehicle journey sections and number of departures.
Seat hours Seat Hours = Section Service Time • Number of seats of vehicle combinations
Summed up over all vehicle journey sections.
Total capa- Sums up the total seating and standing capacity of the vehicle combinations over
city all vehicle journey sections of the object, for which the indicator is determined (for
example, lines). This attribute is only available for the elements of the line hierarchy
and for PuT operators and transport systems.
Total capa- Total Capacity Km = Section Service Km • Total seating and standing capacity of the vehicle com-
city kilo- binations
meters Summed up over all vehicle journey sections.
Total capa- Total Capacity Hours = Section Service Time • Total seating and standing capacity of the vehicle
city hours combinations
Summed up over all vehicle journey sections.
Length Length covered by the time profile items in the territory (attribute is only available
via Territory - PuT Detail, for level Territory x Time profile (x Vehicle combination)
and Territory X Vehicle journey (x Vehicle combination)).

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10.6.3 Measurement of the transport supply

Indicator Description
Run time Travel time used to cover the time profile items in the territory, (attribute is only
available via Territory - PuT Detail, for level Territory x Time profile (x Vehicle com-
bination)).
Mean Mean speed = Service kilometers / Service time
Speed
Capacity Number of seats of vehicle combinations, which traverse this link, summed up over
PuT Seats all vehicle journey sections (Attribute is only available for links).
Capacity Total seating and standing capacity of the vehicle combinations, which traverse
PuT total this link, summed up over all vehicle journey sections and the number of depar-
tures (Attribute is only available for links).
Number of The number of vehicles which are - according to the current block version -
Vehicles required for the reference object, (line, line route, etc.). The indicator value cor-
(in pro- responds to the number of blocks, which cover the vehicle journey sections of the
portion to reference object. If a block covers vehicle journey sections of several objects, for
length) the vehicle the proportion of the vehicle journey sections and optionally of the
unproductive distances (such as empty trips) of the reference object is added to the
line length of all vehicle journey sections.
Number of As above, but the addition to the reference object is instead carried out with the
vehicles (in share of vehicle journey sections and optionally with the share of unproductive peri-
proportion ods (such as layover and setup times) of the reference object in the service time of
to time) all vehicle journey sections.

Table 237: Indicators of the transport supply

Calculation example: Service kilometers per transport system

Service km for the analysis period = Number of trips (AP) • Trip length.
For the bus it applies that ServiceKm (AP) = 38 • 27.5 km + 38 • 7.5km = 1,045 km + 285 km =
1,330 km
For the train it applies that ServiceKm (AP) = 38 • 10 km = 380 km
Service km for the analysis horizon = Service km (AP) • Projection factor of the valid day
For the bus it applies that ServiceKm (AH) = 1045 km • 365 + 285 km • 260 = 455525 km
For the train it applies that ServiceKm (AH) = 380 km • 365 = 138700 km
Service km for the analysis time interval TI1 results from summing up the km data from all trip
sections, whose respective line route items depart in this time slice
For the bus it applies that ServiceKm (TI1) = 113.75 km. The calculation is made clearer by
Illustration 208.

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 10.6.3 Measurement of the transport supply

Illustration 208: Calculation of service kilometers between 8 a.m. and 9 a.m.

For the train it applies that ServiceKm (TI1) = 3 • 10 km = 30 km (Trip numbers 61, 80, 81)

Calculation example: Seat km per transport system

Seat km for the analysis period = ServiceKm (AP) • Number of seats summed up over all trip
sections.
For the bus it applies that SeatKm (AP) = 1330 km • 35 = 46550 km
For the train it applies that SeatKm (AP) = 380 km • 200 = 76000 km
Seat km for the analysis horizon = Seat km (AP) • Projection factor of the valid day summed
up over all trip sections.
For the bus it applies that SeatKm (AH) = 38 • 262.5 km • 260 + 38 • 962.5 km • 365 =
15,943.375 km
For the train it applies that SeatKm (AH) = 76000 km • 365 = 27740000 km
For seat km in the analysis time interval TI, the calculation is analog to the service km cal-
culation (Illustration 208).
For the bus it applies that SeatKm (TI) = 35 • (27.5 + 3.75 + 15 + 12.5 + 5 + 27.5) km + 35 • (7.5
+ 7.5 + 7.5) = 3,981.25 km
For the train it applies that SeatKm (TI) = 30 km • 200 = 6000 km

Calculation example: Service time per transport system

Service time for the analysis period = Num PuT Departures (AP) • Times from Time profiles

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 10.6.4 Measurement of the network performance

For the bus it applies that ServiceTime (AP) = 38 • 45 min + 38 • 13 min = 2204 min = 36 h
44 min
For the train it applies that ServiceTime (AP) = 38 • 16 min = 608 min = 10h 8 min
Service time for the analysis horizon = Service time (AP) • Projection factor of the valid day
summed up over all trip sections.
For the bus it applies that Service time (AH) = 38 • 45 min • 365 + 38 • 13 min • 260 =
752590 min = 12543 h 10 min
For the train it applies that Service time (AH) = 38 • 16 min • 365 = 221920 min = 3698h 40 min
Service time for the analysis time interval TI: Calculation is done analog to the service kilo-
meter calculation (Illustration 208).
For the bus it applies that service time (TI) = 45 min + 13 min + (5 km/10 km) • 13 min + 12 min
+ (5 km/10 km) • 20 min + 13 min + 13 min + (5 km/10 km) • 20 min + 0 min + (5 km/10 km) •
12 min + 45 min + 13 min = 186.5 min = 3 h 10 min
For the train it applies that Service time (TI) = 3 • 16 min = 48 min

Calculation example: Mean speed per PuT line

Mean speed = ServiceKm(AP) / ServiceTime (AP)
For the bus it applies that vMean = 1330 km / 36h 44 min = 36.2 km/h
For the train it applies that vMean = 380 km / 10 h 8 min = 37.5 km/h

10.6.4 Measurement of the network performance

The indicators of the network performance result from the PuT line use by passengers. For the cal-
culation of the indicators, the volumes have to be available from the PuT assignment. Some of the
indicators are automatically calculated during assignment (see overview table IndicatorSource.xls
in the directory ...\Program Files\PTV Vision\PTV Visum 2022\Doc\Eng). If the vollume attributes
filter is activated, the volumes and thus the transport performance indicators are based on the act-
ive OD pairs and/or the active vehicle journey sections (see User Manual: Chpt. 17.7.7,
page 1151). The distribution of the volumes to the vehicle journey sections is carried out accord-
ing to the settings in the general procedure settings in menu Calculate > General procedure set-
tings > PuT settings > page Volumes.

Indicator Description
Passenger kilometers The link that passengers are driving with the PuT vehicle
(DSeg) Passenger kilometers = Passenger trips unlinked • trip distance from Board-
ing to Alighting stop
Passenger hours Time which the passengers spend in the PuT vehicle
(DSeg) Passenger hours = Volume • Duration
Passenger trips TSys Repeated boarding the same transport system is not counted more
(-DSeg) than once (for example transferring from one bus into another).
Passenger trips Line trips correspond to the number of passengers boarding per object
Unlinked / Passenger (line, route, operator, etc.). Counts each passenger using at least one
trips Unlinked PuT line route item in the territory. A passenger is not counted if he has
already used a vehicle journey of the same object on an earlier path

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 10.6.4 Measurement of the network performance

Indicator Description
leg. No passengers are counted for path legs that end exactly at the
start or start exactly at the end of a time interval.
PTripsUnlinked PuT_ Passenger trips per object additionally differentiated by demand seg-
Dseg ments. This attribute is only available for zones.
PTrips Unlinked Passenger trips with more than two transfers on the path from the origin
>2xTransfer zone to the destination zone. This attribute is only available for ele-
(DSeg) ments of line hierarchy.
PTrips Unlinked with Passenger trips with no transfers on the path from the origin zone to the
0xTransfer destination zone. This attribute is only available for elements of line hier-
(DSeg) archy.
PTrips Unlinked with Passenger trips with precisely one transfer on the path from the origin
1xTransfer zone to the destination zone. This attribute is only available for ele-
(DSeg) ments of line hierarchy.
PTrips Unlinked with Passenger trips with precisely two transfers on the path from the origin
2xTrans zone to the destination zone. This attribute is only available for ele-
(DSeg) ments of line hierarchy.
PTripsUnlinked Total_ Passenger trips per object additionally differentiated by demand seg-
Dseg ments. This attribute is only available for elements of line hierarchy.
Mean volume per trip Mean volume per trip = passenger kilometers / service kilometers
Mean volume to seat Mean volume to seat capacity ratio = passenger kilometers / seat kilometers
capacity ratio • 100
This attribute is only available for elements of line hierarchy.
Volume seat capacity Volume seat capacity ratio = volume / seat capacity • 100
ratio always starting from the journey item. This attribute is only available for
elements of line hierarchy.
Mean vol/cap ratio total Mean volume total capacity ratio = passenger kilometers / total capacity
kilometers • 100
This attribute is only available for elements of line hierarchy.
Total vol/cap ratio Total volume capacity ratio = volume / total capacity • 100
always starting from the journey item. This attribute is only available for
elements of line hierarchy.
Total vol/cap ratio PuT Volume capacity ratio PuT total = volume / total capacity • 100
This attribute is only available for elements of a link.
Boarding passengers Number of boarding passengers.
(DSeg) Boarding passengers = Origin boardings + Direct transfers + Transfers
Walk-Board
This attribute is available at the line hierarchy, at the stop, at the stop
point, and at the levels of the stop point analysis.

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10.6.4 Measurement of the network performance

Indicator Description
Alighting passengers Number of alighting passengers.
(DSeg) Alighting passengers = Destination alightings + Direct transfers + Pas-
sengers transferring alight-walk
This attribute is available at the line hierarchy, at the stop, at the stop
point, and at the levels of the stop point analysis.
PassOrigin (DSeg) Number of boarding passengers that have this stop as their origin. So
passengers who transfer here are not counted.
This attribute is only available at the stop, at the stop point, and at the
levels of the stop point analysis.
PassDestination Number of alighting passengers that have this stop as their destination.
(DSeg) So passengers who transfer here are not counted.
This attribute is only available at the stop, at the stop point, and at the
levels of the stop point analysis.
PassThrough Number of passing passengers. These are all passengers traveling
with a line that traverses this item of a line route / time profile / vehicle
journey, but they neither board nor alight here.
This attribute is available only at the line hierarchy and at the levels of
the stop point analysis.
PassThrough with stop Number of passengers with a stop event. This includes all passengers
(DSeg) using a line that stops at this stop point, but none of the passengers
boards or alights there.
This attribute is available only at the stop, the stop point and at the
levels of the stop point analysis.
PassThrough without Number of through passengers without a stop event. This includes all
stop (DSeg) passengers using a line that traverses the stop point, but does not stop
there. This attribute is only available for stops and stop points.
PassTransfer Number of passenger transfers in the territory
This attribute is only available for territories.
PassTransTotal Total number of passengers transferring at this stop or stop point
(DSeg) PassTransfer= passenger transfers directly + passenger transfers
walk-board + passenger transfers alight-walk
This attribute is only available for stops and stop points.
PassTransAlightWalk Number of passengers alighting at this stop or stop point and walking to
(DSeg) another stop or stop point for transfer
This attribute is only available for stops and stop points.

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 10.6.4 Measurement of the network performance

Indicator Description
PassTransDir (DSeg) Number of passengers transferring to another line at this stop or stop
point.
(This attribute is only available for stops and stop points.)
PassTransWalkBoard Number of passengers boarding at this stop or stop point after walking
(DSeg) from another stop or stop point.
(This attribute is only available for stops and stop points.)

Table 238: Indicators of the network performance

Calculation example: Passenger trips per line

Number of Passenger trips per analysis period
For the bus it applies that 8400 = 200(A->C) + 200(C->A) + 2000(A->X) + 2000(X->A) + 2000
(B->X) + 2000(X->B)
For the train it applies that 12000 = 5000(C->X) + 5000(X->C) + 1000(A->X) + 1000(X->A)
Passenger trips 0 transfers analysis period
For the bus it applies that 6400 = 400(A<->C) + 2000(A<->X direct) + 4000(B<->X)
For the train it applies that 10000 = 5000(C<->X) + 5000(X->C)
Passenger trips 1 transfer analysis period
For the bus it applies that 2000 = 2000(A<->X with transfer between bus and train)
For the bus it applies that 2000 = 2000(A<->X with transfer between bus and train)

Calculation example: Passenger kilometers per line

The value Passenger kilometers per analysis period is calculated as follows: PassKm(AP) =
Passenger trips • trip distance from Boarding to Alighting stop
For the bus it applies that 2400 • 10 km(A<->C) + 2000 • 27.5 km(A<->X) + 4000 • 7.5 km(B<-
>X) = 109000
For the train it applies that 12000 • 10 km(C<->X) = 120000
Note: Unlike the calculation of transport supply indicators, the projection factor of the demand
segment is regarded for the network performance indicators' projection to the analysis horizon
(AH) (see User Manual: Chpt. 17.13.3, page 1183).

The value Passenger kilometers per analysis horizon is calculated as follows: PassKm(AH) =
PassKm(AP) • Projection factor of the demand segment summed up over all demand seg-
ments.
For the bus it applies that 109000 km • 365 = 39785000 km
For the train it applies that 120000 km • 365 = 43800000 km
Passenger kilometers per analysis period TI:
For the bus it applies that 9660 km. The calculation can be taken from Illustration 209:

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10.6.4 Measurement of the network performance

Illustration 209: Calculation of passenger kilometers between 8:00 a.m. and 9:00 a.m.
For the train it applies that 3 • 10 km • 316 = 9480 km

Calculation example: Passenger hours per transport system

The value Passenger hours per analysis period is calculated as follows: PassHour(AP) = Pas-
senger trips • Run time from Boarding to Alighting stop.
For the bus it applies that 2400 • 12 min + 2000 • 45 min + 4000 • 13 min = 2846 h 40 min
For the train it applies that 12000h • 16 min = 3200 h
The value Passenger hours per analysis horizon is calculated as follows: PassHour(AH) =
PassHour(AP) • Projection factor of the demand segment summed up over all demand seg-
ments.
For the bus it applies that 2846 h 40 min • 365 = 1039033 h 20 min
For the train it applies that 3200 h • 365 = 1168000 h
The value Passenger hours per analysis period TI is calculated as follows.
For the bus it applies that 255 h 55 min. The calculation can be taken from Illustration 210.

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 10.6.5 Calculation of operating costs and fare gains (revenues)

Illustration 210: Calculation of passenger kilometers between 8 a.m. and 9 a.m.

For the train it applies that 3 • 16 min • 316 = 252 h 48 min

10.6.5 Calculation of operating costs and fare gains (revenues)

The Illustration 211 gives an overview of the cost and revenue model in Visum and its inter-
relations with the assignment results. The attribute names are bold in the depiction. Various set-
tings have to be made (see User Manual: Chpt. 25.3.2, page 2360).

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 10.6.6 Calculation of the operating costs

Illustration 211: Calculation schema for costs and revenues

Note: Please note that the reference period for costs and the reference period for revenues
have to match, in order to get reasonable cost coverage results. The revenues are calculated
for the assignment time period. The attribute OD trips total indicates the number of passenger
trips in the assignment time period; it thus varies according to the particular assignment time
period. Thus, the revenues also vary according to the temporal position and length of the
assignment time period. Cost calculation, however, refers to the analysis period. As the assign-
ment time period often only consists of the peak hour (e.g. evening rush hour from 4-6 p.m.),
project the results to the analysis period when you want to calculate cost coverage in your
model or combine indicators calculated in the assignment with indicators calculated in the pro-
cedure PuT operating indicators (file IndicatorSource.xls in the directory...\Program Files\PTV
Vision\PTV Visum 2022\Doc\Eng). To create identical reference periods, at the demand seg-
ment, define a projection factor of the assignment time period for the analysis period (see User
Manual: Chpt. 25.2, page 2358). The projection factor 1 is only correct here if you carry out an
assignment for the whole day.

10.6.6 Calculation of the operating costs

The total costs can be divided into vehicle-dependent costs and infrastructure costs. These are
the provided cost blocks:

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 10.6.6.1 Vehicle type-dependent costs

Vehicle type dependent costs

Hourly costs / Cost Time-dependent costs for personnel
time Time costs = service time • hourly costs rate of vehicle journeys + empty time • hourly cost
rate of empty trips
Kilometer costs / Kilometer-dependent costs for fuel, repairs, etc.
Cost distance Distance costs = ServiceKm • kilometer cost rate of vehicle journeys + empty kilometers •
kilometer cost rate of empty trips
Vehicle costs / Assigned fixed cost for a vehicle (debt service as well as other fixed costs
Cost vehicle such as insurance costs).
Vehicle costs = cost rate per vehicle unit • number of vehicles
The number of vehicles is an output attribute of line blocking.
Table 239: Vehicle type-dependent costs

Infrastructure costs
Stop point costs / Costs for the usage of stop points These can be composed of depreciation
Cost stop point costs (for example investment costs), running costs (for example main-
tenance costs) and utilization costs (for example fees for using the stops).
Costs 1/2/3 Three cost rates which are included in the calculation of stop point costs (see
stop points "Stop point cost" on page 814).
Link costs / Cost Costs for the usage of links (infrastructure cost) The link costs are divided
links equally between the vehicle journeys which use the link.
Costs 1/2/3 Three cost rates which are included in the calculation of link costs (see "Link
links costs" on page 811).
Operator costs / Share of costs for general operational costs These can be composed of
Cost operator depreciation costs (for example investment costs) or running costs (for
example maintenance costs).
Costs 1/2/3 Three cost rates which are included in the calculation of operator costs (see
operators "Operator cost" on page 815).
Table 240: Infrastructure costs

The total costs which accumulate for operating public transport, are returned in the following attrib-
ute.

Total cost
Cost Costs = time costs + distance costs + vehicle costs + stop point costs + link costs + oper-
ator costs
Table 241: Total cost

10.6.6.1 Vehicle type-dependent costs

The costs for a vehicle is composed of hourly costs, kilometer costs and fixed costs. In Visum,
these costs are assigned to vehicle units (see User Manual: Chpt. 25.2.2, page 2358). In practice
these kilometer and vehicle costs are dependent on the vehicle type used (for example standard

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10.6.6.1 Vehicle type-dependent costs

or articulated bus, or tram in single or multiple traction) and the hourly costs of the operator (for
example public or private operator, type of labor contract).

Hourly costs (attribute Cost time)

Time costs = service time • hourly costs rate of vehicle journeys + empty time • hourly cost rate of empty
trips
Service time describes the time for passenger transport. It can be taken from the timetable.
Empty time comprises the times for delay buffers, driver breaks or interlining and layover.
Line blocking is required for determining the empty times, otherwise this share is not included
in the hourly costs.

Kilometer costs (attribute Cost distance)

Distance costs = ServiceKm • kilometer cost rate of vehicle journeys + empty kilometers • kilometer cost
rate of empty trips
Service kilometers for transporting passengers are calculated directly from the vehicle jour-
neys in the timetable.
Empty kilometers arise from empty trips between the last stop of a service trip and the first
stop of another service trip, within a block.

Vehicle costs (attribute Cost vehicle)

Vehicle costs result from the fixed costs, which can be defined for each vehicle unit (see User
Manual: Chpt. 17.32.2, page 1390), and the vehicle demand determined by PuT line blocking.
Vehicle costs = cost rate per vehicle unit • number of vehicles
The attribute Cost rate per vehicle unit contains the fixed costs for each vehicle unit (the
acquisition costs for example). Fixed costs increase with every additional vehicle required.
The value Number of vehicles results from the necessary vehicle blocks. Line blocking is
therefore assumed for the calculation of vehicle costs.

Calculation example: Vehicle type-dependent costs for lines

This example regards the following vehicle type-specific cost rates (see "Example for PuT oper-
ating indicators" on page 786).

Vehicle units Standard bus Low floor bus Train

Service Empty Service Empty Service Empty
Cost rate per hour [CU/h] 300.00 200.00 300.00 200.00 700.00 500.00
Cost rate per km [CU/km] 5.00 5.00 5.00 5.00 10.00 10.00
Cost rate per vehicle unit 7000.00 7000.00 20000.00
[CU/Veh]
Reference period of the Analysis period Analysis period Analysis period
cost rate per vehicle unit

Table 242: Cost rates for the vehicle units

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 10.6.6.2 Link costs

Vehicle combinations Standard bus Low floor bus Train

Service Empty Service Empty Service Empty
Cost rate per hour 0.00 0.00 0.00 0.00 50.00 50.00
[CU/h]
Cost rate per km 0.00 0.00 0.00 0.00 0.00 0.00
[CU/km]
Table 243: Cost rates for the vehicle combinations

The following distances and times accumulate for the train:

Vehicle combination ServiceKm EmptyKm Service time Empty time

Train 380 km 0 km 10.13 h 0 h
Table 244: Distances and times for the vehicle combination Train in the analysis period

Calculating the vehicle type-dependent costs (distance costs, time costs and vehicle costs) for
lines returns the following result for the Train line.
Distance costs / analysis period
CostDist(AP) = CostKmService • ServiceKm(AP) + CostKmEmpty • EmptyKm(AP)

Time costs / analysis period

CostTime(AP) = CostTimeService • ServiceTime(AP) + CostTimeEmpty • EmptyTime(AP)

Vehicle costs / analysis period

CostVehicle(AP) = Cost rate vehicle unit • Number of vehicles

10.6.6.2 Link costs

Link costs are infrastructure costs, which accumulate when using a link. The link costs are divided
equally between the vehicle journeys which use the link. Up to three cost values (attributes
CostRate1_PuTSys - CostRate3_PuTSys) can be specified per link and transport system to
model link costs (see User Manual: Chpt. 17.16.7, page 1226). For each of these three cost val-
ues, one of the following cost types can be selected:
Depreciation costs, for example annual costs for depreciation and interest rates which result
from the investment cost for the link
Running costs, for example maintenance costs and operating costs
Utilization costs, for example fees for using stop points or tracks

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10.6.6.2 Link costs

Dependent on the selected cost type, the allocation of the costs to the individual vehicle journeys
is then carried out according to the formulas described below.

Cost type depreciation costs

CostValue: for example investment costs for a link (link attributes CostRate1-PuTSys, also 2
and-3)

with q = 1 + p/100

Cost type running costs

CostValue: for example annual maintenance costs for a link (link attributes CostRate1-
PuTSys, also 2 and-3)

Cost type utilization costs

CostValue: for example fees for using a link (link attributes CostRate1-PuTSys, also 2 and-3)
CostsLinkV, L, T = CostValueL, T

CostValueL, T Cost value which is entered as attribute of the link. For running costs the
value can refer to AP or AH. Depreciation costs and utilization costs can
either be distributed to all vehicle journeys or allocated only to vehicle
journeys which end or start at this stop point (see User Manual: Chpt.
25.3.2.5, page 2366).

CostsLinkAP, L, T Link costs of the link in the analysis period (AP)

CostsLinkV, L, T Costs for a vehicle journey V which uses the link

∑VL, T Number of vehicle journeys of transport system T which use link L.

FacTS The transport supply projection factor from AP to AH (see User Manual:
Chpt. 17.46.3, page 1542)
DT Depreciation time in years

p Interest rate [%]

Table 245: Formulas for calculating link costs

Calculation example: Link costs for vehicle journeys in the analysis period
Example for depreciation costs

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 10.6.6.2 Link costs

Cost rate 2 PuTSys(Train) 100000 CU

Interest rate p 7 %

Depreciation time DT 10 years

Projection factor transport supply 365

(FacTS)

Number of vehicle journeys of the 19

transport system train

Link Cost 2 of link 4

CostsLinkAP, L, T

Link Cost 2 of vehicle journey 58 39.008 / 19 = 2.053

Table 246: Example calculation for link depreciation costs

Example for running costs

Cost rate 3 PuTSys(Bus) 100 CU

Links traversed by vehicle journey 96 1 -> 2 -> 3 -> 5 -> 6 -> 7

Link lengths 5 km per link

Length reference of cost rate 3 Link length

Time reference of cost rate 3 Analysis horizon

Projection factor transport supply (FacTS) 365

Link Cost 2 for share of links 1, 2, 3 and 5 4 • (20 CU / (19 • 365)) = 0.01154 CU

Link Cost 2 for share of links 6 and 7 2 • (20 CU / (38 • 365)) = 0.00288 CU

Link Cost 2 for vehicle journey 96 0.01154 + 0.00288 = 0.01442 CU

Table 247: Example calculation for running costs of links

Example for utilization costs (in the example, stored in attribute Link Cost 1)

Cost rate 1 PuTSys(Train) 100 CU

Length of link 4 10 km

Length reference of cost rate 1 km

Link Cost 1 for vehicle journey (in this example, it is constant for 100 CU/km • 10km = 1000
all vehicle journeys of the train) CU
Table 248: Example calculation for link utilization costs

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 10.6.6.3 Stop point cost

10.6.6.3 Stop point cost

Stop point costs are infrastructure costs which accumulate when using a stop point. The costs are
defined for each stop point. The costs are evenly distributed between the vehicle journeys which
allow boarding and alighting on this stop point. Optionally, cost allocation may be limited to those
vehicle journey sections that start or end at the stop point. For passenger trip chains, only the
outer stops are accounted for. To model the costs, up to three cost values (attributes Cost rate1
to Cost rate3) may be entered for each stop point (see User Manual: Chpt. 17.30.2, page 1378).
For each of these three cost values, one of the following cost types can be selected.
Depreciation costs, for example annual costs for depreciation and interest rates which result
from the investment cost for the link
Running costs, for example maintenance costs and operating costs
Utilization costs, for example fees for using stop points or tracks
Dependent on the selected cost type, the allocation of the costs to the individual vehicle journeys
is then carried out according to the formulas described below.

Cost type depreciation costs

CostValue: for example investment costs for a stop point (Stop point attributes CostRate1 to 3)

with q = 1 + p/100

Cost type running costs

CostValue: for example annual maintenance costs for a stop point (Stop point attributes
CostRate1 to 3)

Cost type utilization costs

CostValue: for example fees for using a stop point (Stop point attributes CostRate1 to 3)
CostSPV, SP = CostValueSP

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 10.6.6.4 Operator cost

CostValueSP Cost value which is entered as an attribute of the stop point SP.
For running costs the value can refer to AP or AH. Depreciation
costs and utilization costs can either be distributed to all vehicle
journeys or allocated only to vehicle journeys which end or start
at this stop point.

CostSPAP, HP Stop point costs of the stop point SP in the analysis period (AP).

CostSPV, SP Costs for a vehicle journey V which uses the stop point SP.

∑VSP Number of vehicle journeys which use stop point SP.

FacTS The transport supply projection factor from AP to AH (see User

Manual: Chpt. 17.46, page 1540)
DT Depreciation time in years
p Interest rate [%]
Table 249: Formulas for the calculation of stop point costs

10.6.6.4 Operator cost

Up to three cost values (attributes Cost rate1 to 3) can be entered for each operator. For each of
these three cost values, one of the following cost types can be selected.
Depreciation costs, for example investment costs (debt service for depot and offices)
Running costs, for example maintenance costs (maintenance for the depot and admin-
istrative/sales costs).
To distribute operator costs to the vehicle journeys, which are operated by this operator, a dis-
tribution key can be specified which consists of the following weighted indicators
Service kilometers (WeightServKm)
Seat kilometers (WeightSeatKm)
Service time (WeightServTime)
Number of vehicle journeys (WeightJourneys)
Passenger trips unlinked (WeightPTripsUnlinked)
Passenger kilometers (WeightPassKmTrav)
With the values of any combination of these six attributes, you can thus distribute the operator
costs onto vehicle journeys. The weighting factors must amount to 100 % (see User Manual:
Chpt. 25.3.2.5, page 2366).

Distribution of operator costsOon a vehicle journey

The share of one vehicle journey V in the operator costs of its operator O is:

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10.6.6.4 Operator cost

Cost type depreciation costs

CostValueO: for example investment costs for a depot

with q = 1 + p/100

Cost type running costs

CostValueO: = for example annual maintenance costs for the depot

ShareV The share of one vehicle journey V in operator (O)

costs

FO Number of all vehicle journeys of operator O

CostValueO Cost value which is specified as operator attribute

CostOpAP, O Operator costs of operator O in analysis period

(AP)

CostOpV Operator costs for one vehicle journey V by oper-

ator O.

FacTS The transport supply projection factor from AP to

AH

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 10.6.6.4 Operator cost

DT Depreciation time in years

p Interest rate [%]
Table 250: Formulas for calculating operator costs

Calculation example: Depreciation costs

Cost rate 1: Investment costs for depot 7500000 CU

Depreciation time DT 10 years

Interest rate 7%

Projection factor transport supply 365

(FacTS)

Operator Cost 1 for "Urban operator"

= 2925.57 CU

Weight service kilometers 25 %

Service kilometers of trip 96 27.5 km

Service kilometers total for operator 1330km

"Urban operator"

Weight seat kilometers 25 %

Seat kilometers of trip 96 962.5 km

Seat kilometers total for operator 46,550 km

"Urban operator"

Weight passenger kilometers 50 %

Passenger kilometers of trip 96 2,495.0 km

Passenger kilometers total for operator 109,000 km

"Urban operator"

Share of vehicle journey 96 in operating

costs

Operator Cost 1 for vehicle journey 96 2925.57 CU • 0.022 = 63.73 CU

Table 251: Calculation example for depreciation costs of the operator

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 10.6.7 Calculation of the fare revenues (revenue calculation)

Calculation example: Running costs

Cost rate 2: Maintenance cost for depot 80000 CU

Time reference of the cost rate Analysis horizon

Projection factor transport supply 365

(FacTS)

Operator Cost 2 for "Urban operator"

Weight service kilometers 25 %

Service kilometers of trip 96 27.5 km

Service kilometers total for operator 1330 km

"Urban operator"

Weight seat kilometers 25 %

Seat kilometers of trip 96 962.5 km

Seat kilometers total for operator "Urban 46,550 km

operator"

Weight passenger kilometers 50 %

Passenger kilometers of trip 96 2,495.0 km

Passenger kilometers total for operator 109,000 km

"Urban operator"

Share of vehicle journey 96 in operating

costs

Operator Cost 2 for vehicle journey 96

Table 252: Calculation example for the running costs of the operator

10.6.7 Calculation of the fare revenues (revenue calculation)

With Visum revenues can be calculated and then distributed to the network objects. There are
three methods available for revenue calculation.
Specification of a fixed revenue for each passenger trip
For each passenger trip, a standard fare is assumed and distributed to the lines used by the
passenger. The revenue distribution can also be modified by specific parameter settings
(fixed amount per path leg, weighting by number of fare points, weighting by number of path
legs).
Specification of a revenue for each fare point

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 10.6.7 Calculation of the fare revenues (revenue calculation)

The revenue results from the following calculation: revenue/fare point multiplied by the num-
ber of fare points. The revenue distribution can also be modified by specific parameter set-
tings (fixed amount per path leg, weighting by number of fare points, weighting by number of
path legs).
Calculation of the revenues using the fare model
For each passenger trip, the fare is calculated from the current ticket type. This revenue is
then distributed over the lines used by the passenger. The revenue distribution can also be
modified by specific parameter settings (fixed amount per path leg, weighting by number of
fare points, weighting by number of path legs, and transport system-specific distribution of
supplements).
The decision for one of these three possibilities depends on the model's desired level of detail, the
availability of input data and the planned work load for modeling the revenue calculation. The
three possibilities of revenue calculation in Visum are described below. For each possibility, an
example calculation is carried out using the application example data.
Independent of the selected type of revenue calculation, the following output attributes (revenue
indicators) are available.

Indicator Description
Total revenue Total revenue from fare revenues which apply to the network object.
Rev_DSeg Revenue by demand segment from fare revenues which apply to the net-
work object.
Revenue total Total revenue from fare gains which applies to the territory and the selected
(length-pro- level. Distribution is proportional to the link lengths of the traversed links.
portional)
Revenue-DSeg Like revenue total (length-proportional), but only the revenue by demand seg-
(length-pro- ment.
portional)
Revenue total Total revenue from fare gains which applies to the territory and the selected
(fare point-pro- level. Distribution is proportional to the number of traversed fare points on
portional) links and time profile items.
Revenue-DSeg Like revenue total (fare point-proportional), but only the revenue by demand
(fare point-pro- segment.
portional)
Revenue Revenue per passenger trip = Revenue total / PTripsUnlinked
PTripUnlinked
Revenue Revenue per demand segment / passenger trips unlinked per demand segment
PTripsUnlinked_
Dseg
Cost coverage % Expresses the cost coverage in percent
Cost coverage % = Revenue total (length proportional) / Costs • 100

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 10.6.7.1 Revenue calculation from fixed revenue per passenger trip

Indicator Description
CostCov total Expresses the cost coverage in absolute numbers
Cost coverage total = Revenue total (length proportional) - Costs
Cost coverage Cost coverage per passenger trip = Cost coverage total / passenger trips unlinked
per PTripUn-
linked

Table 253: Revenue indicators

10.6.7.1 Revenue calculation from fixed revenue per passenger trip

To estimate the revenues from ticket fares, a revenue amount per passenger trip can be spe-
cified. In the following example, a fixed revenue of 4.00 CU per passenger trip is specified and the
revenue per line calculated. The distribution regards only the number of path legs (see "Revenue
distribution" on page 824). The following route table (PuT path legs) provides an overview of all
other indicators required, including the passenger trips.

From To zone Line From To Passenger Fixed revenue Revenue share

zone SP SP trips per passenger (Weighted with num-
trip [CU] ber of path legs)
A-Vil- X-City BUS1 10 20 1,501 4.00
lage (200)
(100)
Train 20 40 4.00

A-Vil- X-City BUS1 10 40 499 4.00 499 • 4.00

lage (200)
(100)
A-Vil- C-Vil- BUS1 10 20 200 4.00 200 • 4.00
lage lage
(100) (201)
X-City A-Vil- BUS1 40 10 1000 4.00 1000 • 4.00
(200) lage
(100)
X-City A-Vil- Train 40 20 1000 4.00
(200) lage
(100)
BUS1 20 10 4.00

X-City C-Vil- Train 40 20 5000 4.00 5000 • 4.00

(200) lage
(201)

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 10.6.7.2 Revenue calculation from fixed revenue per traversed fare point

From To zone Line From To Passenger Fixed revenue Revenue share

zone SP SP trips per passenger (Weighted with num-
trip [CU] ber of path legs)
X-City B-Vil- BUS1 40 30 2000 4.00 2000 • 4.00
(200) lage
(202)
C-Vil- A-Vil- BUS1 20 10 200 4.00 200 • 4.00
lage lage
(201) (100)
C-Vil- X-City Train 20 40 5000 4.00 5000 • 4.00
lage (200)
(201)
B-Vil- X-City BUS1 30 40 2000 4.00 2000 • 4.00
lage (200)
(202)

Table 254: Revenue share per path leg (ride case)

Revenues per line then result from summation of the revenue shares for each line.

Line Revenue per line

Bus1 3002 + 1996 + 800 + 4000 + 2000 + 8000 + 800 + 8000 = 28598
Train 3,002 + 2,000 + 20,000 + 20,000 = 45,002
Table 255: Revenue per line (ride case)

10.6.7.2 Revenue calculation from fixed revenue per traversed fare point
If fare points have been defined for links or time profile items of the model, revenue calculation
can regard a fixed revenue per traversed fare point (see User Manual: Chpt. 25.5, page 2370).
In the following example, a revenue of 0.20 CU per fare point is specified. The route table (PuT
path legs) provides an overview of the calculation.

From To Line From To NumFP PTrips Fixed rev- Revenue share

zone zone SP SP enue per (Weighted with num-
FP [CU] ber of path legs)
100 200 BUS1 10 20 10 1501 0.20

Train 20 40 20 0.20

100 200 BUS1 10 40 29 499 0.20

100 201 BUS1 10 20 10 200 0.20

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10.6.7.2 Revenue calculation from fixed revenue per traversed fare point

From To Line From To NumFP PTrips Fixed rev- Revenue share

zone zone SP SP enue per (Weighted with num-
FP [CU] ber of path legs)
200 100 BUS1 40 10 30 1000 0.20

200 100 Train 40 20 20 1000 0.20

BUS1 20 10 10 0.20

200 201 Train 40 20 20 5000 0.20

200 202 BUS1 40 30 10 2000 0.20

201 100 BUS1 20 10 10 200 0.20

201 200 Train 20 40 20 5000 0.20

202 200 BUS1 30 40 10 2000 0.20

Table 256: Revenue share per path leg

Revenues per line then result from summation of the revenue shares for each PuT path leg.

Line Revenue per line

Bus1 4503 + 2894 + 400 + 6000 + 3000 + 4000 + 400 + 4000 = 25197
Train 4503 + 3000 + 20000 + 20000 = 47503
Table 257: Revenue per line

Fare points can be defined for links and also for time profile items. In the calculation of the rev-
enue share for each path leg, the sum of fare points at both of those network objects goes in.

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 10.6.7.3 Revenue calculation using the fare model

Illustration 212: Calculation of the fare points for path legs

10.6.7.3 Revenue calculation using the fare model

The most precise variant of the revenue calculation is the one which is based on the Visum fare
model. To do so, fare systems and ticket types have to be defined and connected with the network
lines (see "PuT fare model" on page 761). A fare model provides a specific fare for each PuT path.
The revenue is first calculated on PuT path level. The passenger trips (volume) of the path are
thus multiplied with the fare. The revenue is then distributed to the PuT path legs (see "Revenue
distribution" on page 824). With a zone-based fare, the following revenues result for the paths in
the example Example_LLE.ver .

From To Path Passenger Number One- Supplement Fare = Base Revenue

zone zone legs trips of fare way for Train fare + Sup- =
zones ticket [CU] plement Volume •
base [CU] Fare
fare [CU]
[CU]
A-Vil- X-City Bus1 1,000 5 3.00 3.00 6.00 6000.00
lage Train
A-Vil- X-City Bus1 1000 6 3.00 0.00 3.00 3000.00
lage
A-Vil- C-Vil- Bus1 200 3 2.00 0.00 1.00 200.00
lage lage
X-City A-Vil- Bus1 1000 6 3.00 0.00 3.00 3000.00
lage
X-City A-Vil- Bus1 1000 5 3.00 3.00 6.00 6000.00
lage Train

© PTV Planung Transport Verkehr GmbH 823

 10.6.7.4 Revenue distribution

From To Path Passenger Number One- Supplement Fare = Base Revenue

zone zone legs trips of fare way for Train fare + Sup- =
zones ticket [CU] plement Volume •
base [CU] Fare
fare [CU]
[CU]
X-City C-Vil- Train 5000 4 1.00 3.00 4.00 20000.00
lage
X-City B-Vil- Bus1 2000 3 1.00 0.00 1.00 2000.00
lage
C-Vil- A-Vil- Bus1 200 3 1.00 0.00 1.00 200.00
lage lage
C-Vil- X-City Train 5000 4 1.00 3.00 4.00 20000.00
lage
B-Vil- X-City Bus1 2000 3 1.00 0.00 1.00 2000.00
lage
Sum 62400.00
Table 258: Calculation of the revenues per path (PuT routes)

10.6.7.4 Revenue distribution

Internally Visum first calculates the revenues for PuT paths. The revenues are then distributed to
the PuT path leg and then converted to the network object line hierarchy (lines, line routes, etc.).
You can influence the distribution of the revenues by the following parameters.
With Weight number of path legsyou can achieve an even distribution of the revenue over
all path legs. Each path leg receives the same revenue share if the weight is 100 %.
With Weight number of fare points the distribution will be based on the ratio between the
number of fare points on the path leg and the number of fare points on the total path. Thus
you can achieve, that longer (in terms of the number of fare points) path legs receive a
greater portion of the revenues.
You can select any weighting between both distribution possibilities, number of path legs and
number of fare points.
When specifying Fixed amount per path leg, each path leg first receives a fixed sum of the
total revenue. The remaining revenue is then distributed to the path legs according to the dis-
tribution rules mentioned above. If the sum of all of the fixed amounts exceeds the revenue to
be distributed, the fixed amounts are correspondingly reduced. If a fare model is used, the
supplements are not taken into consideration.
Note: Revenue distribution does not regard how the revenue was calculated (fare model, fixed
revenue per passenger trip or fixed revenue per fare point).

For revenue distribution the following formulas are applied

Share of fare points =FarePointsPathLeg/FarePointsTotal
Share path leg =1/NumberPathLegs

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 10.6.7.4 Revenue distribution

Revenue share path leg =(ShareFare • WeightingFarePoints + SharePathLeg • WeightingPathLeg)

Revenue path leg = Fixed revenue + (RevenuePassengerTrips - RevenueFixed • NumberPathLegs) • Rev-
enueSharePathLeg

NumberPathLegs Number of path legs in a passenger trip

FarePointsPathLeg Number of fare points in a path leg
FarePointsTotal Total number of fare points in the passenger trip
Revenue share path leg Share of the path revenue, which applies to the path leg
W-NumFarePt Weighting of fare points
W-NumPL Weighting of path legs W-NumFarePt + W-NumPL=1.0
RevenuePassengerTrips Revenue per passenger trip
Revenue fixed Revenue which is distributed to each path leg as a fixed amount
Revenue path leg Revenue which is distributed to the path leg

The revenue distribution is also demonstrated with the example Example_LLE.ver. A zone-based
fare model was modeled there and the calculation of the input data required for revenue dis-
tribution already demonstrated (see "Revenue calculation using the fare model" on page 823).
Revenue distribution is only carried out for those paths which comprise more than one path leg. In
the example, this is the path from A Village to X City, where 1,000 passengers use the bus and the
train, and back. As the number of path leg fare points is 10 for both the bus (A Village – C Village)
and the train (C Village – X Town), a distribution factor of 0.5 results in each case.

From origin zone 100 (A-Village)

To destination zone 200 (X-City)

Links in the course of Path 1 1 (Bus) -> 2 (Bus) -> 4 (Train)

Number of fare points on traversed Link 1: 5 (Bus)

links Link 2: 5 (Bus)
Link 4: 10 (Train)

Share fare points(Bus1)

Number of path legs of Path 1 2

Share path leg(Bus1)

Revenue on Path 1 6000 CU

Weighting of fare points 75 %

© PTV Planung Transport Verkehr GmbH 825

10.6.7.4 Revenue distribution

Weighting of path legs 25 %

Revenue path leg(Bus1)

Table 259: Revenue calculation for the path leg Bus1

If you want to return the revenues on the line level, the following calculation thus applies.

Line FromZone ToZone PTripsUnlinked Fare Revenue = PTrips • Fare

BUS1 A-Village X-City 1000 3.00 3000.00
A-Village X-City 1000 6.00

A-Village C-Village 200 1.00 200.00

B-Village X-City 2000 1.00 2000.00
C-Village A-Village 200 1.00 200.0
X-City A-Village 1000 3.00 3000.00
X-City A-Village 1000 6.00

X-City B-Village 2000 1.00 2000.00

Sum =16,400.00
TRAIN X-City C-Village 5000 4.00 20000.00
X-City A-Village 1000 6.00

C-Village X-City 5000 4.00 2000.00

A-Village X-City 1000 6.00

Sum =46000.00
Table 260: Aggregation of the path leg revenues to lines

Another calculation example illustrates the calibration options (especially the definition of a fixed
amount for each path leg). Let the following network be the example network.

Illustration 213: Example network for fixed amount per path leg

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 10.6.7.4 Revenue distribution

Passenger trips 3

Total number of fare points 12

Share fare points(Bus1)

Share fare points(Train)

Share fare points(Bus2)

Number of path legs 3

Share path leg

RevenuePassengerTrips 3.00
Table 261: Input data for the calculation example

Path leg Share per path leg Revenue per path leg
Bus 1 1.0 • 0.167 + 0.0 • 0.333 = 0.167 0.167 • 3.00 = 0.50
Train 1.0 • 0.500 + 0.0 • 0.333 = 0.500 0.500 • 3.00 = 1.50
Bus 2 1.0 • 0.333 + 0.0 • 0.333 = 0.333 0.333 • 3.00 = 1.00
Table 262: Revenue distribution W-NumFP = 1.0, W-NumPL = 0.0, FixSuppl = 0

Path leg Share per path leg Revenue per path leg
Bus 1 0.5 • 0.167 + 0.5 • 0.333 = 0.250 0.250 • 3.00 = 0.75
Train 0.5 • 0.500 + 0.5 • 0.333 = 0.417 0.417 • 3.00 = 1.25
Bus 2 0.5 • 0.333 + 0.5 • 0.333 = 0.333 0.333 • 3.00 = 1.00
Table 263: Revenue distribution W-NumFP = 0.5, W-NumPL = 0.5, FixSuppl = 0.00

Path leg Share per path leg Revenue per path leg
Bus 1 0.5 • 0.167 + 0.5 • 0.333 = 0.250 0.20 + 0.250 • (3.00 - 3 • 0.20) =
0.80
Train 0.5 • 0.500 + 0.5 • 0.333 = 0.417 0.20 + 0.417 • (3.00 - 3 • 0.20) =
1.20
Bus 2 0.5 • 0.333 + 0.5 • 0.333 = 0.333
0.20 + 0.333 • (3.00 - 3 • 0.20) =
1.00
Table 264: Revenue distribution W-NumFP = 0.5, W-NumPL = 0.5, FixSuppl = 0.20

© PTV Planung Transport Verkehr GmbH 827

 10.6.7.5 Calculation of cost coverage

When using a fare model (see "Revenue calculation using the fare model" on page 823), the dis-
tribution of supplements can also be influenced. With the option Distribute supplements to
transport systems you have the following possibilities:
If the option is selected, the supplement charged for the transport system is only distributed
to the path legs which are traversed by this transport system. This is how the supplement is
only distributed to the path legs, where the long-distance train is used, for example for a con-
nection where a local train without supplement and a long-distance train with supplement are
used.
If the option has not been selected, the supplement is distributed to all path legs according to
the distribution key, independent of whether the transport system, for which the supplement
was defined, is used for this path leg. This is how a regional train also benefits from the sup-
plement for a long-distance train, for revenue distribution, for example.
An example illustrates the differences between both methods. There is only one fixed supplement
in the example. To make it easier, there is no distance-based supplement. The base fare of the
connection is 30.00 CU.

TSys Number of Distribution Fixed sup- Transport system- Distribution of

(#Rank) fare points of the base plement based supplement the supplement
on path fare [CU] [CU] distribution onto onto all path
leg path legs [CU] legs [CU]
EC (#2) 100.00 10.00 7.00 (**) 3.50 2.33
IC (#2) 100.00 10.00 7.00 (**) 3.50 2.33
RE (#3) 100.00 10.00 0.00 0.00 2.33
Sum 30.00 (*) 7.00 7.00 7.00

(*) The fixed supplement of the top-ranking TSys (ICE) is only charged once, in this case 7.00 CU.
(**) The supplement of 7.00 CU is only distributed onto both transport systems EC and IC,
because they have the same maximum rank. If for example, the IC had a rank 3 and a fixed sup-
plement of 3.00 CU, the EC would obtain the complete supplement of 7.00 CU, when taking the
rank into consideration and distributing by transport system.

10.6.7.5 Calculation of cost coverage

For cost coverage calculation, total revenues have to be compared with total costs. The following
output attributes are available.

Indicator Description
CostCov total Expresses the cost coverage in absolute numbers.
CostCov total = Revenue total (length proportional) - Costs
CostCov Percent [%] Expresses the cost coverage in percent.

Cost coverage per passenger Expresses the cost coverage per passenger trip.
trip unlinked

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 10.6.8 Basic calculation principles for indicators

Indicator Description

This attribute is only available for the elements of the line hier-
archy and for PuT operators and transport systems.

Table 265: Indicators for the cost coverage calculation

For the application example, cost coverage data on line level is calculated as follows for Bus1 for
example.

Total revenue 16400.00 CU

Cost 36321.86 CU
CostCov total 16400.00 CU - 36321.86 CU = -19921.86 CU
CostCov Percent [%]

Passenger trips unlinked 8,400

Cost coverage per passenger trip
unlinked = -2.37 CU
Table 266: Cost coverage calculation from revenues and costs

10.6.8 Basic calculation principles for indicators

Here, the following indicator calculation principles are introduced.
Projection onto the analysis horizon (AH)
Aggregation along the line hierarchy (Aggregation of indicators on trip section level to indic-
ators of a higher level)
Temporal cut (Calculation of indicators for analysis time intervals)
Spatial cut ("Territory cut")
Impact caused by couplings
Projection of additional attributes

10.6.8.1 Projection to the analysis horizon

Using projection factors, the analysis period values of indicators can be extrapolated to any user-
defined analysis horizon. If your analysis period is one day and a service trip runs every day
throughout the year, you can for example use a projection factor of 365 to calculate the revenue
for the entire year. If the service trip only runs on weekdays, you can select a projection factor of
260. Depending on the indicator to be calculated, the projection factor has to either be set for the
valid day or for the demand segment (Table 267).

© PTV Planung Transport Verkehr GmbH 829

 10.6.8.2 Example of temporal dependencies of indicators

Indicator cat- Projection factor Transport Projection factor Hourly Projection

egory supply / Valid day costs / Valid day factor by DSeg
General indic- X
ators
Transport supply X
Network per- X
formance
Costs (apart from X
Cost Time)
Cost Time X
Revenues X
Table 267: Which projection factor applies for the calculation of indicators?

The application example makes the difference between the projection factors on valid days and
those by the demand segment clear. For trip 135, passenger kilometers and service kilometers
are compared to each other.

Valid day weekdays (Monday to Friday)

Projection factor Transport supply / Valid day 260

Service kilometers (AP) 7.5 km

Service kilometers (AH) 260 • 7.5 km = 1950 km

Projection factor Demand segment PuT 365

Passenger kilometers (AP) 397.5 km

Passenger kilometers (AH) 365 • 397.5 km = 145087.5 km

Table 268: Difference in the projection to AH for ServiceKm and PassengerKm

10.6.8.2 Example of temporal dependencies of indicators

For projection to the analysis horizon, the indicators of transport demand (network performance,
revenues), the indicators of the transport supply (operating supply, costs), and the hourly costs
are each projected with a different factor. This takes the fact into account that the transport
demand, for example at the weekend, can decline more severely than the transport supply. At the
same time, there are higher personnel costs, i.e. higher hourly cost rates on Sundays.
The projection factors for transport supply and hourly costs can be specified for each valid day
separately. In this way, for an analysis period of one week in August, not only can the indicators of
regularly occurring Valid Days be correctly projected to an analysis horizon of one year (for
example, Mon-Fri with factor 52), but also seasonally restricted Valid Days (for example, Sat+Sun
during the school summer holidays by applying factor 6).
The projection factors for the extrapolation of the network performance from the assignment time
period to the analysis period or horizon are set separately for each demand segment. Therefore,

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 10.6.8.2 Example of temporal dependencies of indicators

the projection factor from the assignment time period to the analysis period regards the relevance
of the OD matrix content for the demand segment.
If the assignment time period and the period of validity of the matrix cover the entire analysis
period, this factor is then equal to 1.
If the assignment time period is shorter than the analysis period, then the projection factor cor-
responds to the ratio between the demand in the analysis period and the demand in the
assignment time period.
If the demand time series of the demand segment refers to only a part of the assignment time
period, then the projection factor corresponds to the ratio between the demand in the ana-
lysis period and that of the demand time series time period.
The following example shows how this kind of calculation can be used to save computation time in
case of homogeneous demand.

Example
The analysis period and the assignment time period should each cover one week (Monday to
Sunday). The timetable services from Monday to Friday are identical. For the "commuters"
demand segment the demand from Monday to Friday may be constant and the same time series
may be applied on weekdays, whereas on the weekend there is no demand in this segment. The
demand of this demand segment is coded in the OD matrix of one day in combination with the
time series for 24h, beginning Monday at 0:00. Due to the time series, only the trips which start on
Monday are charged during assignment. In order nevertheless to indicate correct weekly values
as PuT volumes per analysis period, the following projection factors are applied to the "com-
muters" demand segment.

Projection from ... to ... Factor

Assignment time period→ AP 5
Assignment time period → AH (= year) 5 • 52 = 260

The following example of a vehicle journey with two sections (Illustration 214) shows the cal-
culation of selected operating indicators for the following analysis times.
the analysis period of one week
the analysis horizon of one year
an analysis time interval on Tuesday 7 – 8 a.m.
As shown in Illustration 214 and Table 269, vehicle journey section 1 is served daily, whereas
vehicle journey section 2 is available on Sundays and public holidays only.

Illustration 214: Time-distance diagram for a vehicle journey with two vehicle journey sections

© PTV Planung Transport Verkehr GmbH 831

10.6.8.2 Example of temporal dependencies of indicators

VehJourney VehJournSect 1 VehJournSect 2

Valid day Daily Sunday+Holiday
Projection factor Analysis Horizon 52 63
Departure 6:30 AM
Arrival 7:30 AM
Trip length 30 km 30 km
Trip length 6:30 - 7:00 AM 10 km 10 km
Trip length 7:00 AM - 7:15 AM 10 km 10 km
Trip length 7:15 AM - 7:30 AM 10 km
Seat capacity 200 100

Table 269: Further specifications for the vehicle journey with two VJ sections
The Table 270 shows the calculation of the seat kilometers. This is done by multiplying the seat-
ing capacity by the service trip length and then simply adding up the vehicle journey section data.

Analysis period Mon-Sun

VehJournSect 1 200 seats • 20 km • 7 days = 28000 km

VehJournSect 2 100 seats • 20 km • 1 day = 2000 km

Sum 30000 km

Analysis horizon

VehJournSect 1 28000 km • 52 = 1456000 km

VehJournSect 2 2000 km • 63 = 126000 km

Sum

Analysis time interval Tue 7:00 – 8:00

VehJournSect 1 200 seats • 10 km = 2000 km

VehJournSect 2 100 seats • 0 km = 0 km

Sum 2000 km
Table 270: Calculation of seat kilometers

Compared to seat kilometers, the calculation of service kilometers (often termed load kilometers
or train kilometers) by simply adding up the vehicle journey sections is not permitted. In this case,
it must be realized that superimposed vehicle journey sections may only be counted once. This is
particularly important for the calculation of any track costs derived from the service kilometers.
Track costs are calculated on the basis of service kilometers regardless of the train composition.
In the projection to the analysis horizon, however, different projection factors may arise for the
vehicle journey sections. In this case a maximum formation is taking place. In the example shown

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 10.6.8.3 Aggregation along the line hierarchy

in Table 271, this is the case on Sunday. The calculation of the service time is carried out in the
same way.

Analysis period Mon-Sun Analysis horizon Analysis period Tue 7:00-8:00

Monday 20 km • 1 20 km • 52 10 km • 0
Tuesday 20 km • 1 20 km • 52 10 km • 1
Wednesday 20 km • 1 20 km • 52 10 km • 0
Thursday 20 km • 1 20 km • 52 10 km • 0
Friday 20 km • 1 20 km • 52 10 km • 0
Saturday 20 km • 1 20 km • 52 10 km • 0
Sunday 10 km • 1 10 km • 52 20 km • 0
+ 10 km • 1 + 10 km • MAX
+ 10 km • 1 52;63)
+ 10 km • 63
Sum 150 km 8,020 km 10 km

Table 271: Calculation of service kilometers

10.6.8.3 Aggregation along the line hierarchy

Based on the value calculated for the vehicle journey section, Visum internally adds all indicators
along the line hierarchy. Here, internally means that the user cannot view all indicators on the
vehicle journey section level. This is due to the memory which is required for the data storage).
This also applies to indicators are evaluated by territory or time slice.

Illustration 215: Aggregation along the line hierarchy

For operators, aggregation is also carried out via the vehicle journey sections (because as an
option, each vehicle journey section can be assigned an operator). For the aggregation on trans-
port system level, the line values are added per transport system (because a transport system
has to be assigned to each line).
For the service kilometers of the transport system Train in the application example, the calculation
is as follows.

© PTV Planung Transport Verkehr GmbH 833

 10.6.8.4 Temporal cut (Time cut)

Illustration 216: Aggregation of the service kilometers from the trips onto the line

10.6.8.4 Temporal cut (Time cut)

The temporal cut is applied if you want to calculate indicators for a certain analysis time interval
(see User Manual: Chpt. 20.1.5.10, page 1753) or during the calculation of the indicators for the
analysis period. In the last case, the complete days of the analysis period are treated internally the
same as a time interval, which last from 12 pm to 12 am. The temporal cut is carried out on the
time profile.
For the time cut, the departing line route items are decisive. Indicators are always first calculated
on the trip section level and then aggregated along the line hierarchy (see "Aggregation along the
line hierarchy" on page 833). If a time interval lasts for example from 8 a.m. to 9 a.m. and a trip
departs at 7:55 a.m., the line route item which departs at 7:55 a.m., is not included in the indicator
calculation. If however, another trip departs at 8:55 a.m., this line route item is still included in the
calculation.
The division of link-related indicators is thus based on the acuteness of individual links. In the
case of trips exceeding a time interval limit for example, a time interval is assigned to the values of
those links whose From node is traversed within the time interval. For that purpose, the passage
times at each of the nodes and stop points crossed are interpolated from the run times of the time
profile first and then compared with the limits of the time intervals (see "Interpolation of passage
times (run times in minutes)" on page 835). A calculation example can also be found in a different
place (see "Measurement of the transport supply" on page 798).

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 10.6.8.5 Spatial cut (Territory cut)

Illustration 217: Interpolation of passage times (run times in minutes)

10.6.8.5 Spatial cut (Territory cut)

In principle, the calculation of the territory-specific portion is based on cutting the link.
Length-related and time-related indicators, which are calculated per link (for example service
kilometers), are summed up for the territory where the link is located in.
If a link traverses several territories, the indicators of territories is proportionally added to
the respective length shares, for length-related indicators.
If a link traverses several territories, the indicators of territories is proportionally added to
the respective time shares, for time-related indicators.
For indicators which are not calculated per link, such as the number of stop events in a ter-
ritory, this territory is summed up where the polygon lies.

10.6.8.6 Partially traversed links

Partially traversed links are a special case. These are links with a stop point on the link, where a
trip ends or starts at this link stop point. For the calculation of some indicators, the link has to be
traversed by at least 50 %, to be included in the calculation. Which rule applies for which indicator
and network object, can be taken from the file IndicatorAvailability.xls. An example for this are the
service kilometers on the link. In the upper section of the Illustration 218, the link is only traversed
by 20 %. The service kilometers on the link are then 0 km. In the lower section of the illustration,
the link is traversed by 80 %. The service kilometers on the link are then 8 km.

© PTV Planung Transport Verkehr GmbH 835

 10.6.8.7 Impact caused by couplings

Illustration 218: Partially traversed links

10.6.8.7 Impact caused by couplings

For some indicators, coupled vehicle journeys are counted proportionally. This means, that two
vehicle journeys which are coupled, in the coupled section share the value of the indicator. The
Excel file IndicatorAvailability.xls provides an overview of the indicators to which this applies. If
indicators regard the coupled vehicle journeys only for certain network objects, this is additionally
noted in a comment.
The following example illustrates the influence of couplings. Couplings are taken into con-
sideration for service kilometers, for section service kilometers however, couplings are not taken
into consideration.

Illustration 219: Influence of couplings on the indicator calculation

10.6.8.8 Projection of additional attributes

In addition to the pre-defined PuT operating indicators also user-defined indicators can be extra-
polated from the level of vehicle journey sections to higher levels of the line hierarchy. If required,
they are returned by territory, too. This procedure is called extended projection. Each vehicle
journey section attribute selected for the projection of additional attributes is calculated according
to the following algorithm.
Result attributes are created
For the network objects Vehicle journey, Time profile, Line route, Line, Main line, TSys and
TerritoryPuTDetail it is checked if there is a numeric, editable attribute featuring the same ID

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 10.6.8.8 Projection of additional attributes

as the original attribute. If not, a user-defined attribute featuring that ID is generated auto-
matically. Code and name, too, are adopted from the original attribute. For the network
objects Vehicle journey section, Service trip, Time profile, Line route, Line, Main line, TSys
and TerritoryPuTDetail it is checked if there is a numeric, editable attribute featuring the same
ID as the original attribute but suffixed by "AH" (analysis horizon). If not, a user-defined attrib-
ute featuring that ID is generated automatically. Code and name is each suffixed by "AH“, too.
If the result attributes already exist, they will be set to zero.
Note: If the result attributes already exist, but are either not numeric or not editable, an error
message will be displayed and the projection of additional attributes will not start at all. Unaf-
fected hereof, the rest of the PuT Operating Indicators procedure, however, will still be
executed.

Calculation at vehicle journey section level

It is assumed that the original attribute contains a value related to AP (analysis period). At the
vehicle journey section the AH result attribute value is determined as follows:
ValueAH = ValueAP • ProjFactorTransportSupply
Here, the projection factor specified for the Valid Day of the journey section is used for the
transport supply.
Calculation in the line hierarchy
The values of the original attribute are added up along the line hierarchy and allocated to the
respective result attribute there. The values of the AH output attribute of the vehicle journey
section are equally added up and allocated to the AH output attribute at each level.
Territory cut
If the original attribute is a length-related attribute, the value of the vehicle journey section
is first distributed onto the traversed links in proportion to the line length. Then the link val-
ues are intersected with territories as usual. Thus, the value of a link is added to the share
(link length in territory / link length) in the AP result attribute per object(s) of the line hier-
archy x territory.
If the original attribute is a time-related attribute, the value of the vehicle journey section is
first distributed onto the traversed links in proportion to the run times of the time profile.
Here, too, the link values are length-proportionally allocated to the territories.
If the original attribute is not length-related, its value will simply be added up for each tra-
versed territory.
The values calculated per vehicle journey section are each multiplied by the projection factor
AH for the transport supply and then added up equally in the AH result attribute per object(s)
of the line hierarchy x territory.
Note: If either of the procedures Init PuT operating indicators or PuT operating indicators
is executed, the user-defined attributes of the TerritoryPuTDetail network object, for example,
Territory x TSys x Vehicle combination, will be deleted (even if the line costing results are
dropped for other reasons). The other result attributes are kept since they might have existed
before. If necessary, they have to be deleted manually.

© PTV Planung Transport Verkehr GmbH 837

 10.7 Spatial PuT analysis

In the example Example_LLE.ver the network object vehicle journey section has the user-defined
attribute Revenue_per_PassKm. This reflects the ratio between revenue and passenger kilo-
meters. Projection to line data is carried out according to the following schema.

Illustration 220: Extended projection of attributes

10.7 Spatial PuT analysis

The spatial PuT analysis allows you to perform vehicle journey analyses, combining route course
or vehicle journey section information. An example would be the analysis of volume parameters,
such as passenger kilometers or other user-defined attributes of the vehicle journey course that
you wish to analyze by vehicles, valid days or general characteristics of the route course or
vehicle journey section.
So-called line route item PuT detail objects are required to carry out such analyses. Objects of this
type are exclusively generated through the spatial PuT analysis procedure and are displayed in
the 'Line route items PuT detail objects‘ list. These objects contain at most one entry per line route
item and vehicle journey section, and they allow for direct access to line route item and vehicle
journey section attributes. You may apply a filter to objects of the type line route item PuT detail.
These objects will become active as soon as your line route item and vehicle journey section are
active.
This allows you to limit the list view of objects to route course characteristics, a vehicle journey, or
a line.
You may also use the procedure to analyze values of vehicle journey items. The calculation res-
ults are saved as attributes of the line route item PuT detail objects.
Before the procedure is carried out, the following conditions are checked:
The original attribute of the vehicle journey item selected must be numeric.
If the original attribute contains a subattribute AHPI, the subattribute variant must be AP.
If the initial attribute is divided according to length, the value of the attribute is interpreted as
length, i.e. if the initial attribute is not of type length (e.g. kilometers, meters), a corresponding
message appears before the procedure is executed.
It is further checked whether for the network object line route item PuT detail, there is a
numeric, editable, user-defined attribute with the same ID as the original attribute. If this is not
the case, a user-defined attribute featuring that ID is generated automatically. The code and
name are also adopted from the original attribute. The same check is performed for attributes
with the suffix "AH".

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 10.7 Spatial PuT analysis

If the result attributes already exist, they are initialized prior to calculation, i.e. they are set to
empty.
Distributing attribute values of vehicle journey items to vehicle journey sections
The value available for each vehicle journey item can be divided according to length or not
according to line route items.
If a length-proportional division is selected, the initial attribute is interpreted as the length
related to the AP. First the value is distributed length proportionally to the line route items
used. In the AP, the result is distributed per calendar day to the (optionally active) vehicle jour-
ney sections above the respective line route item.
If the initial attribute is not divided, each line route item is assigned the full value of the initial
attribute. An interpretation as length is no longer necessary.
In both cases, one of the following rules applies:
Distribution according to occurrence in AP: each (active) vehicle journey section above a
line route item is assigned a weighting factor according to the number of days its valid day
occurs within the AP.
Distribution with weighting factor according to occurrence in AP: each (active) vehicle jour-
ney section above a line route item is assigned a weighting factor according to the num-
ber of days its valid day occurs within the AP. This weighting factor is then multiplied by an
attribute of the vehicle journey section.
Distribution according to calendar day in AP: each (active) vehicle journey section above
a line route item is assigned the following weighting factor: sum of 1/number (active)
vehicle journey sections on the calendar day, which is added for all calendar days of the
valid day within the AP.
Distribution with weighting factor according to calendar day in AP: each (active) vehicle
journey section above a line route item is assigned the following sum as weighting factor:
(attribute value of vehicle journey section) / (sum of attribute values of all (active) vehicle
journey sections on the calendar day), added for all calendar days within the AP.
Using the above rules, the value per line route item and vehicle journey section is calculated.
Extrapolation to AH
Extrapolation of the AP value to AH is carried out using the extrapolation factor valid day. As
each line route item PuT detail object belongs to exactly one vehicle journey section, the valid
day to be used is clear.

Example

Assumption:
The analysis period AP is a year that consists of 364 days.
The vehicle journey (VJ) examined has two vehicle journey sections (VJS) and a length of
1km.
VJS1, with vehicle combination 1 (700 seats), and daily as the valid day, i.e. 364 occur-
rences throughout the AP, and
VJS2, with vehicle combination 2 (500 seats), and Monday as the valid day, i.e. 52 occur-
rences throughout the AP.

© PTV Planung Transport Verkehr GmbH 839

10.7 Spatial PuT analysis

Both vehicle journey sections cover the total length of the vehicle journey, i.e. length (VJS1) =
length (VJS2) = length (VJ) = 1km.
The line route (LR) of the VJ has two line route items (LRI), LRI 1 = 0.4km and LRI2 = 0.6km.
There is a demand of 1,000 persons, i.e. PassKm Trav in AP = 1,000.
The line route items bear a "corridor" attribute that specifies the corridor identifier. The analyses
shall be performed per corridor and vehicle combination.
The following table shows the calculation steps for the 4 combinations, resulting from the dis-
tribution rule and weighting factor.

By occurrence in AP & weighting factor = 1.0

LRI x VJ1 = 0.4/1.0 * 364/(364+52) * 1,000 = 350.0 PassKm Trav
LRI1 x VJ2 = 0.4/1.0 * 52/(364+52) * 1000 = 50.0 PassKm Trav
LRI2 x VJ1 = 0.6/1.0 * 364/(364+52) * 1,000 = 525.0 PassKm Trav
LRI2 x VJ2 = 0.6/1.0 * 52/(364+52) * 1,000 = 75.0 PassKm Trav
By occurrence in AP & weighting factor = vehicle combination/seats
LRI x VJ1 = 0.4/1.0 * 364*700/(364*700+52*500) * 1,000 = 362.9 PassKm Trav
LRI1 x VJ2 = 0.4/1.0 * 52*500/(364*700+52*500) * 1,000 = 37.0 PassKm Trav
LRI2 x VJ1 = 0.6/1.0 * 364*700/(364*700+52*500) * 1,000 = 544.4 PassKm Trav
LRI2 x VJ2 = 0.6/1.0 * 52*500/(364*700+52*500) * 1,000 = 55.6 PassKm Trav
Per calendar day in AP & weighting factor = 1.0
LRI x VJ1 = 0.4/1.0 * (312/(312+52)*1.0+52/(312+52)*0,5) * 1,000 = 371.4 PassKm
Trav
LRI1 x VJ2 = 0.4/1.0 * (52/364*500/1200) * 1,000 = 23.8 PassKm Trav
LRI2 x VJ1 = 0.6/1.0 * (312/364*700/700+52/364*700/1200) * 1,000 = 564.3 PassKm
Trav
LRI2 x VJ2 = 0.6/1.0 * (52/(312+52)*0,5) * 1,000 = 42.9 PassKm Trav
Per calendar day in AP & weighting factor = vehicle combination/seats
LRI x VJ1 = 0.4/1.0 * (312/364*700/700+52/364*700/1200) * 1,000 = 376.2 PassKm
Trav
LRI1 x VJ2 = 0.4/1.0 * (52/364*500/1200) * 1,000 = 23.8 PassKm Trav
LRI2 x VJ1 = 0.6/1.0 * (312/364*700/700+52/364*700/1200) * 1,000 = 564.3 PassKm
Trav
LRI2 x VJ2 = 0.6/1.0 * (52/364*500/1200) * 1,000 = 35.7 PassKm Trav

The analyses per corridor or vehicle combination can be made directly in the list (line route item
PuT detail objects). To do so, use the respective attribute of the line route item or vehicle com-
bination number to group the data.

840 © PTV Planung Transport Verkehr GmbH

 10.8 Headway offset optimization

10.8 Headway offset optimization

For planning purposes, line supplies are often defined as lines routes and their headways. An
optimal departure time allows for a full exploitation of the line’s potential. Headway offset optim-
ization shifts the trips of one or more lines so that the wait time of the passengers is minimized
overall or it is close to the optimum wait time per passenger. The procedure headway offset optim-
ization thus optimizes PuT supply, more precisely the timetable position for vehicle journeys.
You can trigger headway offset optimization for individual lines or as a procedure for a set of lines
(see User Manual: Chpt. 25.9, page 2386). The procedure distinguishes between:
variable lines: lines with a timetable position that can be moved
relevant lines: lines whose transfer connections need to be be taken into account
Lines that are not considered by the procedure.
The vehicle journeys of a variable line are moved together on line and direction level. Coupled or
coordinated vehicle journeys are taken into account and retain their relative position even after
optimization.
To carry out the procedure, you need an assignment result that includes the transfer passengers
between time profiles or vehicle journeys. Transfer passenger data can be obtained from the res-
ults of timetable-based assignment or headway-based assignment. The specified analysis period
limits the number of transfer passengers and vehicle journeys that are taken into account. Then
the transfers/vehicle journeys with a time position that overlaps with the analysis period are con-
sidered.
The procedure improves the headway offset between lines by:
Using local optimization methods
Random timetable changes
Using a genetic algorithm (optional)
The objective function is the total of volumes of all transfer passengers multiplied by the VD func-
tion value of transfer passenger wait time. The VD function is derived from the current headway
offset of the solution. The VD function for the wait time is partly linear with gradient -1/1 and the
minimum 0 for the optimum transfer wait time defined by the user.
This approach makes highly demanded connections even more attractive after optimization. The
weighting of stops makes it possible to direct transfer flows towards lower volume nodes. And it
acts as an additional multiplier in the objective function. If transfers take place between two dif-
ferently weighted stops, the higher of two weightings is considered.
The result of headway offset optimization is a time offset of the vehicle journeys. You can apply
the result directly to the timetable or save it as a transfer file. If there are several equally good solu-
tions, they are stored in parallel.
There is no integrated feedback on the assignment results. Moving the timetable positions deletes
the assignment results. A loop in the procedure sequence enables an iterative procedure con-
sisting of optimization and reassignment.

© PTV Planung Transport Verkehr GmbH 841

10.8 Headway offset optimization

842 © PTV GROUP
 11 Environmental impact model and HBEFA

11 Environmental impact model and HBEFA

The Visum add-on module Environment is used to calculate the environmental impact - noise
and pollutant emissions - caused by motorized traffic. Three procedures for calculating envir-
onmental impact are available:
Noise-Emis-Rls90 (see "Noise volume" on page 843).
Calculation of noise emission levels in accordance with RLS-90 (see User Manual: Chpt. 26.4,
page 2391).
Noise-Emis-Nordic (see "Noise volume" on page 843).
Calculation of noise emission levels in accordance with Nordic Council of Ministers (1996) (see
User Manual: Chpt. 26.4, page 2391).
Pollution-Emis (see "Air pollution emissions" on page 846).
Calculation of air pollution emissions in accordance with emission factors of the Swiss Federal
Office for the Environment (BAFU) (see User Manual: Chpt. 26.7, page 2394).
The Visum add-on module HBEFA allows you to calculate emission values in Visum by link, ter-
ritory or network-wide. The calculation is based on the Handbook Emission Factors for Road
Transport version 4.1, as of October 2019 (see "HBEFA- based emission calculation" on
page 849).

Topics
Noise volume
Air pollution emissions
HBEFA-based emission calculation

11.1 Noise volume

To calculate noise volumes based on traffic volumes, Visum offers the Noise-Emis-Rls90 and
Noise-Emis-Nordic procedures. The Noise-Emis-Rls90 procedure is based on the RLS-90 of the
noise reduction for roads by the German Federal Minister for Traffic, the Noise-Emis-Nordic pro-
cedure on the Nordic Council of Ministers (1996) model.
The model is fairly simple but sufficient to identify relative variations, that is, how, where, and to
what extent traffic-routing and road construction measures affect traffic volumes and, as a con-
sequence, the noise situation of particular roads.

11.1.1 Noise-Emis-Rls90 procedure

The procedure determines the average emission level of long and straight roads in accordance
with RLS-90. For the calculation of Lm,E in decibels, Visum considers the following operations:
Calculation of the average level Lm(25) using equation (7), RLS-90.

M = relevant hourly traffic volume (car/h)

p = relevant HGV proportion in percent of total traffic (above 2.8 t total permissible weight)

© PTV Planung Transport Verkehr GmbH 843

 11.1.2 Noise-Emis-Nordic procedure

Determination of correction factor DStrO for different road surfaces in accordance with table
4, RLS-90. Visum keeps the correction factors listed in this table as an ASCII file RLS.DAT in
the background.
Determination of speed correction Dv for permissible maximum speeds other than 100 km/h
using equation (8), RLS-90. For car v_0 is valid from 30 to130 km/h, for HGV from 30 to 80
km/h.
Determination of correction factor DStg for inclinations and gradients using equation (9), RLS-
90.
Note: The correction factor DE which takes absorption characteristics of reflecting areas into
account is not calculated.

The final result for every active link is the emission level Lm,E which is calculated through an
addition using equation (6), RLS-90.

11.1.2 Noise-Emis-Nordic procedure

This procedure is an enhancement of the Noise-Emis-Rls90 procedure for the Nordic Standard in
accordance with the Nordic Council of Ministers (1996). Its calculation is similar to the one used in
the Noise-Emis-Rls90 procedure.

11.1.3 Noise-Link attributes

The two noise calculation procedures require different input attributes (Table 272). To understand
these input attributes please refer to the explanations and illustrations in the RLS-90. The output
value Noise is returned as a result.

Attribute Description
Share of HGV HGV-share p (above 2.8 t total permissible weight) of total traffic
(Input) Default: 0
Value range: 0 to 100
Slope Longitudinal slope of the link g in percent for specifying correction factor DStg for
(Input) slopes and gradients, where the following rules apply:
DStg = 0,6 |g| -3 for |g| > 5%
DStg = 0 for |g| ≤ 5%
Default: 0
Value range: -50 to 50
SurfaceType For different road surface types, correction penalties are generated and added in
EWS surface accordance with RLS -90, table 4. The respective data is stored in the para-
type meters file RLS.DAT (see "Parameters file rls.dat" on page 845).
(Input) Default: 1
Value range: 1 to 9
Noise Mean emission level Lm,E of long and straight roads in [dB].
(Output)

844 © PTV Planung Transport Verkehr GmbH

 11.1.3 Noise-Link attributes

Table 272: Noise-Link attributes

Parameters file rls.dat

*Road surface permissible maximum speed
* 30 km/h 40 km/h 50 km/h >= 60km/h
* non-porous
*Mastic asphalt, asphalt concrete
* Type 1
0 0 0 0
*
*Grooved mastic asphalt
* Concrete
* Type 2
1.0 1.5 2.0 2.0
*
* Paving with
* level surface
* Type 3
2.0 2.5 3.0 3.0
*
*other paving
*
* Type 4
3.0 4.5 6.0 6.0
*
* ZTV Concrete 93
* with steel brush stroke
* Type 5
0 0 0 1.0
*
* ZTV Concrete 93
* without steel brush stroke
* Type 6
0 0 0 -2.0
*
* Asphalt concrete 0/11
* Mastix asphalt
* Type 7
0 0 0 -2.0
*
* open porous asphalt
* Grain 0/11
* Type 8
0 0 0 -4.0
*
* open porous asphalt
* Grain 0/8
* Type 9
0 0 0 -5.0
The values apply to the correction penalties per surface type.

© PTV Planung Transport Verkehr GmbH 845

 11.2 Air pollution emissions

The Illustration 221 shows an example where noise calculation is illustrated as link bars according
to Noise-Emis-Rls90. In the User Manual you will find further information on implementation (see
User Manual: Chpt. 26.5, page 2393).

Illustration 221: Illustration of noise volume as link bars

Note: To illustrate the noise volume in traffic networks, we recommend a classification accord-
ing to the DIN standard 18005 Part 2 09.91.

11.2 Air pollution emissions

In Visum, road traffic air emissions can be determined on the basis of the calculation procedure
Pollution-Emis (based on emission factors of the Swiss Federal Office for the Environment).
The calculation of the pollution emission values is carried out internally by the program on the
basis of direction; volume values for both directions are later added. The result is displayed as a
cross-section volume.
The emissions are calculated for every car and every truck (HGV), with every value multiplied by
the number of vehicles (link volume for HGVs or cars). These partial sums are then totaled.

11.2.1 Pollution-Emis procedure

This procedure is based on emission factors issued by the Swiss Federal Office for the Envir-
onment (BAFU) for pollutants NOx, CO, HC and SO2, for both cars and HGVs. For each pollutant,
a regression curve with polynomes to the 5th degree is used.
Emiss:= a + b * v + c * v2 + d * v3 + e * v4 + f * v5

846 © PTV Planung Transport Verkehr GmbH

 11.2.1 Pollution-Emis procedure

The parameters a,b,c,d,e and f of the polynome were determined separately for different pol-
lutants for cars and HGVs for the reference years 1990, 1992, and 2000 and are contained in the
parameter text files EMI1990.DAT, EMI1992.DAT and EMI2000.DAT. For the reference year
1990, for example, the following values are used.
* Input file for flexible emission formulas for Switzerland 1990
* They are polynome to the 5th degree.
*
* a + bx + cx2 + dx3 + ex4 + fx5 (the numbers are exponential)
* (x is the speed of cars or HGVs)
*
* a + bx + cx2 + dx3 + ex4 + fx5
* NOx CAR
0.75860 2.8004e-2 -9.9187e-4 1.4276e-5 -5.6655e-8 0.0
* NOx HGV
24.216 -0.70194 1.5878e-2 -1.5996e-4 7.1751e-7 0.0
* CO CAR
16.425 -0.38357 2.8706e-3 -4.5425e-6 0.0 0.0
* CO HGV
45.380 -3.0729 9.7880e-2 -1.6116e-3 1.3138e-5 -4.1410e-8
* HC CAR
2.2155 -6.6593e-2 8.7930e-4 -5.1330e-6 1.1381e-8 0.0
* HC HGV
46.490 -3.7859 0.13382 2.3153e-3 1.9258e-5 -6.1410e-8
* SO2 CAR
101.80 -3.0309 4.4557e-2 -2.8928e-4 7.7300e-7 0.0
* SO2 HGV
1980.4 -87.564 2.9120 -5.0701e-2 4.3285e-4 -1.3577e-6
Recent measurements have shown that actual emission values are generally overestimated by
1990 calculation factors, because the change in vehicle fleets (more vehicles have now been
equipped with catalytic converters) has contributed to decreasing volumes per vehicle. The latest
Swiss emission factors take this change into account with modifications for the years 1992 and
2000.
The polynome approximation of emissions relative to speed shows the following developments
for CO for the different reference years in Illustration 222:

Illustration 222: Emissions relative to speed

© PTV Planung Transport Verkehr GmbH 847

 11.2.2 Pollution-Emis-Link attributes

11.2.2 Pollution-Emis-Link attributes

For the emission calculation procedure Pollutant-Emis, the HGV share is required as input link
attribute. The link attributes (air pollution) in Table 273 are output as output values.

Attribute Description
Share of Relevant HGV share in percent of total traffic (above 2.8 t total permissible
HGV weight)
(Input)
EDat NOx Nitric oxides in g/km
(Output)
EDat SO2 Sulphur dioxide in g/km
(Output)
EDat CO Carbon monoxide in kg/km
(Output)
EDat HC Hydrocarbons in g/km
(Output)
Table 273: Pollution-Emis-Link attributes

The Illustration 223 shows an example where the nitrogen monoxide volumes are displayed as
link bars according to Pollution-Emis. In the User Manual you will find further information on imple-
mentation (see User Manual: Chpt. 26.8, page 2396).

Illustration 223: Display of nitrogen monoxide volumes as link bars

848 © PTV Planung Transport Verkehr GmbH

 11.3 HBEFA-based emission calculation

Note: For the display of pollution emissions, we recommend the use of classified values.

11.3 HBEFA-based emission calculation

This chapter describes the fundamental principle and the basics of the emission calculation
according to HBEFA (see User Manual: Chpt. 26.10, page 2397).

11.3.1 Fundamental principle

The HBEFA-based emission calculation procedure allows you to calculate emission values by
link, by territory or network-wide in Visum. The calculation is based on the Handbook Emission
Factors for Road Transport version 4.1 (October 2019).

Note: The complete HBEFA Handbook is available on the website www.hbefa.net.

11.3.2 Basics of the HBEFA calculation in Visum

In Visum the emission calculation according to HBEFA determines the desired emissions and
optionally cold start excess emissions. The traffic situation, volumes and fleet compositions are
taken into account. The traffic situation, volumes and fleet compositions are taken into account.
Emissions are calculated on the basis of links in Visum. Emissions are not calculated for turns,
main turns, and connectors.
For a HBEFA-based emission calculation, you first need to define fleet compositions. The fleet
compositions suggested by HBEFA per country, calendar year and category (e.g. Car or HGV)
can be used as a basis here.
Then, the emissions are calculated with the HBEFA-based emission calculation procedure,
which can be calculated for either one or several demand segments at the same time.
The procedure can be calculated in two different ways:
statically (for analysis period and analysis horizon)
dynamically (additionally per analysis time interval)
Note: You can calculate the dynamic variant, if volumes are available for individual analysis
time intervals.

Per demand segment, the volumes for warm emissions and cold start excess emissions stem
from a selectable attribute. This attribute is interpreted as volume with time reference analysis
period (AP). When calculating with AP-based volumes, the value is divided by the AP projection
factor and multiplied by the AH projection factor.
When calculating the fuel quality, as an indicator for the plausibility of the calculations, the net-
work-wide fuel consumption (quantity/[g]) collected by demand segment is converted into the spe-
cific consumption ([l/100km]) separately by diesel and gasoline. First, the quantity is divided by
the density of the fuel (gasoline ca. 0,75kg/l, diesel ca. 0,83kg/l) and then related to the mileage of
the demand segment. In order to evaluate the fuel consumption over the entire vehicle fleet -
including electric vehicles - the fuel consumption is also output in units of MJ. The specific con-
sumption by demand segment is displayed in the Statistics > Emissions (HBEFA) list and
saved to the log file.

© PTV Planung Transport Verkehr GmbH 849

 11.3.2.1 Basis for calculating warm emissions

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The PrT HBEFA Emissions example shows emis-
sion calculations according to the Handbook for Emission Factors (HBEFA 4.1).

11.3.2.1 Basis for calculating warm emissions

The following data is determined for each link.
Fleet composition class to be applied:
The fleet composition class to be applied results from the HBEFA link class of the link type
and the link attribute Urban:
HBEFA link class Urban Fleet composition class to be
applied
Motorway-National or Motorway-City or Semi- --- Motorway-National
Motorway
Other No Rural
Other Yes Urban

Note: If you use uniform fleet compositions for each demand segment, the fleet composition
for Urban is always applied.

Gradient class:
The gradient class results from the attribute Gradient based on the following classification:
Value range Gradient class
< -5 % -6 %
-5 % to below -3% -4 %
-3 % to below -1% -2 %
-1 % to below 1% 0%
1 % to below 3% 2%
3 % to below 5% 4%
5% and more 6%

Level of Service (LOS):

Depending on the parameter setting, the LOS is determined either directly from the content of
the selected attribute or by classification according to the set attribute with reference to the
four set class limits for the five traffic situations under consideration (LOS).
Note: If you calculate by time interval and the set subattribute type is AHPI with values for
time intervals, the LOS will be calculated per analysis time interval as well.

Static traffic situation (i. e. without the LOS share):

The urban/rural classification results directly from the link attribute Urban, the HBEFA link
class directly from the link type. The speed class is determined on the basis of the set link

850 © PTV Planung Transport Verkehr GmbH

 11.3.2.1 Basis for calculating warm emissions

attribute (default: v0), while only certain values are possible according to the traffic situation
scheme in HBEFA (depending on urban/rural and link class):

If there is a traffic situation whose speed does not vary by more than 5km/h, which matches the
characteristic urban/rural and the link class, it will be allocated. In the case of two such traffic
situations (e.g. 55km/h), the one with the higher speed will be allocated. If no traffic situation ful-
fills this condition, the nearest traffic situation with the same link class will be used.
If no traffic situation matches the specified combination of urban/rural and HBEFA link class,
the default traffic situation Rural/Motorway-National/80km/h will be used.
For the used fleet composition, the emission factor weighted by the static traffic situation, the level
of service and the gradient class will be multiplied for each pollutant to be calculated by the value
of the volume attribute (AP) specified for the demand segment and by the length of the link. The
result is the warm emission for this pollutant, this link and this demand segment based on the ana-
lysis period. Multiplied by the respective projection factor, the amount is saved in the respective
link attribute (AP and AH) and added to the network-wide emission (AP and AH).
If the calculation is additionally carried out per analysis time interval, the emission factor is determ-
ined once per interval due to the interval-dependent LOS and multiplied by the volume value for
this interval and the length of the link. The result is then saved in the subattribute associated with
the analysis time interval and added to the network-wide time-dependent emission.

Calculated pollutants
The following pollutants can be calculated in Visum. The pollutants are divided into three groups:
Group 1: Fuel consumption

Element Description
FC fuel consumption in [g]
FCMJ fuel consumption in [MJ]
Gasoline fuel consumption in [g]

© PTV Planung Transport Verkehr GmbH 851

11.3.2.1 Basis for calculating warm emissions

Element Description
Diesel fuel consumption in [g]
Electric vehicles Energy consumption in [MJ]

Group 2: Greenhouse gases

Element Description
CO2 reported carbon dioxide "reported", i.e. without considering the share of biofuels
CO2 total carbon dioxide "total", computed as total CO2 from fuel consumption
CO2e CO2 equivalents, calculated as Well-To-Wheel
CH4 methane
N 2O nitrous oxide

Group 3: Air pollutants

Element Description
PM particle matters up to 10µm
PM non-exhaust Particle matters up to 10µm, non-exhaust
PM2.5 particle matters up to 2.5µm
PM2.5 non-exhaust particle matters up to 2.5µm, non-exhaust
PN Particle number
BC exhaust black carbon, exhaust
BC non-exhaust Black carbon, non-exhaust
Pb lead
NH3 ammoniac
SO2 sulfur dioxide
NO2 nitrogen dioxide
HC hydrocarbons
NMHC Non-methane hydrocarbons
Benzene benzene
NOx nitrogen oxide
CO carbon monoxide

Note: The emission factors of the pollutants SO2, Pb and CO2 reported are country specific
because they depend on the composition of the fuel. So far, only values for Germany can be
calculated in Visum.

852 © PTV Planung Transport Verkehr GmbH

 11.3.2.2 Basis for calculating cold start excess emissions

11.3.2.2 Basis for calculating cold start excess emissions

To determine the cold start excess emissions, firstly, the cold start emissions weighted over the
shares are calculated for each urban fleet composition used and for each pollutant. For this, the
supplements per pollutant and subsegment are requested from the HBEFA database.
The distribution of this emission onto links is done in two different ways, which can be switched via
attribute Calculate start excess based on routes at the origin zone:
Polygonal calculation
Calculation on routes
Note: In HBEFA, cold start excess emissions are not indicated for all subsegments. For seg-
ments without an available excess, a cold start excess emission of 0 g/start will be applied.

Polygonal, geometrical calculation

The idea of the geometrical calculation is that the start of a route is diffuse. In the model, it begins
at the origin zone and enters the link network via a connector node. Realistic routes, however,
begin at an unspecified nearby location in the network. This is where the cold start excess emis-
sion originates, too. And this is used to avoid the calculation on routes as follows.
For each origin zone, firstly, the absolute cold start excess emission is calculated as total over the
demand segments over the products from the value of the attraction attribute of the demand seg-
ment multiplied by the share of cold start and the emission factor of the respective pollutant for the
fleet composition to be applied. This absolute emission per pollutant is distributed length pro-
portionally to all links that are not closed for the PrT which lie within a radius of 1km around the
convex hull of the connector node of the zone. Cold start excess emissions which arise from dif-
ferent zones are accumulated.

Calculation on routes
In order to determine the cold start excess emissions on routes, all routes of the demand seg-
ments to be calculated are evaluated from the origin to the destination. For each traversed link, a
cold start excess share AP,S is calculated as the integral of the decay function over the link length.
This share is multiplied with the volume of the route and the share of cold start of the origin zone of
the route. Any attribute, whose content does not have to correspond to the total of the volumes of
all routes, can be used as volume value when calculating the warm emissions. In order to cal-
culate meaningful cold start excess emissions anyhow, the value is divided by the volume of the
demand segment afterwards and multiplied by the value of the volume attribute. That implies that
the relation between the route volume and the link volume multiplied by the value of the volume
attribute yields the assumed route volume on the link, which, however, does not have to be con-
stant along the route any more. Per link, the value is summed up over all routes. The evaluation of
the routes can end as soon as the first four kilometers of the route are traversed, because the
decay function is constantly 0 thereafter.
After that, for each link, pollutant, and demand segment, the calculated value is multiplied with the
cold start excess emission factor of the fleet composition allocated for urban and projected over
AP and AH.
As in the case of the polygonal method, the calculated absolute emission of the zone is then dis-
tributed proportionally to this indicator per link onto the links. Please note that this does not yield

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11.3.2.2 Basis for calculating cold start excess emissions

the exact dynamic route volumes but an acceptable approximation. In order to use the dynamic
route volumes in the procedure, the traffic flow model of the used dynamic assignment would
have to be reproduced. The volume per analysis time interval calculated from these dynamic
route volumes during the assignment is used instead.
Like the other emissions, the cold start excess emissions are aggregated network- wide and
issued in the statistics list Emissions (HBEFA).

Note: If no routes are available for a demand segment and the calculation on routes is deman-
ded at a zone, no cold start excess emissions will be calculated for this zone. Besides the expli-
cit rejection of the routes, this is for example the case if you want to determine emissions of
service buses using a separate, artificial demand segment whose volumes result from, for
example, the number of service trips. Here, the omission of the cold start excess emissions is
in line with the fact that almost all of the trips are warm. The procedure can, however, still be
run.

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 12 GIS functionality

12 GIS functionality
Visum allows you to include data from geographic information systems (GIS) into your model.
Both ESRI shape files (file extension *.shp) and the Personal Geodatabase (PGD) are supported.
Visum also offers typical GIS functions such as the different objects or different coordinate sys-
tems for georeferencing your network. Furthermore, functions for visualization (legends, back-
grounds, texts, polygons) are offered, which make network data preparation for presentations
easier.
Other GIS typical functions have already been discussed at some other point:
Integrating symbolic illustrations (see "Points of Interest (POI)" on page 129)
Showing and hiding layers (see User Manual: Chpt. 29.2.2, page 2553)
Freely definable coloring for network objects (see User Manual: Chpt. 29.2, page 2551)

Topics
Connection to the Personal Geodatabase and GIS objects
Shape files as a GIS interface
Intersect
Coordinate systems
Processing the network display with graphic objects

12.1 Connection to the Personal Geodatabase and GIS objects

Visum can temporarily connect itself with an ESRI Personal Geodatabase (PGD) or a shape file.
This function can be useful for example, when a traffic modeler working with Visum, connects to a
Personal Geodatabase on the computer of a land use planner. The traffic modeler can then take
the required data from the Personal Geodatabase of the land use planner by means of inter-
section (see "Intersect" on page 860) and then cut the connection. This process bypasses the
need to import the file back to Visum.

Note: To be able to use this function, you need a license for the program ArcGIS version 8 to
10.3.

During the connection to the PGD, so-called GIS objects are created in Visum (see User Manual:
Chpt. 27.2, page 2417). GIS objects are POI-like network objects (see "Points of Interest (POI)"
on page 129), which are only available during a PGD connection. Analogous to POIs, GIS objects
are organized into GIS categories. A GIS object is either of type point, polyline or polygon.
GIS objects have a spatial reference. This can be used for example, to illustrate the following
objects in the Visum network.
Schools, swimming pools, stops
Stretches of water, agricultural areas, planning districts
To create GIS objects in Visum, you have to either select the PGD Feature Classes or Feature
Datasets for display or editing. The following objects are thus created in Visum:

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 12.2 Shape files as a GIS interface

For each selected Feature Class of the Personal Geodatabase, a GIS category is created.
For each Feature a GIS object
None of the coordinates transferred to Visum are being converted. The GIS objects are always
removed again as soon as the connection to the PGD has ended. If you want to permanently
include GIS objects into the Visum network, proceed as follows:
Convert the GIS objects into a shape file
Read the GIS objects as POI for example
The following applies during the Personal Geodatabase connection:
Only key information on the objects is stored permanently.
Information on attributes of the category is available through an attribute interface.
Read and write access to the attributes is transferred directly to the database.

12.2 Shape files as a GIS interface

Shape files are a data format for geodata, which are used in most GIS. The data format is espe-
cially suitable for the data exchange between Visum and GIS. With Visum you can read and save
shape files (see User Manual: Chpt. 27.4, page 2427).

Note: To save shape files you need the Shapefile converter add-on.

A shape file is not an individual file, but is made up of three files:

File *.shp for saving geometry data
File *.shx contains the geometry index to link to the attribute data
File *.dbf contains attribute data in dBase data format. You can assign the attributes con-
tained here a Visum attribute, when reading the shape file (see User Manual: Chpt. 30.17.2,
page 3054).
Shape files can contain points, lines or polygons (surfaces). Only one type of element can be con-
tained in a shape file.

Note: A technical description of the data format can be found on the Internet at www.esri.-
com/library/whitepapers/pdfs/shapefile.pdf.

12.2.1 Importing shape files

When importing shape files, the information contained in shape files is read in a Visum network.
Which network it is imported to depends on the type of shape file (point, line or polygon) and by
which processing mode (additive or non-additive). An overview on which shape file types are
imported to which network objects is provided by Table 274.

Link, Screen- Zone, Main zone, Ter- Node, Detector, Count loc- Points of
line, Connector ritory, Main node ation, Stop, Stop point interest
Point X X X
Polyline X X
Polygon X X
Table 274: Reading shape files in Visum network objects

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 12.2.1 Importing shape files

Note: Creating POIs is only possible with additive reading of shape files, because a POI cat-
egory has to be specified, where the POIs can be included. At least one POI category has to
therefore be contained in the network, to read shape files as POIs.
Connectors, stop points, and count locations can only be read in additively.

To import point objects in shapefile shape format, you must first read them in as nodes and then
use the "Aggregate isolated nodes" function to create stop points. In doing so, you also create the
corresponding stop areas and stops (see User Manual: Chpt. 17.14.18, page 1200).
While reading polylines as links, you can create alternative directed links or links with both dir-
ections. If a link is undirected, it has to be determined how to interpret each attribute.
Forward: direction from node ... To node
Backward: direction to node ... From node
Undir. value: 50% of the value for each direction
Symmetrical: equal value for both directions
While importing the shape file you can determine which source attribute (from the shape file)
should be assigned to which target attribute (an existing or user-defined attribute of the selected
network object). The Illustration 224 shows an example, where shape file data is read as a link.
The shape file contains the attributes STREET_NAM, LENGTH and LANE, which allocate the
Visum link attributes Name, Length and Number of lanes.

Note: When loading polygons from shape files (e.g. as zone polygons or POIs for a background
image), you can optionally activate normalization of the loaded surface data (see "Multi-part
surfaces" on page 182). This is required if you want to use the loaded polygons to perform geo-
metrical operations, such as surface calculation or intersections, as otherwise the results might
be falsified. If you merely wish to display polygons, then normalization is not required.

Illustration 224: Source and target attribute allocations

Example applications
Reading shape files with a road network as links in Visum. In Visum a routing-enabled link
network is then available.

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 12.2.2 Exporting shape files

Note: The links have to first be enabled for transport systems.

Reading cross-communities as territories

Reading schools as POIs
Reading land use as POIs
In addition to the import of shape files as Visum network objects, you can also insert shape files as
background. This is how you can insert land use (for example residential areas, industrial areas,
commercial areas) to make your network more visible, for example. You can thus insert multiple
shape file layers into the network (for example a layer for industrial areas). The drawing order of
the layers and its color can be changed. The Illustration 225 shows an example, where two shape
files were integrated as a background with land use for residential and commercial areas.

Illustration 225: Land use from two shape files as background

12.2.2 Exporting shape files

Note: Exporting shape files is only possible with the Shapefile converter add-on.

Exporting shape files can be useful if, for example, you want to use calculation results such as link
volumes from a Visum assignment in a GIS. Shape files can also be used to exchange data with
other users who only work with GIS and do not have a Visum installation.
For network objects nodes, stop points, stops, links, zones, main zones, territories, line routes,
screenlines, connectors, POIs and detectors, binary shape files can be saved directly from Visum
respectively. For each network object type you select, a file with the extension *.shp, *.shx, and
*.dbf is saved. Additionally, Visum creates a *.ctf file for each exported shape file. Visum renames

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 12.2.2 Exporting shape files

attribute identifiers, which are longer than 10 characters, because shape files do not support attrib-
ute identifiers with more characters. This is documented in the *.ctf file.
If a projection is defined in Visum, Visum creates a *.prj file for each network object type, with the
currently set projection (apart from during the setting Visum, which means no projection). This
does not guarantee that when reading the shape file to another network, which has a different pro-
jection of coordinates, the coordinates of this network remain constant.
The Table 275 shows in which shape types the Visum network objects are illustrated.

Point Polyline Polygon

Node X
Main nodes X
Main node centroids X
Stop points X
Stops X
Links X
Zones X
Zone centroids X
Main zones X
Main zone centroids X
Territories X
Territory centroids X
Line routes X
Screenlines X
Connectors X
Count locations X
Detectors X
POIs X X X
Table 275: Illustration of Visum files of shape types

When exporting shape files, the following special cases have to be noted.
Links
If links are saved undirected, only one object is created for both directions. The attributes of
the From node keep their name. Attributes of the opposite direction all start with an "R_". If the
option Directed is active, an individual object is saved in the shape file for each direction.
Connectors
You can select whether the first point of the object should be the zone (standard setting) or
the node. For each single object the attributes of both directions are always stored. Reverse
attributes contain the entry „R_“ as prefix. The specified direction is always taken.
POIs
POIs can be point, polygon or polyline and are thus exported to three different files.

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 12.3 Intersect

12.3 Intersect
The "Intersect" functionality known from GIS describes the overlap of two subject levels of the
same area section with the aim of gaining new information. This can be used to link two network
objects which overlap each other (intersection) and saves the thus resulting information in an
attribute (see User Manual: Chpt. 27.3, page 2423). To create a demand model, GIS structure
data (such as the number of employees or the number of pupils) can for example be read in POI
polygons and these intersected with zones. The result being the type of structure data for each
zone (number of employees or pupils per zone) in a Visum attribute.

12.3.1 Calculation Intersection

The intersection area of two objects results from their spatial overlapping. Buffers are used for the
calculation.

12.3.1.1 Buffers
To carry out intersections, at least one involved network object type has to be two-dimensional.
To obtain this, a buffer can be created around a network object.
A buffer assigns an area to a point object, line object or a polygon. The resulting area is inter-
sected along with the actual network object. An object point thus becomes a two-dimensional
object when calculating the intersection.
The buffer is not defined based on the polygon centroid, but on each point of the polygon. This
means, that the buffer is also placed around the polygon like a belt.
Source or target objects are first inflated by the set buffer size(s). The proportion is then cal-
culated by which the target buffer overlaps the source buffer(s). Together with the attribute value
of the source object, this share then enters the attribute value of the target object.
The buffer operation (obj, radius) assigns the area (buffer) resulting from all points that have a dis-
tance of ≤ radius to a point of obj to the particular object. Radius = 0 results in the obj itself. In the
case of polygon objects, polygons plus their buffers are intersected.

12.3.1.2 Intersections
The intersection procedure determines source objects that overlap with a specific target object.
The attribute data of such a target object is aggregated according to the option selected and is
then assigned to the target object. The available aggregate functions and their effect depend on
the data types of the source and target attributes (Table 276). The respective aggregate functions
are available in the combinations of the table only.

Aggregate Data type Data type Effect

function target attrib- source
ute attribute
Sum Numerical Numerical Sum source attribute values, weighted by over-
Text Numerical lapping area, where applicable
Mean value Numerical Numerical Mean value of the source attribute values, weighted
Text Numerical by overlapping area, where applicable

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 12.3.1.2 Intersections

Aggregate Data type Data type Effect

function target attrib- source
ute attribute
Minimum / Numerical Numerical Minimum / Maximum of the source attribute values,
Maximum Text Numerical weighted by overlapping area, where applicable

Text Text Minimum / Maximum of the source attribute values

(comparison of the strings)
Number Numerical Numerical Number of overlapping objects
Text Numerical
Text Text
Concatenate Text Numerical Concatenated list of the source attribute values
Text Text
Histogram Text Numerical Concatenated list of the source attribute values and
the number of their occurrence at overlapping
Text Text objects

Table 276: Available aggregate functions for intersection

For numerical source and target attributes, you can either choose to use the full source attribute
data or a share of the data that is proportional to the overlapping area with the source object. This
section describes the results of the two options.

Note: To determine the number of source objects per target object, or the ID-number of a sur-
face object overlapping with another surface object, choose the full source attribute data. In
nearly all other cases, choose the proportional share of the source attribute data.

There are three types of intersections:

Surface with surface
The intersection of two polygons is defined as usual.
Surface with point
If a surface is intersected with a point, the attribute value of the point is counted 100% if the
point lies within the polygon. Otherwise it is counted with 0%.
Surface with line
The intersection of a surface with a line object is the share of the line object within the surface.
The polygon content content(P) of a polygon is defined as usual. The following also applies:
For line objects obj, content(obj) = length(obj) is defined.
For point objects obj the content(obj) is defined as infinitesimal ε > 0. An infinitesimal number
is a number whose absolute value is greater than zero but less than any positive real number
be it ever so small. Content defines the overlapping share of objects. A source polygon P2
overlaps for example, the target polygon P1 with the following share.

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12.3.1.2 Intersections

.
If a buffer > 0 is assigned to a point or line object, it turns into a polygon.
When you choose to use a share of the source attribute data proportional to the area overlapping
with the source object, this share is calculated as follows:

When you choose to use the full source attribute data, the share is 100% if source and target
object overlap (including buffers). Otherwise it is 0%. In this case the size of the overlapping area
is not relevant.
Intersection then results in:

with P1 = buffer(targetobj, targetradius), P2 = buffer(sourceobj, sourceradius).

Note: The share of a point object equals 1 if it lies within the polygon, 0 if it is positioned outside
of it. A line object has a share x of a buffer if x = partial/total length of the length contained in the
buffer.

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 12.3.2 Examples of intersect operations

12.3.2 Examples of intersect operations

The following examples show the effect of the intersect operation in Visum.

In Illustration 226 , surfaces are intersected with surfaces. The

intersection of two polygons is defined as usual.
Prorated intersection of polygon and link buffer (1)
Polygon is located inside of link buffer - intersection of 100%
(2)
Polygon is located outside of link buffer - intersection of 0%
(3)

Illustration 226: Intersecting three polygon objects with a link buffer

In Illustration 227, for those point objects outside of the polygon, inter-
section results in 0%, for the three point objects inside of the polygon,
intersection results in 100%. If 1.0 is selected as source attribute, all
stops (source object) per zone (target object) are counted here for
example (since value of source object = 1.0).

Illustration 227: Intersecting point objects with a polygon

In Illustration 228, for those point objects outside of the buffer poly-
gon (= polygon + buffer), intersection results in 0%. The intersection
share within the buffer polygon is 100% for all point objects. Six
points are thus intersected with 100%.

Illustration 228: Intersecting point objects with a buffer polygon

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 12.3.3 Use cases

If point objects are intersected with polygons, the intersection

share of a buffer results per polygon from the position of the buffer
in the respective polygon. In the Illustration 229, two point object
buffers with 100% share are intersected and one point object buf-
fer prorated (its remaining shares intersect with polygon 2 and 3)
for polygon 1.

Illustration 229: Intersecting point object buffers with polygons

If a polygon is positioned exactly next to an adjacent one and a buffer is defined as > 0, point
objects within the overlapping area will be counted twice, because the polygon buffers overlap
each other and the point object lies within two polygons with buffers. The resulting number of point
objects regarded for intersection is then greater than the actual number of point objects.

12.3.3 Use cases

A typical use case for an intersection is the data import from a GIS.
There are land use data in GIS
Land use data is imported into Visum using a shape file, which is read in a POI. Alternatively
Visum can be connected to a Personal Geodatabase. Land use data in Visum are then avail-
able as GIS objects.
The zone and an editable attribute are later selected as target object, to adapt the created
information.
Through the intersection of zones and POIs the result is the land use data per zone and can
for example be used in a Visum demand model (for example the number of homes per zone).
Intersection is not just confined to data exchange with GIS. Multiple application possibilities also
arise within Visum. Some examples, which information can be obtained with an intersection oper-
ation are introduced in the following.
Number of boarding PuT passengers per zone (Table 277)
Number of inhabitants in the catchment areas of line routes (Table 278)
Vehicle kilometers within territories (Table 279)
Numbers of the stops within a zone (Table 280)

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 12.3.3 Use cases

Intersecting zones and stop points: The pas-

sengers in a zone are calculated from the
ZoneAddValue1 = Sum of passengers at all
stop points in the zone polygon.

Table 277: Calculating the number of PuT passengers per zone

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12.3.3 Use cases

Intersecting line routes and zones: The inhab-

itants of a line route are calculated from
LineRoute.AddValue1 = Sum of inhabitants in
zones within a 500m buffer around the line
route

Table 278: Calculating the number of inhabitants in the catchment areas of lines

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 12.3.3 Use cases

Intersecting territories and links: The vehicle

kilometers in a territory are calculated from Ter-
ritory.AddValue1 = Sum of VehicleKm PrT via
all links in a territory.

Table 279: Calculating the vehicle kilometers within territories

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 12.4 Coordinate systems

Intersecting zones and stops: which stops

lie within a zone. As target attribute, a user-
defined attribute of the type Text is used, to
which a concatenated list of the numbers of
the stops will be saved.

Table 280: Determination of the numbers of the stops that lie within a zone
Note: If you want to calculate the number of source objects per target object, select the attribute
1.0 of the source object.

12.4 Coordinate systems

When creating networks, components from different GIS sources are often combined, which par-
tially refer to different coordinate systems. To make the data consistent a coordinate trans-
formation is necessary. Visum supports you with this task with the following functions.
The user can optionally specify that all coordinates in the current network belong to a pre-
defined coordinate system (see User Manual: Chpt. 27.1.1, page 2413).
The coordinate system can be changed in Visum. You can automatically transform the
coordinates of the current network (see User Manual: Chpt. 27.1.1, page 2413).

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 12.4 Coordinate systems

If data is imported, which refers to another coordinate system than that for the current net-
work, Visum automatically transforms the imported coordinates into the system of the current
network.
There is an option to switch from the default Visum to a predefined coordinate system. Visum
offers a selection of coordinate systems, which are provided as files with the extension *.prj. You
can find them in the directory ...\Program Files\PTV Vision\PTV Visum 2022\Exe\Projections. This
file format is the Well Known Text format in the ESRI version.

Note: You can optionally specify, whether you want to work with a current projection in your pro-
ject. It is usually sufficient to keep the standard setting ("Visum"). In this case coordinates in
Visum do not apply to any current projection, but are illustrated "uninterpreted" in a rectangular
system. If, however, original files are specified in a certain projection and are imported to a net-
work, where no projection has been selected, the display is distorted. In this case select the
suitable projection.

In Visum, a difference is made between geographic coordinate systems and projected coordinate
systems.
In geographic coordinate systems, the coordinates are displayed as spherical coordinates with
geographic length and width. They are measured as an angle from the earth's center to a point on
the earth's surface (for example 47° 6‘ northern latitude, 12° 27‘ eastern longitude). In com-
parison, the coordinates of the earth ellipsoid is projected to a level, for plane coordinate systems.
A location on earth is therefore distinctly determined as an X and Y coordinate on the level. The
following example shows two projection files for a planar and a geometric coordinate system in
Visum.
Example for planar coordinate system (WGS 1984 UTM Zone 48N.prj)
PROJCS["WGS_1984_UTM_Zone_48N",
GEOGCS["GCS_WGS_1984",
DATUM["D_WGS_1984",
SPHEROID["WGS_1984",6378137,298.257223563]],
PRIMEM["Greenwich",0],
UNIT["Degree",0.017453292519943295]],
PROJECTION["Transverse_Mercator"],
PARAMETER["False_Easting",500000],
PARAMETER["False_Northing",0],
PARAMETER["Central_Meridian",105],
PARAMETER["Scale_Factor",0.9996],
PARAMETER["Latitude_Of_Origin",0],
UNIT["Meter",1]]
Table 281: Planar coordinate system

Example for geographic coordinate system is the German Main Triangle Network (Deutsches
Hauptdreiecksnetz.prj):

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 12.5 Processing the network display with graphic objects

GEOGCS["GCS_Deutsches_Hauptdreiecksnetz",
DATUM["D_Deutsches_Hauptdreiecksnetz",
SPHEROID["Bessel_1841",6377397.155,299.1528128]],
PRIMEM["Greenwich",0],
UNIT["Degree",0.017453292519943295]]
Table 282: Geographic coordinate system

Note: Please note, that in the actual file *.prj the projection properties which are written down
row by row, have to be successive (in a row). Detailed information on how to create projections
can be found on the ESRI webpage (for example at www.sup-
port.esri.com/index.cfm?fa=knowledgebase.techArticles.articleShow&d=14056).

Visum manages coordinate systems in the following file types: Depending on the file type, coordin-
ate information is saved or imported differently.

File type Save Read

*.ver Version All attributes of the cur- All attributes of the current coordinate system are read
file rent coordinate system in. If the name of the system is not found in the list of pre-
are saved. defined systems, it is added to the selection. A *.prj file
is not created.
*.net, *.mdb, All attributes of the cur- If not read-in additionally, the file is read like a version
*.accdb Net- rent coordinate system file, in case the network parameter block is missing, the
work file data- are saved. standard setting (Visum) is applied. If read-in addi-
base tionally, the network parameters block is read-in in case
it exists and is enabled (see User Manual: Chpt. 16.5.7,
page 1021).
*.shp Shape In addition to the shape If a corresponding *.prj file exists for a shape file, it is
file file, a *.prj file with the used as projection and transformed into the currently
currently set projection set projection if applicable. If it does not exist and the
is created if it differs existing network has a coordinate system, the user
from the standard set- selects a coordinate system (see User Manual: Chpt.
ting (Visum). 27.4.1, page 2427).
*.inpx Vissim The coordinates are not applicable
network written to the *.inpx file
without further trans-
formation.
*.hgr Back- not applicable Background files are not adjusted.
ground file

12.5 Processing the network display with graphic objects

Visum offers many possibilities to process your network model for print-out or presentations. Fur-
thermore, the clarity of your network can be improved, by providing additional information, such
as texts or borders of areas. This is done with so-called network-independent graphic objects. In
contrast to network objects, network-independent graphic objects are not part of the network
model, which means they have no influence on the calculations carried out by Visum. In addition

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 12.5.1 Texts

to the network-independent graphic objects, you have the possibility to insert a legend, using a
legend assistant. The following functions are available:
Inserting texts (see "Texts" on page 871)
Automatic creation of a legend (see "Legend" on page 871)
Inserting polygons (see "Polygons" on page 878)
Inserting background graphics (see "Backgrounds" on page 872)

12.5.1 Texts
Texts serve to additionally label the network display. There are two text types:
Background texts
Texts which are added to the network display
Legend texts
Texts which are inserted into a legend
Note: Graphic texts are network-independent graphic objects and therefore be differentiated
from labels of network objects and labels for plot output.

12.5.2 Legend
Using the Legend function, in the Visum network display, schematic line diagram or graphical
timetable, you can show additional, descriptive and explanatory information. To do so, in the
legend, select the objects you want to show and specify the display style (see User Manual: Chpt.
27.9, page 2462). In addition, in the legend footer, you can insert user-defined information, e.g.
diagrams created with external programs (Illustration 230).

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 12.5.3 Backgrounds

Illustration 230: Legend with user-defined texts

12.5.3 Backgrounds
Including backgrounds allows you to improve network display and orientation as well as add
graphic information to scale. This is how a zoning plan or a city map can be applied to the back-
ground of the network display for example. Graphic background data can be provided in different
ways. You can insert existing files in various graphic or GIS formats as a background for your net-
work display. Vector graphics, e.g. *.shp or *.dxf as well as raster graphics, e.g. *.jpg, *.bmp or
*.sid, are supported.
Besides existing graphic files, you may also use city maps or aerial and satellite images, provided
by map services on the Internet, as your background image. Map providers offer high-resolution
aerial and satellite images as well as detailed city maps for many regions. Apart from commercial
offers like, for example, Microsoft Bing Maps (see "Backgrounds by Bing Maps" on page 874),
data by freely available map providers can be used under certain conditions. You can download
the map data automatically and insert it as your background. If you have a permanent Internet con-
nection, you can show the Background graphic layer as an alternative to a statically embedded
background. The graphic layer contains the background graphics that match a network section.

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 12.5.3.1 Dynamic background map

They are called dynamically by map providers on the Internet (see User Manual: Chpt. 27.7.1.2,
page 2447).

Note: Using data from map providers is subject to license terms and conditions. Please learn
about these terms in advance and consider them when working on projects and sharing res-
ults.

12.5.3.1 Dynamic background map

The graphic layer Background map dynamically embeds maps and aerial images of map ser-
vices into network display. The data matching the current network section is shown at the respect-
ive zoom level. You can optionally show the map data in shades of gray or pale colors, so as to
not overpower the network display (see User Manual: Chpt. 27.7.1.2, page 2447).
Compared to static backgrounds, the display is controlled exclusively via graphic parameters and
user preferences There are no additional functions for administration. The data is not saved to the
system, so that this functionality requires a permanent Internet connection.
To use it, you need to select a coordinate system for the network. You can use any of the coordin-
ate systems defined in Visum. The background maps are transformed to the coordinate system
selected in Visum and are then displayed. If in Visum you select the coordinate system used by
the map provider, no transformation is required and the background map can be displayed
quicker. Most map services use a special type of Mercator projection (see "Coordinate systems"
on page 868). The projection files delivered with Visum include this coordinate system as so-
called WGS 84 - Pseudo- Mercator (adapted EPSG 3857) (see User Manual: Chpt. 27.1.1,
page 2413). When you start a new session or open a new network, this coordinate system is your
default setting. The definition of this coordinate system largely corresponds to the one defined in
EPSG 3857, however, with minor changes that allow it to be used with common map services and
Visum.
By default, Visum provides several map services in the Graphic parameters. You may also define
map services that can be used alternatively (see User Manual: Chpt. 27.7.1.1, page 2444).
To set up a user-defined map service, you need to know the URL structure and projection this ser-
vice uses to call map sections. You then enter a URL template for the service. It contains several
wildcards, e.g. for map section and zoom level parameters. When calling a specific map section,
Visum replaces the wildcards with the current data (see User Manual: Chpt. 27.7.1.1, page 2444).
In the Graphic parameters and version file, map services are only referred to via their names.
User-defined map services must have the same name on all computers using them. You can
ensure this by exchanging a user preferences file (see User Manual: Chpt. 16.9.2, page 1043).
This makes sure that changes made to the configuration data of user- defined map services
become effective in all the following Visum sessions, irrespective of the version file used.

12.5.3.2 Statically embedding background images by map providers

Besides using the dynamic graphic layer background map, you can embed data provided by map
services as static backgrounds. Unlike the background map, the downloaded data is saved to the
hard drive, so that it is available without a permanent Internet connection (with the exception of
Bing Maps).

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 12.5.3.3 Backgrounds by Bing Maps

Map providers offer maps and aerial photos in a pre-arranged tile configuration. They come in a
graphic format (e.g. JPEG or PNG) and in a uniform size that allows for several detail levels. The
data is available in a projected form, usually in Mercator projection (see "Coordinate systems" on
page 868). Visum automatically downloads the tiles for the current network section (in the detail
level selected) from the map provider, converts the data into the coordinate system format used in
Visum and integrates the data as background objects. Depending on the size of the current net-
work section, the original tiles are combined to several large files. The background files generated
are saved to special background folders in the project directory. The folder structure is shown in
the Administration tab, in the Background window. You can use the administration function to
control the visibility of network backgrounds (see User Manual: Chpt. 27.7.4, page 2452).

Note: To use background images of map providers, you need to set a coordinate system for
your network (see User Manual: Chpt. 27.1.1, page 2413). Background images of freely
accessible map providers are downloaded once and saved to the computer. The embedded
maps are not automatically updated or adapted to a different network section. This is why the
use of freely available map data does not require a continuous Internet connection. If you want
to update background images, delete the existing ones and embed new ones.

12.5.3.3 Backgrounds by Bing Maps

In addition to the maps by freely available map providers, Visum provides the possibility to use
high-resolution aerial pictures and maps by Bing Maps as background graphics. Due to the terms
of use of Bing Maps, these data cannot be stored permanently. Therefore, Visum only saves the
sections and zoom levels for which backgrounds of Bing Maps were embedded in the graphic
parameters and in the version file, and reloads them from Bing Maps each time they are used.
This ensures that the latest available map material is always used. Different functionalities for the
administration of backgrounds are thus not available for Bing Maps backgrounds.

Notes: Backgrounds by Bing Maps are only available to customers with maintenance agree-
ments.
In order to use Bing Maps backgrounds, a coordinate system must be set for the network (see
User Manual: Chpt. 27.1.1, page 2413). Unlike the use of static backgrounds of freely access-
ible map providers (see "Statically embedding background images by map providers" on
page 873), you need an Internet connection for each session. The update of the backgrounds
is automatic.

12.5.3.4 Background images from graphic and GIS files

Backgrounds in graphics formats (Table 283) supported by Visum can be freely scaled by the
user and placed where required in the network display. This means, that position and size are
determined via virtual, modifiable coordinates. It is possible to put several backgrounds on top of
each other. Their order of display can be changed by the user. The Illustration 231 shows a net-
work section without background. Only the link network is displayed. Backgrounds with land use
were inserted in the same network background in Illustration 232.

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 12.5.3.4 Background images from graphic and GIS files

Illustration 231: Visum network display without background

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 12.5.3.5 Supported background file formats

Illustration 232: Visum network display with background

12.5.3.5 Supported background file formats

The Table 283 outlines the most important graphic formats, which can be imported into Visum via
graphic object type backgrounds.

File Description
type
*.bmp Bitmap: pixel-based Windows standard format
(dib)
*.wmf Windows Metafile: both vector- and pixel-based Windows graphic format (standard and
(emf) enhanced format)
*.gif Graphics Interchange Format: pixel-based standard format by Compuserve for internet
applications
*.jpg Joint Photographic Experts Group: standard pixel-based format for internet applications
developed by an ISO experts group

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 12.5.3.6 Automatic positioning of the background in the network with World files

File Description
type
*.jp2 The JPEG2000 format also published by Joint Photographic Experts Group. Compared
to JPG, this format offers a better compression rate and can also receive meta data.
*.png Portable Network Graphics: License-free raster graphics format for Internet applic-
ations. It was developed by the World Wide Web Consortium (W3C) to replace GIF and
JPG.
*.tif Tagged Image File: pixel based default format for DTP and scanner applications; also
with CCITT compression
*.tga Targa: Pixel-based format by Truevision for professional image processing on Work-
stations
*.dwg A CAD format developed by Autodesk for CAD software AutoCad. The DWG format
today, is a de facto standard for CAD data exchange and the most commonly used
drawing data format.
*.dxf Drawing Interchange Format: A vector graphic format developed by Autodesk, for CAD
data exchange, which was developed for the CAD program AutoCAD. A *.dxf file writes
a CAD model (for example a technical drawing) as text according to the ASCII standard.
*.ecw Enhanced Compression Wavelet: ECW is a raster graphic format, which allows very
high compression rates. It is therefore ideal for saving aerial photographs and satellite
images.
*.shp Shape files are a data format for geodata, which are used in most GIS. The data format
is ideal for including GIS data in Visum (see "Shape files as a GIS interface" on
page 856).
*.sid Multiresolution seamless image database MrSID is a compressed format for raster
graphics. It is ideal for cartographic data and satellite images.
*.svg Scalable Vector Graphics
Standard for describing two-dimensional vector graphics in the XML syntax. The main
language volume can be displayed by the most used web browsers without additional
plug-ins (for example Firefox). A plug-in such as the SVG Viewer by Adobe allows the
display on the Internet Explorer.

Table 283: Background formats supported by Visum

12.5.3.6 Automatic positioning of the background in the network with World files
If a raster graphic background is to be included in Visum, georeferencing the background in the
network can be executed automatically when, in addition to the actual graphic file (for example
Background.jpg), a so-called World file (for example Background.jpw) is available, which contains
the data for georeferencing the image file. If a World file is available, this makes the exchange and
including backgrounds much easier, because the background is automatically inserted in the right
position in Visum. The effort for vernier adjustment of the background does therefore not apply.
A World file contains the transformation information used by the image, for the reference to world
coordinates. The format was specified and introduced by ESRI. The naming convention for World
files provides, that the last letter of the file ending of the graphic file is replaced with a w, the rest of

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 12.5.4 Polygons

the file name corresponds to the respective graphic file (if the graphic is named Map.tif for
example, the respective World file is then named Map.tiw). A World file describes the coordinates,
the scale and the rotation of the background.

Note: World files do not contain a reference to a coordinate system.

Each World file has six rows. The Table 284 shows an example for a World file.
Row 1: Parameter A pixel size in x direction
Row 2: Parameter D rotation about y axis
Row 3: Parameter B rotation about x axis
Row 4: Parameter E pixel size in y direction
Row 5: X coordinate of the upper left pixel of the background
Row 6: Y coordinate of the upper left pixel of the background

32.0
0.0
0.0
-32.0
691200.0
4576000.0
Table 284: Example for a World file

Note: Georeferencing and thus creating the World file can be executed with GIS software (for
example ArcGIS by ESRI). Because the World file is a text file, it is theoretically possible to cre-
ate it yourself in the text editor if the necessary information is known.

12.5.4 Polygons
The polygons of Visum are graphic objects available for free design of your drawings. Polygons
can be edited in many ways:
Drawing lines or areas
Choice of color
Position of lines and line types
Patterns for areas

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 13 Interactive analyses

13 Interactive analyses
Visum offers various functionalities that allow you to evaluate your traffic model interactively.
These can be used to analyze both PrT and PuT. The following interactive analyses are available.

Flow Filtering paths obtained through assignment according to different criteria (e.g. all
bundles paths traversing a specific link)
Isochrones Analysis of the accessibility of network objects. Network objects which can be
accessed from one or several network objects within the same time are high-
lighted in the same color (e.g. all locations that can reached from a specific node
within 5 minutes on foot).
Shortest Search for the shortest path between zones, nodes or main nodes, according to dif-
path search ferent criteria (e.g. distance)

Topics
Flow bundles
Isochrones
Shortest path search

13.1 Flow bundles

Flow bundles are used to filter and graphically display loaded paths (obtained through assign-
ment) according to various criteria. Loaded paths are the result of assignment calculation and are
characterized by the following properties:
They consist of a route path from an origin zone to a destination zone.
They have a transport system type (PrT, PuT or PuT-Sys).
The show a volume (passengers, vehicles).
Flow bundles consist of all paths traversing the network objects marked for flow bundle cal-
culation. Marked network objects thus constitute the path filter criteria of a flow bundle. In the fol-
lowing section, you will learn about how to use the individual filter criteria. The Illustration 233
displays the principle of the flow bundle. The left figure shows all paths found in the assignment.
The right figure shows the paths traversing the highlighted link.

All PrT paths (displayed as volume Filtering of all PrT paths traversing the highlighted link by
bars) defining a flow bundle

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 13.1.1 Flow bundle definition through selection of network objects

Illustration 233: The flow bundle as path filter

The flow bundle can be displayed graphically in the network editor (see User Manual: Chpt.
28.1.2, page 2485) or output as a list (see User Manual: Chpt. 29.1.6, page 2526). Using PuT
assignment as an example, Illustration 234 displays the flow bundle paths in the PuT path legs
list. In the graphical display, the path courses highlighted in color and the respective flow bundle
volumes for each traversed link describe the spatial and quantitative distribution of traffic of the
specified flow bundle.

Illustration 234: Display of the flow bundle paths in the PuT path leg list
Note: To display a flow bundle, you first have to calculate an assignment and save its paths.
You can save paths in the PrT (see User Manual: Chpt. 22.1.2, page 2065) and in the PuT (see
User Manual: Chpt. 23.1.1.2, page 2180).

The flow bundle type is defined via the network object type selected:
Node, main node, stop point, stop area, stop and sharing station flow bundle (selection of
nodes, main nodes, stop points, stop areas, stops or sharing stations)
Link flow bundle (highlighting links)
Zone and main zone flow bundle (highlighting zones or main zones)
Traffic type-based flow bundle (by setting specific links or network objects of the line hier-
archy, i.e. lines, line routes, etc., passive)
The flow bundle can be created by highlighting one or more objects of a network object type. It
can also be determined by any combination of highlighted network objects of different network
object types (see "Combining flow bundle criteria" on page 888).

Notes: If a flow bundle is active, its demand can be saved as a flow bundle matrix.
The flow bundle considers the active settings of the OD pair filter. This allows you to perform
flow bundle analyses that are additionally defined via a zone type (e.g. for internal zones only).

13.1.1 Flow bundle definition through selection of network objects

Flow bundles can be defined through the selection of one or several network objects. Depending
on the network object type, specific settings can be made.

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 13.1.1 Flow bundle definition through selection of network objects

Node flow bundle (PrT and PuT)

The node flow bundle lists all paths traversing the selected node(s).
For PrT and PuT, select the demand segments for each node whose paths you want to use for
flow bundle calculation. The assignment results and thus the paths of each demand segment are
listed separately.
For PuT, you additionally have the option of limiting the PuT supply (e.g. to certain lines) (see
"PuT supply filter" on page 887).
In the following example (Illustration 235), the flow bundle contains all paths that traverse node
100,001, using line 002. There may be path legs shared with other lines before or after the leg via
node 100,001 with line 002, see Illustration 236.

Illustration 235: PuT node flow bundle with additional filter criteria for lines

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13.1.1 Flow bundle definition through selection of network objects

Illustration 236: Some of the paths which traverse node 100001 and use line 002

Main node flow bundle (PrT only)

The main node flow bundle works analogous to the node flow bundle. It outputs paths traversing
the selected main node(s). You need to select the demand segments whose paths you want to
use for flow bundle calculation.

Link flow bundle (PrT and PuT)

The link flow bundle lists all paths traversing the marked links. In PuT, some links might only be
traversed partially, due to link stop points. The determining factor for the flow bundle is the middle
of the link: a link is considered traversed if a path traverses the middle of the link.
You have to select the demand segments, both in PrT and PuT, whose paths you want to use for
flow bundle calculation.
Just like for the nodes, for PuT you additionally have the option of limiting PuT supply (e.g. to cer-
tain lines) (see "PuT supply filter" on page 887).

Flow bundles based on stop points, stop areas and stops (PuT only)
The flow bundles for the three network objects of the stop hierarchy (stop point, stop area and
stop) output all paths traversing each of the selected network objects. You can limit the passenger
types for each network object selected:
Origin boardings (B): A path is displayed in the flow bundle if passengers board at the net-
work object selected, i.e. if there is no other PuT partial leg before boarding.
Destination alightings (A): A path is displayed in the flow bundle if passengers alight at the
network object selected, i.e. if there is no other PuT partial leg after alighting.
Transfers (T): A path is displayed in the flow bundle if passengers traverse at the network
object selected. This can be at a boarding or an alighting point of transfer.
Through passengers with stop (W): A path is displayed in the flow bundle if there is a stop at
the selected network object and passengers remain on board. The line stops at the network
object without passengers alighting or transferring.
Through passengers without stop (N): A path is displayed in the flow bundle if passengers
pass the selected network object without stopping. In this case the line does not stop.
Just like for nodes and links, you additionally have the option of limiting PuT supply (e.g. to certain
lines) (see "PuT supply filter" on page 887). For transfers, you can set separate filters for alighting
and boarding passengers.

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 13.1.2 Flow bundle definition through selection of traffic types

Sharing station flow bundle

The sharing station flow bundle works in the same way as the stop flow bundle. For the sharing
station flow bundle, boarding passengers are passengers who have only used PuT Walk before
entering the sharing system, passengers alighting at the destination only use PuT Walk after
alighting. All other boardings / alightings are passengers transferring.

Zone and main zone flow bundle (PrT and PuT)

Flow bundles for the network object types zone and main zone list all paths starting or ending at
the selected network object. Accordingly, you specify whether you want to filter by origin traffic or
by destination traffic.
Origin traffic: all paths starting in the selected zone or main zone
Destination traffic: all paths ending in the selected zone or main zone
Origin and destination traffic: all paths that start or end in the selected zone or main zone
In addition, you have to select the demand segments, both in PrT and PuT, whose paths you want
to use for flow bundle calculation.
Just like for the nodes, for PuT you additionally have the option of limiting PuT supply (e.g. to cer-
tain lines) (see "PuT supply filter" on page 887). Limiting PuT supply applies to the first or last PuT
path leg, depending on whether you have filtered by origin or destination traffic.

13.1.2 Flow bundle definition through selection of traffic types

By setting links or network objects of the line hierarchy (lines, line routes, etc.) to active or pass-
ive, you can filter paths of the flow bundle by traffic type (internal traffic, origin traffic, destination
traffic, through traffic, external traffic or bypassing internal traffic).
In the following example, Lynnwood town center through traffic is illustrated by the traffic type-
based flow bundle. Only those paths are displayed in the flow bundle that start and end in an
external zone, but between the zones traverse the city center. In the Illustration 237, the flow
bundle is displayed for the through traffic and for the flow bundle path from external zone 136 to
external zone 27.

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13.1.2 Flow bundle definition through selection of traffic types

Illustration 237: Display of through traffic with a flow bundle of active links
Note: To calculate a traffic-type based flow bundle, you need to set at least one link or one net-
work object of the line hierarchy to passive. To set an object to passive, use the filter (see User
Manual: Chpt. 17.7, page 1125) or spatial selection (see User Manual: Chpt. 17.8, page 1152).

In both cases (links or network objects belonging to the line hierarchy), Visum distinguishes
between the traffic types internal traffic, origin traffic, destination traffic, through traffic, external
traffic and bypassing internal traffic. These traffic types partition the number of all paths, i.e. each
path has a unique traffic type.
The following examples refer to a link traffic type flow bundle, for which inner city links have been
set to active and outer city links to passive.
Internal trips: Paths used by active network objects only. Example: The flow bundle shows
the paths in the urban area.
Origin demand: Paths starting with an active network object and ending with a passive net-
work object. Example: The flow bundle shows all commuter flows from the urban area to its
urban hinterland.

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 13.1.2.1 Traffic type flow bundle for active links

Destination demand: Paths starting with a passive network object and ending with an active
network object. Example: The flow bundle shows all commuter flows from the urban hin-
terland to the urban area.
Through traffic: All paths that start and end with a passive object, but use at least one active
object in-between. Example: The flow bundle shows HGV traffic traversing a conurbation.
External trips: Paths that do not use active network objects. Example: The flow bundle shows
traffic bypassing a conurbation.
Bypassing internal trips: Paths that start and end with an active network object, but use at
least one passive network object in-between. Example: The flow bundle shows traffic that
starts and ends in an urban area, but that traverses the urban hinterland, e.g. on a bypassing
road that has a higher speed limit.
The Table 285 shows which sequence of links (for a link traffic type flow bundle) or of PuT lines on
path legs of a PuT path (for a PuT line traffic type flow bundle) belongs to which traffic type. For
sequences with more than four objects, there are more variants.

Number of links or PuT lines 1 2 3 4

Internal trips a a-a a-a-a a-a-a-a
Origin demand - a-p a-x-p a-x-x-p
Destination demand - p-a p-x-a p-x-x-a
Through traffic - - p-a-p p-a-x-p or
p-x-a-p
External trips p p-p p-p-p p-p-p-p
Bypassing internal trips - - a-p-a a-p-x-a or
a-x-p-a
Table 285: Traffic type based on status (active / passive) of links or PuT lines

The abbreviations in Table 285 have the following meaning:

a: link or PuT line active
p: link or PuT line passive
x: not relevant whether link or PuT line is active or passive

13.1.2.1 Traffic type flow bundle for active links

You can use traffic type flow bundles for active links for paths of PrT assignments or PuT assign-
ments, as both path types can be described as a sequence of links.
On PuT paths, links can be traversed with PuT lines, PuT-Aux TSys or PuT-Walk TSys. All three
possibilities are accounted for in the link traffic type flow bundle. Transitions within a stop or
between stop areas and the nodes assigned to them are ignored. So for the distinction between
active and passive areas of a path (including PuT paths), only links are taken into account.
The link traffic type flow bundle also allows you to limit PuT supply, e.g. to specific lines (see "PuT
supply filter" on page 887). Only those links are considered active that have been set to active and
that are used by an active PuT line.

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 13.1.2.2 Traffic type flow bundle for active PuT lines

Example: Calculation of the number of passengers using long-distance transportation on a link

corridor (completely or partly):
The link corridor is active, all other links are passive.
Selection of long-distance transportation TSys from PuT supply
Selection of the traffic types internal traffic, origin traffic, destination traffic, through traffic
and bypassing internal traffic
If you want to combine several conditions of the type "Active links" within one flow bundle, you
might have to reverse the active links for the flow bundle, i.e. set all passive links to active and
vice versa. To do so, switch the reference quantity of the link traffic type flow bundle from "active
links" to "passive links" and vice versa.
Example: You want to determine the number of passengers using part of and the entire link cor-
ridor for long-distance transportation, but outside the corridor only use local public transport.
The link corridor is active, all other links are passive.
Add a flow bundle term with long distance transportation TSys as the PuT supply and the
traffic types internal traffic, origin traffic, destination traffic, through traffic and bypass
internal traffic.
Add another flow bundle term with the operator AND and long-distance transportation
TSys as the PuT supply. Choose the traffic type "external traffic". Select "passive links" as
the reference quantity.
By combining two terms that have different reference quantities you can a) filter paths using a spe-
cific PuT supply on active links and b) filter paths using a specific, but different PuT supply on
passive links.

13.1.2.2 Traffic type flow bundle for active PuT lines

The path filter for active PuT lines, line routes, etc. shows the lines or line routes used on a spe-
cific path. For the link traffic type flow bundle, these lines or line routes are links. This means a
PuT path is considered a sequence of active and passive path legs, based on the active status of
the lines, line routes, etc. used on the individual path legs.
You can specify the line hierarchy level of the PuT supply used. The options are: line, line route,
time profile, vehicle journey and vehicle journey section.
The first three network object types are always available. Vehicle journey and vehicle journey sec-
tion, however, must be based on timetable-based assignment, for which paths are saved as con-
nections.
Vehicle journey sections are a special case. They do not carry volumes and there is no unique
vehicle journey section for a path leg, even if a vehicle journey is specified. So when you select
the vehicle journey section level, a PuT path leg is considered active if it can be fully covered by
active journey sections of its vehicle journey. Visum checks whether there is an active vehicle jour-
ney section for each vehicle journey item on the PuT path leg.
The Table 286 depicts the significance of the traffic types after applying a path filter for active PuT
lines. The line filter has been set to active for long-distance trains ("ICE") and to passive for LRT
lines ("RE").

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 13.1.2.3 PuT-traffic type-based flow bundles for current stops

Internal trips
Through traffic
Origin demand
Destination demand
Bypassing internal trips
External trips
Legend Active PuT supply
Passive PuT supply
Table 286: Significance of traffic types after applying path filter for active PuT lines

For instance, you can perform the following analyses on active PuT lines, using a path filter:
1. Objective: Determine the number of passengers using a long-distance line on at least one path
leg
Only long-distance trains are active. Selection of the network object type lines.
Selection of the traffic types internal traffic, origin traffic, destination traffic, through traffic
and bypassing internal traffic
2. Determine the number of passengers using at least one long-distance line on at least one path
leg and at least one public transport line on one path leg
Only long-distance lines are active. Selection of the network object type lines.
Selection of the traffic types origin traffic, destination traffic, through traffic and bypassing
internal traffic
3. Objective: Determine number of passengers who only use vehicle journeys provided by a spe-
cific operator X.
Only vehicle journeys of operator X are active. Selection of network object type vehicle
journeys.
Selection of the traffic type internal traffic

13.1.2.3 PuT-traffic type-based flow bundles for current stops

Flow bundle calculation can be limited to a set of stops. To do so, you can select active stops and
stops of selected fare zones. Within these conditions, the traffic can be differentiated by the use of
analysis lines (see Calculating flow bundles on the basis of stops of selected fare zones on page
2478).

13.1.3 PuT supply filter

For PuT, you can define flow bundle conditions, using the criterion PuT supply. It allows you to fil-
ter paths by network objects that traverse them using a specific transport system, line, etc. A path
is only included in a flow bundle if it uses the selected PuT supply at the network object.
You can choose between different types of PuT supply. The options are: transport systems, main
lines, lines, line routes, time profiles, vehicle journeys and operators. Vehicle journeys and oper-
ators require a timetable-based assignment, for which paths are saved as connections.
The results obtained with the supply filter depend on the network object type:

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 13.1.4 Combining flow bundle criteria

nodes and links represent fairly simple examples. The supply filter criteria is met if the node
or link is traversed by the supply selected. Thereby it is irrelevant whether the paths traverses
the node or link, or starts or ends there.
For zones and main zones, the supply filter filters the first or last path leg - depending on
whether you choose to filter by origin or destination traffic. The options Also PuT-Walk TSys
and Also PuT-Aux TSys are taken into account when Visum checks the connector node of
the path. Consequently, a path starting or ending with a PuT-Walk or PuT-Aux transport sys-
tem belongs to the flow bundle if the respective option has been activated or the first or last
path leg is used for the PuT supply selected.
For stop points, stop areas and stops, Visum distinguishes between two cases:
When determining the number of passengers transferring, you can set supply filters with
the criteria "alighting" and "boarding". This, for instance, allows you to filter all paths that
at a stop switch from long-distance transport to local transport.
Just as for the zones, the options PuT-walk and PuT-Aux play a special role. If you select
"boarding" and the option Also walk TSys, you will also filter by all transfers that after
alighting include a footpath - independent of the PuT supply the passengers alighted from.
The same applies respectively for the option Also Aux TSys.
For all other passenger types, the supply filter is used as described for nodes and links.
When using the traffic type flow bundle conditions for active links, you can additionally filter the
PuT supply. The PuT supply filter is applied directly to the active links. For a traffic type-based
flow bundle, a link on a PuT path is considered active if both the link itself and the PuT supply on it
are active.

13.1.4 Combining flow bundle criteria

For paths determined by a flow bundle, you can combine several criteria and connect them with
AND THEN or OR. You can also combine PrT criteria and PuT criteria.
The flow bundle in Illustration 238, e.g., includes a combination of AND THEN and OR operators.
All paths starting in zone 102 and ending in zones 1, 2 or 5 are output in the flow bundle. For zone
102 the traffic type origin traffic was permitted, for zones 1, 2 and 5 only traffic type destination
traffic. The required settings can be seen in the window, in Illustration 238.

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 13.1.4 Combining flow bundle criteria

Illustration 238: Paths which start in zone 102 and end in zones 1, 2 or 5

Definition of an AND THEN term

A flow bundle describes all paths that the network objects selected traverse in a specified
sequence. The Illustration 239 shows a filter that includes many AND THEN link combinations.
The flow bundle shows all paths that traverse these links in the sequence specified.

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13.1.4 Combining flow bundle criteria

Illustration 239: All paths which traverse a link section in north direction
Notes: Any number of nodes, main nodes, stops, stop areas, stop points and links can be
linked in any order.
Zones and main zones can only be the beginning or end of a path and can therefore not be tra-
versed.

Flow bundle conditions for network objects (see "Flow bundle definition through selection of net-
work objects" on page 880) and flow bundle conditions for traffic types (see "Flow bundle defin-
ition through selection of traffic types" on page 883) can be combined through the AND operator.
In this case, however, the sequence is not specified, as traffic type flow bundles always refer to
the entire path. This is why they are used at the end of AND THEN operations.

Note: You can use the AND operator to combine various traffic type flow bundle conditions or to
combine traffic type flow bundle conditions with network object flow bundle conditions.

The following example shows the flow bundle of Illustration 237, for which two additional links
were selected. The flow bundle filters the Lynwood through traffic, traversing the two links in the
sequence specified.

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 13.1.4 Combining flow bundle criteria

Illustration 240: Through traffic traversing the two links in the sequence specified

Using negated conditions (complement)

Using a negated network object flow bundle condition, you can filter by paths that are not used by
selected network objects.
When combining the negated condition with positive network object flow bundle conditions, you
have various filter options:
1. Objective: all vehicles traversing link 1, but not link 100 afterwards.
First AND THEN operation: link 1
Second AND THEN operation: link 100, complement
2. Objective: all vehicles traversing link 2, but not link 100 before.
First AND THEN operation: link 100, complement
Second AND THEN operation: link 2
3. Objective: all vehicles traversing link 1, then link 2, but do not traverse link 100 in-between.
First AND THEN operation: link 1
Second AND THEN operation: link 100, complement
Third AND THEN operation: link 2
4. Objective: all vehicles traversing link 1, then link 2, but that do not traverse link 100 on their
entire path.

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13.1.4 Combining flow bundle criteria

First AND THEN operation: link 100, complement

Second AND THEN operation: link 1
Third AND THEN operation: link 100, complement
Fourth AND THEN operation: link 2
Fifth AND THEN operation: link 100, complement
The examples show that the negated network object flow bundle conditions are always evaluated
for an area between positive network object flow bundle conditions. If the sequence is not import-
ant, you might have to add the negated conditions a few times (see example 4).
The sequence is not important for traffic type-based flow bundle conditions. This means that when
you use a complement, it produces a simple logic negation - which corresponds to the selection of
a complementary traffic type set.

Defining an OR operation
Adding an OR operation ends a series of AND THEN operations. You can then add additional con-
ditions. A flow bundle describes all paths that fulfill at least one of the filter conditions linked to an
OR operation.
Any number of AND THEN operations can be linked by OR operations. Each path is only output
once with the flow bundle, even if it is found for several AND THEN operations.
The Illustration 241 shows how you can simultaneously show a PrT flow bundle and a PuT flow
bundle, using an OR operation. The PrT flow bundle shows all PrT paths traversing nodes
106,062,539 and 106,062,191. The PuT flow bundle shows all PuT paths traversing stops
106,061,623 and 106,063,464.

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 13.1.5 Flow bundles with alternative routes

Illustration 241: Combining flow bundles for PrT and PuT by using an OR operation

13.1.5 Flow bundles with alternative routes

To display all paths in the flow bundles that do not traverse the selected network objects, show the
alternative routes. Then only those OD relations are taken into account that use the selected net-
work objects. If 60 % of the paths of an OD pair traverse the link s selected for the flow bundle,
then the alternative routes make up the remaining 40% of the paths of this relation. These are the
OD pair paths that do not traverse the selected link s. In the example in Illustration 242, two links
of a bypass (in both line directions) are highlighted for the flow bundle. The links of each direction
are combined through an AND THEN operation. The two AND THEN operations for the two line
directions are combined via an OR operation. So, independent of the direction, all paths are
shown that traverse this link section.

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13.1.5 Flow bundles with alternative routes

Illustration 242: Link flow bundle with AND THEN operation and OR operation
In Illustration 243, a flow bundle of alternative routes is displayed for the same flow bundle criteria
as in Illustration 242. For all OD pairs for which paths were found in the origin flow bundle, the
paths are listed that do not traverse the link section selected. The comparison of the two illus-
trations shows, that most traffic uses the by-pass on these OD pairs. Only a few road users
choose the routes which lead through the city. In a planning project the effectiveness of a created
measurement could thus be allocated.

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 13.1.6 Flow bundles with time reference

Illustration 243: Link flow bundle with alternative routes

13.1.6 Flow bundles with time reference

In PrT, you can use flow bundles with a temporal restriction for results of simulation- based
dynamic assignment (SBA). In PuT, you can use them for results of timetable-based assignment.

Topics
Flow bundle with time reference - PrT
Flow bundle with time reference - PuT

13.1.6.1 Flow bundle with time reference - PrT

When calculating a flow bundle based on dynamic assignments or PuT assignments, you can
include a time reference. When you add a time reference to calculate a flow bundle, only those
volumes are recorded that use network objects of the flow bundle condition in a predefined time
period. The assignment to a time interval is based on the entry time. The results (volumes at net-
work objects, origin and destination traffic and matrices) are optionally output listed by analysis
time interval and are limited to volumes that meet the flow bundle criteria. This means that for time
interval related outputs, the trajectories of vehicles or persons must be tracked to determine their
position in the network during the analysis time intervals.

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 13.1.6.2 Flow bundle with time reference - PuT

Notes: Alternative routes for flow bundle calculations with time reference cannot be shown.
Flow bundles with a time reference can only be used with results obtained from a simulation-
based dynamic assignment (SBA).

13.1.6.2 Flow bundle with time reference - PuT

If a timetable-based PuT assignment was calculated, you can specify a temporal restriction for cal-
culation of the flow bundle. To do so, the paths must be saved as connections during the assign-
ment. The temporal restriction refers to the departure at the selected network object. It only refers
to the arrival at the end of a path leg. As for the PrT flow bundle, the results of the flow bundle are
optionally output separately by analysis time intervals.

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 13.2 Isochrones

13.2 Isochrones
Isochrones describe locations that have the same temporal distance to a point. PTV Visum allows
you to select one or multiple network objects and have the journey time between these network
objects and all nodes, zones or stop areas calculated. The isochrones can then be displayed
graphically based on a classification of the calculated time periods of network elements (see User
Manual: Chpt. 28.2.3, page 2495).
Typical use cases for this functionality are analyses of PuT service gaps and PrT journey time ana-
lyses for important destinations.
Isochrone calculation may also be based on other parameters besides the journey time, e.g. on
impedance. This allows you to use isochrones for the analysis of accessibility.
If several network objects are selected for isochrone calculation, the shortest paths between the
selected network objects and the link section is calculated for each link section. The shortest of
these shortest paths then determines which accessibility interval is assigned to the network
object.
Isochrone calculation does not only allow you to create a graphically appealing display of access-
ibility. The data obtained through the calculation is saved with the nodes, zones or stop areas and
is so available as an attribute for further use. Isochrone calculation is carried out separately for the
transport systems PrT and PuT. The results, however, may be displayed together in graphs or
tables.
In addition to a display of the calculated isochrone time, you can show a spatial extrapolation to
the area (see 2D display on page 933)

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 13.2.1 PrT isochrones

Illustration 244: PuT journey time to destination: 2D display

13.2.1 PrT isochrones

Selected network objects can either be the origin or destination for isochronoe calculation. If the
reference object is the origin, the isochrone specifies the locations that can be reached from the
selected object after a same time period. If the reference object is the destination, the isochrone
specifies locations from which the network object can be reached after a same time period.
The accessibility of network objects is determined via a shortest path search. Thereby the fol-
lowing attributes are used as search criteria:
tCur (travel time in loaded network)
t0 (travel time in unloaded network)
Distance
Impedance
AddValues 1 to 3
Note: When selecting the route choice criterion, note that t0, tCur and Impedance correspond
to each other as long as no assignment has been calculated.

You can use nodes, main nodes and zones (or a combination of them) as reference points of PrT
isochrones. To reduce computation time for isochrone calculation when using larger networks,
you can specify a maximum value. The calculation process is then canceled once the maximum
value for a link in the respective search direction is reached. The network areas lying outside this
specified area are not taken into account.

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 13.2.2 PuT isochrones

The results of PrT isochrone calculation are listed under the attribute Isochrones time PrT of
nodes, main nodes and zones. The minimum run time is listed for each network object.
The following options are available for displaying PrT isochrones graphically in the Network
editor:
Display of the accessibility of link sections
2D drawing
Classified display of nodes, main nodes and zones by Isochrones Time PrT

Illustration 245: PrT journey time to destination: display on link sections

13.2.2 PuT isochrones

PuT isochrones are used to analyze the accessibility of nodes, stops, stop areas, stop points and
zones within a specified time interval. Accessibility is determined based on a timetable-based con-
nection search. The search can be based on a departure or an arrival time interval.
In the first case, you determine all connections leaving from the network object selected within a
certain time period, including an additional time span. This time span is entered after you have
selected the departure period and refers to the time within which the connection must reach the
destination.
In the second case, you analyze all connections that arrive at the network object selected within a
certain time period and you enter a lead time. This is the time span directly before the arrival
period specified and during which the connections must leave their starting point.
You can use nodes, stop areas and zones (or a combination of them) as reference points of PuT
isochrones.
You can find the results of PuT isochrone calculation in the attributes Isochrones time PuT and
Number of transfers PuT for nodes, stops, stop areas, stop points and zones. For each network
object, the minimum journey time and minimum number of required transfers is listed.

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 13.3 Shortest path search

Note: Please note that the values minimum run time and minimum number of required
transfers may come from different connections, meaning that there is not necessarily a con-
nection that includes both.

The results depend on the time intervals specified. You can influence the calculation (except for
the time reference), by limiting the search to active vehicle journey sections or by specifying a
maximum number of transfers.
The following options are available for displaying PuT isochrones graphically in the Network
editor:
2D drawing
The attributes Isochrones time PuT and Isochrones number of transfers PuT can be
used in 2D to classify the accessibility intervals.
Classified representation of nodes, zones, stops, stop areas and stop points
The attributes Isochrones time PuT and Isochrones number of transfers PuT can be
used for a classified representation of one or several network object types.

Illustration 246: PuT journey time to destination: classified display of stops

13.3 Shortest path search

With the shortest path search command you can determine the best paths from a chosen origin to
a chosen destination and display the result in the network (see Illustration 247). Different search

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 13.3 Shortest path search

criteria can be used to find the shortest path. The paths found can then be displayed in a shortest
path search list.

Illustration 247: Shortest path search between two nodes in PrT

An interactive shortest path search can be used especially to find errors in network modeling.
With the graphic output of the shortest path, you can quickly determine implausible shortest paths
in the network editor. It could thus occur, that links for a transport system were mistakenly blocked
by the modeler and therefore an unexpected path between two nodes is assumed as the shortest
path. With the shortest path search you can find such paths and undo the road closure if neces-
sary.

Shortest path search PrT

In PrT, you can search for shortest paths between nodes, main nodes, or zones (see User
Manual: Chpt. 28.3.1, page 2498). The shortest path is searched for the selected traffic system
respectively. The following choice criteria are possible as search criteria.
t0 (travel time in unloaded network)
tCur (travel time in loaded network)
Impedance

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13.3 Shortest path search

Distance
AddValues 1 to 3 (this also allows the use of values of any other attributes as a criteria for
the shortest path search)

Shortest path search PuT

Shortest path search for PuT can either be timetable-based (PuT tab) or transport system-based
(PuT TSys tab) (see User Manual: Chpt. 28.3.2, page 2500).
If a timetable-based search is performed, the connection with a minimum search impedance is
output as the shortest path. Thereby search impedance is any linear combination of journey time
and the number of transfers.
Search impedance = x • journey time + y • number of transfers
You can also specify whether you consider a shorter journey time or less transfers more favorable
for the shortest path search. You can search for a timetable-based shortest path between two
zones or two stop areas.
The transport system-based shortest path search does not differentiate between individual PuT
lines. Modeling the transport supply only considers the links of a basic network with their specific
run times. A basic network may include the following three options:
All road and rail links of the link network
Only those links traversed by PuT lines
Only those links traversed by active PuT lines
A graph is created from the links of this basic network. If forms the basis for a shortest path
search. Because individual lines are not distinguished, transfer stops with their respective transfer
times cannot be included in the search. However, it is possible to include transfer times between
different transport systems (transfer penalties for transport system transfers, such as between
bus and train). The transport system-based shortest path search can be performed for an area
between two zones or two nodes.

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 14 Tabular and graphical display

14 Tabular and graphical display

Visum provides a wide range of graphical and tabular display options for the data of your traffic
model. You can analyze the model data from different views. You can e.g. show the link volumes
calculated in an assignment procedure in table or a list, or graphically as link bars in the Network
editor, as depicted in Illustration 248. Below, display types which are often used are introduced in
examples. Primarily, these are there to give an idea on the diversity of the graphic display pos-
sibilities in Visum. You can find all setting possibilities for graphic parameters and lists in the
detailed description (see User Manual: Chpt. 29, page 2507).

Illustration 248: Graphical and tabular display of link volumes

Topics
Views of a model in the global layout
Lists
Bars
Classified display with attribute values
Labeling with tables
Labeling with charts
Turn volumes
Desire lines

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 14.1 Views of a model in the global layout

Stop catchment areas

PuT transfer relations
PuT connections and transfer flows
Lane allocation
2D display
3-D network view
Visualization of vehicles from the simulation-based dynamic assignment
Displaying route courses
Schematic line diagram
Signal time-space diagram
Activity profiles
Column charts
Evaluations in the graphical and tabular timetable

14.1 Views of a model in the global layout

The following chapters describe the display options available in Visum. They generally allow you
to choose certain output or display formats defined by layout or graphics settings. Often, however,
you need to combine different windows and editors to produce a more comprehensive picture of
model’s contents and results. Depending on the processing status, you might be interested in dif-
ferent aspects of the data. For example, when designing a model, you are mainly focused on input
entry and how you can display it. During calibration or validation of your model, you will need
reports and comparative data that can be displayed in a variety of ways.
With the use of color scales, specific analyses in editors and windows, filter settings and individual
network sections certain contents can be clearly displayed and meaningfully highlighted. You can
save all these settings to a single file, a so-called global layout. More precisely, a global layout
contains information about the windows opened, their positions, your graphics, layout and filter
settings. You access a global layout via a list box that allows you to quickly and easily switch
between the views of a model.

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 14.2 Lists

14.2 Lists
Use lists for the following applications:
To get an overview of the network object data of your model and network analyses results in
table form
To save attribute files for the exchange with other Visum models
To export any attribute of the list in a database or in a spreadsheet
To simultaneously change the attribute values of multiple network objects, as efficiently as in
spreadsheets
To display the set of network objects, which correspond to the set filter criteria
To perform attribute-classified analyses on the properties of network objects
To create and edit demand objects
The list columns contain freely selectable attributes, the rows contain different objects. There are
different types of lists: specific lists for each network object type, evaluation lists (see User
Manual: Chpt. 29.1, page 2507), the attributes list, and the network attributes list.

14.2.1 List display and entry options

Lists are mainly used to display the properties of network objects and other network data in a
table. You can specify the number of attributes displayed, the sequence of the columns and the
display format (e.g. decimal places, alignment) for each column. The choice of attributes together
with the column format are called the list layout (see User Manual: Chpt. 29.1, page 2507). You
can save the list layout to files to use it again later. This allows you to open views of certain net-
work aspects or to prepare for specific tasks.
Using lists, you can access both the direct and indirect attributes of network objects. Indirect attrib-
utes are attributes of other network objects, e.g. in a zones list, you can view the number of origin

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14.2.1 List display and entry options

connectors (see User Manual: Chpt. 17.2, page 1066). You can sort nearly all lists (exception:
path lists) by any column.
The network object data is not only readable, you can also change it directly in the list view. To do
so, simply enter a new value. You can change any editable attributes. To have more options, activ-
ate the Extended input options (see User Manual: Chpt. 29.1.3, page 2512) for attributes
whose specification is limited. You can then change attributes, such as TSysSet, in a separate
window. For attributes including an enumeration type, a list box of options is displayed in clear text
format.
The list allows you to make changes efficiently to several objects and/or attributes at the same
time. To do so, simply highlight the cells you want to change and enter a new value. The new
value is then adopted for all highlighted cells. When making your changes, you cannot only enter
constant values (e.g. "2"), but also simple calculation procedures. If, for instance, you want to
double the length of all links, in the "Links" list, highlight all the cells of the "Length" column. Enter
"=*2" and Visum multiplies each cell value by 2. This option is also available via the context menu
(Arithmetic operations on marked section). When using lists, you can also use the Windows
Clipboard for data exchange, so that data can be exchanged in both directions, e.g. with Microsoft
Excel, using the familiar copy and paste operations. To exchange larger amounts of data, you can
export the list content into databases or ASCII-based Visum attribute files (*.att).
Thereby each row in the list represents a network object. Commands for network objects are also
available in the list context menu. To change attributes, you can also open the Change network
object dialog box. The dialog also allows you to delete objects and provides functions like the dis-
play of column diagrams. If you highlight the cells of several rows, all changes made using the con-
text menu or the Network editor, will apply to all highlighted objects. Another option is to open the
Multi-edit dialog for the respective network object, which e.g. allows you to assign attribute values
via formulas. Functions are also available for all objects marked in the list.
You can synchronize lists of network objects with the Network editor if they have a separate mode
in the Network editor (see User Manual: Chpt. 29.1.9, page 2535). Highlighting objects in the list
then also highlights the same objects in the Network editor window. You can specify to keep the
current view, to show the highlighted network object or to auto zoom into the highlighted area.
Highlighting objects in the network will also highlight the same objects in the list. Synchronization
further allows you to easily perform analyses, e.g. to search for the ten links with the highest
volume, simply show the respective volume attribute in the link list. Then sort the list by this attrib-
ute in descending order and highlight the first ten rows. If you have activated synchronization, you
can then see the respective objects in the Network editor window.
The synchronization option is also available for some other lists. However, in this case, syn-
chronization only works in one direction. Highlighting objects in the list will highlight the same
objects in the network, but this does not work vice versa, as other object types cannot be high-
lighted in the network. Examples would be item lists (e.g. line routes), paths (PrT paths, PuT
paths) and line blocks. In these lists, you can highlight a row and the geographic course of the
respective object is then also highlighted in the network.
You can aggregate the display of network objects in lists. To do so, select an attribute by which
you want to group the objects. Network objects with the same attribute value are then grouped in
a row. Then an aggregate function is applied to the attribute values of the grouped network

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 14.2.2 Specific network object lists

objects and its value is displayed. Typical aggregate functions are sums, minimum, maximum,
average and weighted mean. You can also use comparison, concatenate, frequency of occur-
rence, distinct occurrence and first and last value. The frequency of occurrence indicates how
often a value occurs in the data of an aggregated row. The aggregate function distinct occurrence
only lists all occurring values. You can also group network objects by several attributes at the
same time. An example would be an analysis of transferring passengers by transport systems: In
the passenger transfer list, you could show the transport system code of the from-time profile item
and the to-time profile item as indirect attributes. Then you could group the data by these two
columns. As aggregate function for the volume attributes, you would choose sum. The result is dis-
played in a from-transport system row and a to-transport system row. If have not limited your
selection to a stop, you can also group the objects by stop numbers to receive a network-wide
overview of the passengers transferring between transport systems. To copy such a view to a
spreadsheet program, highlight all cells. In the same way, you can perform similar analyses and
validity checks or e.g. use the links list to calculate the average volume of specific links.
You can use different color schemes to show network objects in lists. By default, the background
color indicates that an attribute can be edited. For more clarity, however, you may also give altern-
ate colors to rows or show attributes classified by values. You can also define a color scheme "by
characteristic of attribute" for each column or show the entire list classified by an attribute value,
i.e. the data rows of a list are displayed in one color and the outliers are visually highlighted. To
copy the display specified through "characteristic of attribute" for one column to other other
columns, open the column header shortcut menu. (see User Manual: Chpt. 29.1.4.8, page 2522).

14.2.2 Specific network object lists

Specific lists are provided for all network object types (see "Example of a link list" on page 907).
Here you can edit the input attributes of the network objects and display additional non-editable
attributes, such as assignment results for example (see "Example of a link list" on page 907).
Some of these lists have special features that are explained below.

Illustration 249: Example of a link list

Territory lists
Both territory lists contain PrT and PuT indicators precisely broken down. This is how the indic-
ators can be calculated based on spatial territories, for example the service kilometers which lie

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14.2.2 Specific network object lists

within a county (see "Spatial cut (Territory cut)" on page 835). The sublists Basis and PuT detail
are available for territories.

Basis The list outputs precise indicators of PrT and PuT for each territory. Dependent on the
indicator, an assignment or the procedure territory indicators or PuT operating indic-
ators have to be calculated before.
Note
To get more detailed information on how to calculate the values for this list, have a look
at the files IndicatorOrigin.xls and IndicatorAvailability.xls in your Doc directory of your
Visum installation.
PuT For PuT, the indicators for each territory can be refined on the following levels of the line
detail hierarchy, and if desired also per vehicle combination (see "Spatial cut (Territory cut)"
on page 835).
Territory x Transport system
Territory x Main line
Territory x Line
Territory x Line route
Territory x Time profile
Territory x Vehicle journey
Territory x TSys x Vehicle combination
Territory x Main line x Vehicle combination
Territory x Line x Vehicle combination
Territory x Line route x Vehicle combination
Territory x Time profile x Vehicle combination
Territory x Vehicle journey x Vehicle combination
This is how you can evaluate service kilometers per line within a territory for example.
Note
The list only contains entries after the procedure PuT operating indicators has been
calculated.

Table 287: Territory lists

OD pair lists
In an OD pair list you can output the following attributes for each relation between two zones:
Values from the skim matrices of the model
Values from the demand matrices of the model
Direct distance between zones
Values from the direct and indirect attributes of the From zone or To zone of the relation
Note: The matrix values can also be edited in this list, so that you do not have to switch to the
matrix editor.

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 14.2.2 Specific network object lists

Stop lists
Visum provides lists for the network object stop, stop area and stop point. In addition to the base
list for the network objects themselves, you can also find a list for the timetables at stop points and
the transfer times between the stop areas of the stops, the transport systems, the lines/directions
and the time profiles.

Stop points If the user selects a stop point, the list displays the vehicle journeys lead-
arrivals/departures ing via this point. If no point is selected, the list shows the vehicle jour-
neys for all stop points. In both cases, vehicle journey attributes, such as
arrival and departure time are also displayed. Optionally, you may also
filter the vehicle time profiles by the selected stop point.
Transfers and stop For each stop, the list contains the transfer walk times and the passenger
area walk times in transfers per transport system between the stop areas of the stop. Use
stop the list, for example, if you want to change the transfer times of multiple
stops. You therefore do not have to open the window Edit stop for each
individual stop, to change the times.
Time profiles: Trans- For each stop, the list contains the transfer times between the time pro-
ition walk times files of the stop.
Transport systems: For each stop, the list contains the transfer times between the transport
Transition walk times systems of the stop.
Line transfer walk For each stop, the list contains the transfer times between the lines per
times per direction stop direction.
Table 288: Stop lists

Item lists
In addition to basis lists (for example line route list) for the network objects of the line hierarchy
and for system routes, item lists are also offered (for example the line route items list). These lists
contain the individual elements (items) of the network object. These are:

Line route items All nodes and stop points of the line route
Time profile items All profile points of a time profile (see User Manual: Chpt. 17.35.3,
page 1417)
Vehicle journey items All profile points of the time profile which are traversed by the vehicle jour-
ney selected by the user
System route items All nodes and stop points which lie on the system route

Table 289: Item lists

In items lists, you can switch between the section view and the classical view. The classical view
displays the sequence of fixed points like stop points, route points or profile points, while the sec-
tion view focuses on the items between these points (see User Manual: Chpt. 29.1.6.2,
page 2527).

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 14.2.3 Matrix list

Line lists
In addition to the base list for network objects of the line hierarchy and the respective course lists,
Visum offers special lists for coupling and chained up vehicle journey sections.

Coupling sections All coupling sections with their From stop point No and To stop point
No. This is how you can illustrate which stop points are coupled between
which time profiles.
Coupling section The list shows which time profile is coupled between which time profile
items elements.
Chained up vehicle This list shows all chained up vehicle journey sections, i.e. forced chain-
journey sections ings as well as passenger trip chains, or those at a specific stop point.
Table 290: Line lists

Line block lists

To display and edit input and output attributes of line blocking, the lists line block versions, line
blocks and line block items are available.

Line block versions Shows the line block versions contained in the model.
Blocks The list shows the line blocks of all line block versions. As an option, only
the line blocks of a line block version selected by the user can be dis-
played.
Block items The individual elements of all line blocks are contained in this list. The list
shows the parts which make up a line block and in which order these are
traversed (vehicle journeys, empty trips, stand times, but also user-
defined line block item types). As an option, only the items of a line block
version selected by the user can be displayed.
Block item types Shows all block item types contained in the model.
Table 291: Line block lists

14.2.3 Matrix list

The matrix list shows an overview of all matrices.

14.2.4 Evaluation lists

Evaluation lists only contain results from calculations or statistical values on the network model.
Their entries can therefore not be edited. An example is the PuT path list:

Illustration 250: PuT path list

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 14.2.4 Evaluation lists

Evaluation lists for paths

The paths found between origin and destination zone in the assignment, are output in the path
lists (see User Manual: Chpt. 29.1.10, page 2535).

Note: The lists calculated are empty if no assignment was calculated.

PrT By default, lists the paths calculated in a PrT assignment for the selected demand seg-
paths ment. The rows contain the paths from an origin zone to a destination zone.
PrT Compared to the PrT path list, the links which lie on the path are listed additionally for
paths each path. This is how the exact course of the path can be comprehended.
links
PrT Lists all existing user-defined path sets by default.
path
sets
Paths By default, lists all existing user-defined paths of the selected path set.
Path Lists all existing user-defined path items of the selected path set.
items
PuT By default, lists aggregated skims for each OD pair, which were calculated for the
OD routes or connections found with the assignment.
pairs Note
You must calculate the skims beforehand – for PuT with the assignment or in a separate
procedure (see "PuT skims" on page 580), for PrT via the procedure Calculate skim
matrix (see "PrT skims" on page 437).
PuT By default, lists the paths calculated in a PuT assignment for the selected demand seg-
paths ment. The rows contain the paths from an origin zone to a destination zone.
PuT By default, lists all path legs (see "Network model" on page 85) of each route or con-
path nection of an OD pair from an origin zone to a destination zone for the selected demand
legs segment, found by the PuT assignment.

Table 292: Evaluation lists for paths

Evaluation lists for transfers

There are three different transfer lists. These lists allow a display of the transfers per stop or per
time profile / transport system and the transfers and stop area walk times within a stop (see User
Manual: Chpt. 29.1, page 2507).

Note: The lists do not contain any entries if no PuT assignment was calculated beforehand.

Evaluation lists for paths from the shortest path search

The shortest path list outputs the attributes of a previously calculated shortest path search for PrT
or PuT.

Note: A previously calculated assignment is not required.

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14.2.4 Evaluation lists

Statistical evaluation lists

Statistics - Network The list provides statistical information on the current network.
information Number in network
Number of objects per network type
License
Maximum number of objects for the current Visum license
Max
Maximum number of objects for the largest Visum license
Furthermore, the list also provides detailed information (with sub-
attribute) on the specific number of network objects. These are for
example
Number of origin connectors or destination connectors of PrT or
PuT
Number of one-way roads or turning prohibitions for each trans-
port system
Note
The list further allows you to access attributes of the Network object,
e.g. user-defined attributes.
Statistics – Goodness of Output of convergence criteria as indicators of the PrT assignment
PrT assignment quality (see "Convergence criteria of assignment quality" on
page 448).
Notes
The convergence criteria are automatically calculated for the PrT
assignment procedures Equilibrium, Equilibrium_Lohse and
Stochastic assignment.
The list further allows you to access attributes of the Network object,
e.g. user-defined attributes.
Statistics - Goodness of Output of convergence criteria as indicators of the PrT assignment
PrT assignment with ICA quality for assignments with ICA
Note
The list further allows you to access attributes of the Network object,
e.g. user-defined attributes.
Statistics – quality of PrT Output of convergence criteria as indicators of the PrT assignment
simulation-based quality for simulation-based dynamic assignments.
dynamic assignment Note
The list further allows you to access attributes of the Network object,
e.g. user-defined attributes.
Statistics - Assignment Output of the statistical evaluation of the assignment analysis for PrT
analysis or PuT (see "Assignment analysis PrT" on page 569 and "Assign-
ment analysis PuT" on page 679)

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 14.3 Bars

Statistics – PuT assign- Output of indicators for PuT assignments which refer to the entire net-
ment statistics work
Note
The indicators are calculated automatically with a PuT assignment
(see "Transport system-based assignment" on page 597).
Emissions HBEFA Output of the skims calculated network-wide by the emission cal-
culation according to HBEFA (see "HBEFA-based emission cal-
culation" on page 849)
Note
The list further allows you to access attributes of the Network object,
e.g. user-defined attributes.

Table 293: Statistical evaluation lists

14.3 Bars
You can draw links and connectors, whose width complies with the values of an indirect or direct
attribute of the link or the connector (see User Manual: Chpt. 29.6, page 2579). The link volume
from a PrT assignment can thus for example be visualized, like in Illustration 251, by scaling the
link bar with the attribute Volume [Veh] PrT.

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14.3 Bars

Illustration 251: Link bars with PrT volume

Connector bars can also be drawn. In Illustration 252 the attribute Volume [Veh] PrT is displayed
on the connectors.

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 14.3 Bars

Illustration 252: Connector bars with PrT volume

You can draw as many bars as you like with different attributes along the link or connector. This is
how you can simultaneously display the volume from a PrT assignment (attribute Volume [Veh]
PrT) and the volume from a PuT assignment (attribute Volume [Pass] PuT) on a link, as can be
seen in Illustration 253.

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 14.4 Classified display with attribute values

Illustration 253: Two link bars with PrT and PuT volume

14.4 Classified display with attribute values

The display of the active network objects in the network editor can be categorized with attribute
values of the network object (see User Manual: Chpt. 29.7, page 2600). This makes it possible to
draw links differently in dependency of their link type, for example. In Illustration 254, Illustration
255 and Illustration 256 link and zone categorizations are illustrated.

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 14.4 Classified display with attribute values

Illustration 254: Classified link display according to link category

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14.4 Classified display with attribute values

Illustration 255: Classified link display according to saturation PrT

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 14.4 Classified display with attribute values

Illustration 256: Zone classification according to origin traffic

Bars (see "Bars" on page 913) can also be displayed in categories. In dependency of attribute Sat-
uration PrT, the link bar is colored red, green or yellow in Illustration 257.

© PTV Planung Transport Verkehr GmbH 919

 14.5 Labeling with tables

Illustration 257: Link bar display classified according to saturation PrT

14.5 Labeling with tables

In the network editor, the network objects can be labeled with freely configurable tables. In these
tables, you can issue several rows and up to two columns with attribute names and their values or
free text (see User Manual: Chpt. 29.8.1, page 2619). This is how you can label the stop points in
your model with tables for example, which show the number of boarding passengers, transfers
and alighting passengers (Illustration 258).

920 © PTV Planung Transport Verkehr GmbH

 14.6 Labeling with charts

Illustration 258: Table display of boarding passengers, transfers and alighting passengers at
stops

14.6 Labeling with charts

In the network editor, the network objects can be labeled with freely configurable charts (see User
Manual: Chpt. 29.8.2, page 2622). Bar and pie charts are available. For zones you can display the
number of inhabitants and jobs in a column chart for example (Illustration 259).

© PTV Planung Transport Verkehr GmbH 921

14.6 Labeling with charts

Illustration 259: Number of residents and workplaces per zone

You can also display the results of the mode choice (see "Mode choice" on page 230) – the dis-
tribution of travel demand to the individual transport modes – for each zone in a pie chart (Illus-
tration 260).

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 14.6 Labeling with charts

Illustration 260: Display of the mode selection as pie charts for zones
In addition, diagrams can be enhanced with information through classified coloring. For example,
the modeled public transport supply can be analyzed and evaluated. In this case, color-coded dia-
grams can be used to evaluate the total number of passenger transfers and the risk of delay at
each stop Illustration 261.

© PTV Planung Transport Verkehr GmbH 923

 14.7 Turn volumes

Illustration 261: Total number of passenger transfers at stops assessed by risk of delay

14.7 Turn volumes

Turn volumes visualize attributes of turns (see "Network model" on page 85) at individual nodes
(see User Manual: Chpt. 29.12, page 2629). If you select the attribute Volume [Veh] PrT (AP) for
example, after an assignment you can illustrate which traffic volumes apply to the turns of a node
(Illustration 262).
The turn attributes can also be displayed in a turn list (see "Lists" on page 905).

Tip: In the junction editor, you can also display turn volumes (see User Manual: Chpt. 18.18,
page 1656).

924 © PTV Planung Transport Verkehr GmbH

 14.8 Desire lines

Illustration 262: Display of turn volumes

14.8 Desire lines

A desire line visualizes the values for relations between zones (From zone to To zone). The val-
ues displayed on the desire line may derive from different origins.
From a demand matrix (for example to visualize the demand between zones)
From a skim matrix (for example to visualize the journey time between zones)
As a value from the network model itself (for example the direct distance between zones)
From a zone attribute of the From zone or the To zone of the relation (for example to illustrate
the From zone\origin traffic to other zones)
For each OD pair you can draw both a desire line link as well as one or more desire line bars for a
proportional display of the values (see User Manual: Chpt. 29.18, page 2674).
The display of desire lines is useful for illustrating demand matrices and indicator matrices in the
network editor. This is how you can get an overview, which OD pairs (From zone to To zone) are
especially in demand, for example. The example shown in Illustration 263 shows the travel
demand between the zone Oppidum and all other zones. It is clear, that there is an especially high
demand between the zones Oppidum and B town.

© PTV Planung Transport Verkehr GmbH 925

14.8 Desire lines

Illustration 263: Desire line with bars scaled at the demand between zones
The desire line is drawn on the linear distance between the zones. If you are interested in the
exact course of the paths between origin and destination zones, use the Shortest Path Search
(see User Manual: Chpt. 28.3, page 2498).
Combined with the OD pair filter (see User Manual: Chpt. 17.7.6, page 1145) the display of the
desire lines on OD pairs, which correspond to the filter criteria, can be confined. As an alternative,
the number of the OD pairs displayed can also be displayed via a classified display (see User
Manual: Chpt. 29.2, page 2551).
Furthermore, the desire line can also be drawn classified. As shown in Illustration 264, you can
highlight OD pairs with a high traffic demand with colors, for example.

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 14.9 Stop catchment areas

Illustration 264: Desire line with bars classified according to the demand between zones

14.9 Stop catchment areas

Using stop catchment areas, you can draw circles around the stops, to graphically display the pub-
lic transport development quality in the network (see User Manual: Chpt. 29.10, page 2626). The
circle can either be drawn with a constant radius or in proportion to the values of direct or indirect
stop attributes. Circles were drawn with a constant radius of 400m in the example in Illustration
265. As you can see, the Eastern part of the small town is insufficiently accessible by PuT, so that
the extension measures should aim towards making this territory more accessible.

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14.9 Stop catchment areas

Illustration 265: Stop catchment areas with a large radius of 400m

Stop catchment areas can also be drawn classified. In Illustration 266 catchment areas with a
radius of 300m are drawn around the stops. The circles of stops with more than 1,000 departures
per analysis period are red, stops with less than 500 departures are orange, and stops with less
than 100 departures are displayed in green. This is how you can display how strongly stops are
frequented and how the entire network is made accessible by PuT, in a graphic.

928 © PTV Planung Transport Verkehr GmbH

 14.10 PuT transfer relations

Illustration 266: Stop catchment areas classified according to the number of departures

14.10 PuT transfer relations

The graphics layer Transfer relations allows a display of transfer relations between (active) stop
areas of the (active) stops as volume bars in the network. This view is required in PuT networks in
which the stop hierarchy is used for a realistic modeling of transfers. For each pair of stop areas
you can draw both a transfer link (linear distance between the stop areas) as well as one or more
bars for a proportional display of the values. Use the stop area filter or the classified display of
transfer relations (see User Manual: Chpt. 29.9, page 2625) to limit the display to particular trans-
fer relations. In addition to transfers, other attributes like, for example, the different walk times can
be displayed graphically.

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 14.11 PuT connections and transfer flows

Illustration 267: Transfer relations between stop areas of a stop

14.11 PuT connections and transfer flows

The transfers view displays connections on the supply side and volumes and transfer flows on the
demand side (see User Manual: Chpt. 29.17, page 2660).
The temporal distribution over the clock-face is defined by a basic cycle. Around the outer edge of
the clock arriving and departing vehicle journeys are shown at the minute they pass the stop.
Within time tolerances, vehicle journeys of the same line and direction can be aggregated to ser-
vice groups, separately for arrival and departure. Accordingly, incoming and outgoing volumes as
well as transfer flows within the stop can be displayed on this aggregation level. For matching con-
nections, the transfer times inclusive of the walk times defined at the stop need to be taken into
account. Transfer times and minimum walk times can be displayed in the shape of circular arcs for
pairs of marked service groups.

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 14.12 Lane allocation

Illustration 268: Transfers display of regular services

The assessment of connections is an important task for a planner. The view allows a detailed eval-
uation of connections and consistent connections, in particular in combination with differentiated
demand flows. You can easily test and analyze the impact of several service variants on the
demand flows at important transfer points.
The view of the clock-face primarily allows an analysis of transfer flows according to temporal
aspects. Respective evaluations can be supplemented by the graphic display of the spatial trans-
fer relations between stop areas in the network.

14.12 Lane allocation

To visualize the node topoloty in the network editor (see "Junction modeling" on page 140), you
can graphically display the lane allocation at nodes (see User Manual: Chpt. 29.11, page 2628). A
rectangle is then drawn for each outgoing link of a node, which is open for one or more PrT trans-
port systems and which has one or more lanes. Inside the rectangle, an arrow is drawn for each
approach lane and an arrow head for each permitted lane turn. The Illustration 269 shows an
example of a node with four legs.

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14.12 Lane allocation

Illustration 269: Lane allocation in the network display

A classified display is also possible for the lane allocations, by direct and indirect node attributes.
This is how you can export the lane allocation in different colors, depending on the node volume.
The Illustration 270 demonstrates this with an example of a roundabout.

Illustration 270: Classified lane allocation according to the node volume

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 14.13 2D display

14.13 2D display
For point objects, (for example nodes or stops) the two-dimensional (extrapolated) display type
can be actuated for display of the distribution of attribute values. Any numerical attribute can be
selected for display of extrapolated attribute values.
The attribute value of the point object is extrapolated over the entire network area. For two-dimen-
sional visualization, value ranges can be defined with a specific background color assigned to
each interval (see User Manual: Chpt. 29.19, page 2679).

14.14 3-D network view

The 3-D network view allows you to project data saved in the network model into the third dimen-
sion. This enables you to present model results in an impressive and vivid way (see User Manual:
Chpt. 29.20, page 2680). The changed perspective shows the most interesting characteristics of
a large area at a glance. The 3-D network view is a mere visualization tool. It does not allow you to
edit the network displayed.

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14.14 3-D network view

You can move the 3-D network view with the mouse to look at an area from different viewing pos-
itions and perspectives. You can also use different zoom levels. The perspectives can saved as
camera positions and selected via their name.
For orientation in the 3- D network view, you can show a 2-D network view as a basic map.
Thereby you can choose between graphic parameters of the 2- D network editor or separate
graphic parameters. You may also use background maps and aerial images. The basic map is
always flat. A 3- dimensional display of the landscape topography or a terrain model are not
provided.
You can open multiple 3-D network views and use them independently from each other. The
views can then be synchronized via the specified camera positions. The actual 3-dimensional dis-
play of model data is enabled via several different display types. Each of them is suitable for a dif-
ferent object type and focuses on different aspects.

3-D prism displays

In 3-D prism displays of planar objects (zones, territories, POIs, …) the polygon contours are
extruded vertically to create prism-shaped objects. The height of the prisms is scaled via any
numeric attribute values. Conventional graphic parameters can be used to display the prisms.
In addition, a special display mode is available that shows the prisms in differently colored height
bands, which allow for a rough optical comparison of the values.

Illustration 271: Prism representation in height bands of values

3-D bar display

Using the 3-D bar display you can show link attributes as 3-dimensional bars. To show the com-
plete assignment results and avoid any gaps, main turn and connector data is included. As for the
3-D prism display, hypsometric coloring is available. In addition to statistical data, you can also
use the 3-D bar display to show attributes with a reference to analysis time intervals. The 3-D

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 14.15 Visualization of vehicles from the simulation-based dynamic assignment

network view is then linked to time interval control, which allows you to model developments over
time in an animated simulation.

Illustration 272: Bar display in height bands of values

Storyboards and recording

The representation of a sequence of multiple camera positions can be saved to a so-called story-
board. Switching between two camera positions can be done dynamically as needed, so that ori-
entation in the network is ensured and the data can be presented in a useful way. The recording of
such a storyboard as a film allows for a high-quality representation of the 3-D network view, even
without using Visum. It does not require a computer with a powerful graphics card.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The 3D Visualization example shows the options
available for displaying model data in the 3-D network view and how to use images to record
videos.

14.15 Visualization of vehicles from the simulation-based dynamic

assignment
Individual vehicles of the simulation-based dynamic assignment (SBA) can be visualized in a spe-
cial view window (see User Manual: Chpt. 29.21.2, page 2701). The display of individual vehicles
is an important tool to identify sources of error during network modeling and calibration. However,
it can also be used for presentation purposes and to illustrate assignment results.
The SBA visualization view is a special form of the 3-D network view in which you can also take
advantage of the possibility of recording a movie using storyboards.
A prerequisite for the visualization of the individual vehicles is the recording of trajectories. Tra-
jectories can be generated by settings in the assignment parameters. If no trajectories are

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 14.16 Displaying route courses

available when opening the view but an SBA assignment result is available, the recording can
also be started from the notification bar in the SBA visualization view. If there are several pro-
cedures with an SBA assignment in the procedure sequence, select one of them, and define the
settings for recording. A warm start is then performed with a single iteration exclusively for the gen-
eration of the trajectories.
Immediately after opening the view or after recording the trajectories playing of the recording is
started. Besides the vehicles, the graph of the simulation is visible as well as the switching states
of the signal heads. The default settings of the graphic parameters are selected so that vehicles
are displayed classified according to their speed. The representation of the vehicles is also influ-
enced by the settings for the effective vehicle length at the transport system and the link attribute
SBA effective vehicle length factor. The graph of the simulation is displayed with the number of
lanes. Since the graph depends on the modeling of the network (see "Node-edge graph" on
page 557), it is subject to changes, which are triggered, for example, by corrections of the node
geometry. To allow seamless checking of different parts of the network, the graph is only updated
when trajectories are recorded again. When closing the view, trajectories can optionally be dis-
carded.
The view supports fast navigation in both space and time. With the help of the play bar, you can
jump to any point in the recording and also adjust the playing speed of the recording (see User
Manual: Chpt. 29.21.3, page 2702). The visualization is influenced by both the time within the sim-
ulation time interval and the current analysis time interval. When playing a recording, the time
changes continuously and causes the analysis time interval to be updated when the start time of a
new analysis time interval is reached. In contrast, changing the analysis time interval via the tool-
bar causes the play time to be set to the start time of the new analysis time interval, i.e. you can
play the graphical display of aggregated results of the analysis time intervals synchronously with
the visualization of individual vehicles. The SBA visualization is also spatially synchronized with
other windows. When synchronization is active, clicking a node, for example, changes the section
of the screen in the network editor and the selection in the junction editor (see User Manual: Chpt.
29.21.6, page 2704).

14.16 Displaying route courses

Route course display offers the possibility to display the line network using a network model (see
User Manual: Chpt. 29.22, page 2704). Route courses are drawn as undirected lines (one dash
per line) along the links and may be labeled at their end point. If several lines are operated on a
link, these are displayed as parallel dashes. This display may also be aggregated for line routes,
main lines, operators and transport systems. Thanks to internal optimization processes, an
appealing PuT supply model, with a minimum number of crossing links, is generated. Users may
steer the optimization process by specifying where required crossings are preferred. Intersections
at nodes with multiple legs result in longer link sections with dashes running parallel to them. Inter-
sections at two-legged nodes (link) provide a clearer overview of complex nodes.

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 14.17 Schematic line diagram

14.17 Schematic line diagram

The schematic line diagram visualizes PuT supply in the form of a schematic network display sim-
ilar to the flow bundles in the network. The tool is also known as Timetable network graph (used in
earlier versions of Visum). In this display selected stops of the network, the so-called transfer
nodes, are symbolized by squares which are connected to one or more edges each. They each
represent a subset of vehicle journeys of the supply with specific properties between the transfer
nodes. The display can be supplemented by bars, transfer flows, labels and a legend (see User
Manual: Chpt. 29.23, page 2707).
In the planning process, this display format serves a better understanding of the current supply
concept and the optimization and manual planning of timetables and connections, especially in
combination with other views (synchronization of the marked stops), for example the clock-face
transfers view (see "PuT connections and transfer flows" on page 930). In addition, the finished
graphics can be used to communicate planning results to other planners, decision makers or cus-
tomers. It can also be updated when changes occur in the timetable supply.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The PuT Schematic Line Diagram example shows
various aspects of editing and creating a schematic line diagram.

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 14.17.1 Defining and editing a schematic line diagram

14.17.1 Defining and editing a schematic line diagram

To create a schematic line diagram, you first need to add the relevant transfer nodes to the graph-
ics, individually (see User Manual: Chpt. 29.23.3.1, page 2709) or bundled by a filter (see User
Manual: Chpt. 29.23.3.2, page 2709). Visum automatically positions the squares that symbolize a
transfer node each based on the geographic location of the nodes and avoids a graphical overlap.
You can edit the position of the transfer nodes to achieve the desired layout (see User Manual:
Chpt. 29.23.11.1, page 2730). This does not change the geographical location of the stops in the
network. Stops that are added later will be positioned automatically by Visum even if the display is
stretched or compressed.
To add edge courses to the view, you have to select the relevant vehicle journeys individually or
by choosing time slots, lines, directions, line routes or time profiles (see User Manual: Chpt.
29.23.4, page 2709). An edge course in the schematic line diagram always represents a set of
vehicle journeys. Depending on the aggregate function and the connection of edges (see User
Manual: Chpt. 29.23.13, page 2739), Visum generates one or more edge courses between the
transfer nodes. These are inserted automatically, preferably without any overlap and arranged in
a clearly visible manner. The size of each transfer node is adjusted depending on the number of
attached edge courses. You can manually edit the courses as well as the positions where the
edge courses touch the transfer nodes. Edge courses can have any number of intermediate
points between which they are always arranged rectangularly or diagonally. A help grid is used for
the positioning of the transfer nodes and the edge courses, which can be displayed, if needed.
Besides the manual editing of the layout, you can optimize the positions of the transfer nodes and
the edge courses later with an automatic algorithm.

14.17.2 Display of supply in the schematic line diagram

The edge courses displayed in the schematic line diagram represent subsets of the vehicle jour-
neys, more precisely the respective vehicle journey items, operating between the transfer nodes.
The total set of vehicle journey items displayed in the schematic line diagram is based on the
selected transfer nodes and vehicle journeys. This set is displayed through one or more edge
courses between two transfer nodes, the number of edges resulting from the relevant start and
end points of the edges of one of the following objects:
all stops where boarding or alighting is permissible
all stops with profile points
all stops with route points
all stops of the line route
line route items with a specific attribute value
This allows you to realize different views of the timetable (passenger view, operation level). The
number of edges between the two transfer nodes results from vehicle journey aggregation per-
formed on a chosen aggregation level (see User Manual: Chpt. 29.23.13, page 2739). Besides
the 'typical' aggregation of the vehicle journeys based on the service pattern or lines between the
transfer nodes, further aggregation levels can be chosen:
Service trip pattnern number (=Trip pattern)
Line directed / undirected
Main line directed / undirected

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 14.17.3 Display of demand and transfer flows in the schematic line diagram

Line route
Vehicle journey (no aggregation)
Time profile
Transport system directed / undirected
Operator directed / undirected
Some aggregation levels distinguish between directed and undirected. This way you can control if
one edge course each will be created between the transfer nodes or only one common edge
course for both "running directions". In the case of the other aggregation levels which relate to
vehicle journey-based attributes, an undirected display does not make sense; therefore only dir-
ected edge courses will be created.
For the aggregation by service trip pattern number, the respective input attribute will be used. It
can either be determined manually, via the Calculate service trip patterns (see User Manual:
Chpt. 23.5, page 2278)procedure or the respective Multi-edit functionality for vehicle journeys.
There you will find the description of the algorithms for the calculation of the service trip patterns.
For edge courses, you can specify the standard graphic parameters for line objects. As a special
feature, you can classify edge courses on two classification levels, for example to combine a dis-
play of the service frequency with the standard colors for specific lines. For the illustration of the
service frequency in particular, several new line styles featuring up to four parallel lines can be
selected (see User Manual: Chpt. 29.23.9, page 2715).
For coupled vehicle journey sections, you can display branches in the schematic line diagram.
Furthermore, you can bundle edge courses manually. This way you can display supplies as such,
where a headway of an hour can be achieved by an alternate service of a main section instead of
lines operating with a headway of two hours with deviating destinations.
The edge courses can be labeled with attribute values at the start transfer node and end transfer
node each and at the center of the course. For the transfer nodes, up to three attribute values can
be used for the label within or at a chosen position outside of the rectangle.
For the classification and labels of the edge courses, some attributes aggregated from the data of
the underlying vehicle journeys are available:
Headway
Departure and arrival times
Number of stopovers
Travel times
Volumes
In addition, relations to vehicle journey items and to the opposite direction are available. They
provide access to further aspects of the data model.

14.17.3 Display of demand and transfer flows in the schematic line diagram
On the edge courses you can display any attribute values of the underlying vehicle journeys, for
example volumes. For the formatting of bars, especially for a classified display, the standard
graphic parameters are provided (see User Manual: Chpt. 29.23.9, page 2715). Unlike for link
bars, the attribute value allocated to an edge is not constant over the entire course, because an
edge symbolizes a set of vehicle journeys between any selected transfer nodes, so that the

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 14.17.4 Saving layout information and transferring layouts to variants

volume, for example, may differ at the hidden stopovers. Bars can thus be divided at the centered
label and show the attribute values that each apply to the start transfer node and the end transfer
node on the two sections.
To visualize transfer flows you can display bars between the incoming and outgoing edge courses
within the transfer nodes. You can specify the bar display with the standard parameters.

14.17.4 Saving layout information and transferring layouts to variants

On the one hand, the arrangement of the elements in the schematic line diagram is based on the
selection of transfer nodes and vehicle journeys. On the other hand, it is optimized and adjusted
to your needs by manual modifications. In many cases, a suitable arrangement shall be used for
other variants and timetable updates. If they were linked to the data structures in the data model,
manual modifications would be lost as soon as an edge course disappeared from the schematic
line diagram, e.g. due to the selection of a different aggregation level, a modification of the vehicle
journey selection, or changes to or even replacements of timetable data (e.g. due to data import
for a new timetable period). To retain a manually edited layout of the schematic line diagram des-
pite such modifications and transfer the layout to other supply variants in other version files, the
following mechanisms are provided. Besides automatically saving parameters in the version file,
you can separately save all parameters to files and reload them, which allows you to easily trans-
fer the layout and graphic parameters to other version files. The settings are saved in two kinds of
files. The graphic parameters file contains all purely graphic settings regarding colors, bars and so
on. The layout file contains the settings regarding selected transfer nodes and vehicle journeys
and their positions and courses as well as the information on the allocation of vehicle journeys to
edge courses. In the schematic line diagram, the allocation of vehicle journeys to edge courses is
not controlled by the actual key attribute (i.e. the vehicle journey number) but, depending on the
selected aggregation level, via a set of identifying attributes. In the layout parameters window
(see User Manual: Chpt. 29.23.13, page 2739) , these attributes are listed in the field Iden-
tification attribute for unused edge courses. When editing the timetable data or the layout
parameters (for example the vehicle journey selection), the vehicle journeys are reallocated to the
edge courses based on these attributes, new edge courses are created, if necessary, existing
ones are hidden and the graphic display is adjusted. Even for hidden edge courses the layout
parameters will not be lost, i.e. Visum "remembers" that there used to be an edge course for line A
between transfer node 123 and 987 with a manually adjusted course, even if the edge is not dis-
played any more. This information is used again when requesting an edge course with the same
key once more. You can, however, explicitly empty this "memory" of the schematic line diagram.
The dynamic allocation of vehicle journeys to edge courses and the preservation of the layout
information on hidden edge courses allows you to retain a display despite of changes to or a com-
plete exchange of the timetable data (with deviating vehicle journey numbers) and use it on other
supply variants. In particular, this mechanism allows the use of the schematic line diagram
together with the scenario management, when, for example, creating a line diagram with the
desired layout in the base version which will then be automatically adjusted to the data of the scen-
ario when opening scenario results.

14.18 Signal time-space diagram

With the signal time-space diagram (see User Manual: Chpt. 29.24, page 2748), you can display
the signal times of signal controllers along a path (see "Paths" on page 109) in a time-distance

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 14.18 Signal time-space diagram

diagram and manually adjust and optimize the offset between the signal controllers. Optionally,
green bands can also be displayed for a second path in opposite direction. The green bands start
at the green times of the upstream signal controllers and extend in driving direction to the next sig-
nal controller. The gradient is determined on the basis of the travel time that is calculated accord-
ing to the parameters set for signal offset optimization (see User Manual: Chpt. 22.4.2,
page 2096). You can choose between two different display modes for the signal space-time dia-
gram. In the "Flowing off" mode, the green bands are drawn as parallelograms whose width cor-
responds to the entire green time of the upstream signal controller. In the "Arterial bands" mode,
the green band with the maximum width is determined which leads through the green stages of all
signal controllers of the signal time-space diagram ("progressive signal system"). If such a green
band cannot be found, no signal time-space diagram will be drawn.

Illustration 273: Signal time-space diagram in mode "Flowing off"

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 14.19 Activity profiles

Illustration 274: Signal time-space diagram in mode "Arterial bands"

The offset of the signal controllers can be edited directly in the diagram in order to synchronize the
green bands.
A user-defined PrT path which shall be used for the opposite direction, must have at least two
nodes in common with the path of the first direction and all intermediate nodes must be traversed
in reverse order. This requirement permits the use of two separate paths for the display and thus,
for example, the consideration of lanes divided by direction.

14.19 Activity profiles

The profile view shows the chronological course of various activities. Activities can be line block
items, vehicle journeys, DRT trips, or activities from ABM models. These activities have in com-
mon that they have a start and end time and that the location is known at both times. Individual
activities are displayed on a time axis. Activities that overlap in time are displayed one above the
other so that the y-axis shows the number of simultaneous activities at any given time.
You can classify the elements based on an attribute (see User Manual: Chpt. 29.25.3,
page 2762). The elements are then displayed in the view sorted according to their classifications.
The spatial selection of activities is controlled by reference objects. The reference object filters the
displayed objects according to their location. You can control whether a multi-selection of ref-
erence objects should be logically linked with "and" or "or". If no reference object is selected, the
profile view considers the activities across the entire network. The display of activities is controlled
by a formula filter that accesses any desired attributes. The selection of the time shows the num-
ber of activities in the legend separated by their classes. A disaggregated view is available below
the profile view. This detail view dissolves the summary of the activities again and draws the

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 14.19 Activity profiles

individual activities separately. The selected class and, if applicable, the selected time limit the
number of activities displayed. The detail view is synchronized with the network editor and all
other views, so that when you select an element, the same element is highlighted in all other
views.
The following figures show typical use cases of the activity profile. The first figure shows the net-
work-wide evaluation of the vehicles used in a ride-sharing system and their occupancy over time:

The following activity profile from an ABM model shows activity executions filtered over an inner-
city zone:

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14.19 Activity profiles

The following two figures show the results of a line blocking calculation. With the representation of
the line block profile you visualize the activities of the vehicles used over time (upper figure).
Filtered by location and activity, for example, it is possible to see how many charging activities are
planned at the same time at the same location.

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 14.19 Activity profiles

© PTV Planung Transport Verkehr GmbH 945

14.19 Activity profiles

The timetable profile shown below uses two spatial reference objects, in this case stops, which
are linked with a logical "and". Thus the figure shows the number of connections, classified by the
transport system. In the example, the tram running during the day is replaced by a bus at night.

946 © PTV Planung Transport Verkehr GmbH

 14.20 Column charts

14.20 Column charts

You can create column charts with values of direct and indirect attributes (see "Attributes" on
page 157) from the network editor, for individual network objects (see "Creating column charts" on
page 2766). You can create common chart displays directly from Visum, without having to export
list contents to Excel, to create the graphics there.
There are two standard types of column charts:
Column charts for time intervals: If you have defined time intervals (see "Spatial and temporal
correlations in Visum" on page 146) in your model, you can display an attribute for each time
interval, for a network object. This function especially supports you when analyzing dynamic
assignments. The Illustration 275 shows a column chart, for which three columns with the
passenger volume for the entire PuT, the tram and the bus are drawn for a link, for each time
interval.

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 14.21 Evaluations in the graphical and tabular timetable

Illustration 275: Column charts for time intervals

Column charts for relations between network objects. For a network object (for example
stop), you can display attributes, linked via the Visum data model network object (for example
the stop points of a stop) as column charts. In Illustration 276, a column chart was invoked for
the stop Durlacher Tor and a column was drawn for each network object stop point. As you
can see, the stops are assigned three stop points, for which each the number of boarding pas-
sengers, alighting passengers and transfers is displayed as a column chart.

Illustration 276: Column chart for relations between network objects

14.21 Evaluations in the graphical and tabular timetable

In Visum, the graphical and tabular timetable allow you to evaluate timetable data (see User
Manual: Chpt. 29.27, page 2770). You can show and edit multiple vehicle journeys in both views,
irrespective of their assignment to lines, line routes, or time profiles. Besides editing the vehicle
journey data of individual lines, you may also perform comprehensive analyses, e.g. with a

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 14.21.1 Tabular timetable

reference to the infrastructure used. In addition to the graphical and tabular timetable, you may
use the Line block editor to evaluate and edit blocks (see User Manual: Chpt. 25.1.5, page 2321).

14.21.1 Tabular timetable

The tabular timetable consists of two or three tables arranged on top of each other Illustration 277
on the one side and a list view on the other. The table columns are linked and show vehicle jour-
ney data, including vehicle journey sections and vehicle journey items across all the tables. The
table rows contain attribute or stop event values.

The table vehicle journey attributes

The top table contains vehicle journey attributes or objects that are connected to vehicle journeys
via relations. You can choose attributes and formats freely, as in lists. Using the graphic para-
meters, you can adjust and classify the display to distinguish between vehicle journeys of different
operators or transport systems, or to evaluate vehicle occupancy. Similar to in lists, you can group
the vehicle journeys by the attributes of your choice. This is done by applying aggregate functions
to the vehicle journey attributes. A special grouping type is the so-called regular service mode.
Here, vehicle journeys are grouped based on calculated or specified headway patterns.
In the table, you can edit vehicle journey attributes. By marking multiple rows, you can edit mul-
tiple vehicle journeys at the same time. The shortcut menu contains several editing functions for
the marked vehicle journeys. In the timetable window, you can use the toolbar buttons to specify
whether and how the marked vehicle journeys shall be marked in the Network editor. If you have
activated synchronization, the Quick view window will also show the selected attributes of the
vehicle journeys you marked. The marked vehicle journey data can be copied to the Clipboard.
From there it can be pasted into a network loaded in a second instance of Visum. All connected
objects (time profiles, line routes...) are also copied and pasted.

The table vehicle journey section attributes

You may optionally show the middle table with the vehicle journey section attributes. Its structure
is similar to the top table, but it contains vehicle journey section attributes. If a vehicle journey has
multiple vehicle journey sections, columns are added horizontally in the vehicle journey sections
table, so that each vehicle journey section is displayed in a separate column.
In the table, you can edit vehicle journey section attributes that are lightly highlighted. By marking
multiple rows, you can edit multiple vehicle journey sections at the same time. The shortcut menu
contains several editing functions for the marked vehicle journey sections.

The table vehicle journey items

The bottom table shows vehicle journey items. You can switch the between the vehicle journey
and vehicle journey section displays. In both views, the table rows show the stop events of the
stop sequence. If you have activated the two-line display for stop events, two lines are displayed
accordingly. In the stop sequence options you can set whether stop events are to be based on the
level of stop points or stops (see User Manual: Chpt. 29.27.4, page 2779)

Display of vehicle journey items

In the vehicle journey display, in the columns, attributes are shown that correspond to the stop
events of the vehicle journey items. This, however, is only the case if the stop events are serviced

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14.21.1 Tabular timetable

by means of the vehicle journey. In the default view, the departure time is output next to the the
stop event. However, you may choose to show any other vehicle journey item attributes such as
boarding or alighting passengers. For twin stops, you can select additional, generally arrival-
related, attributes to show in the additional row. A symbol in the left margin of the column indicates
whether the vehicle journey attribute value refers to the start of the vehicle journey, is departure-
related, or arrival-related.

Illustration 277: Tabular timetable in the default view with vehicle journey items

Display of vehicle journey section items

In the vehicle journey sections display, in the items table, the columns are organized as in the
vehicle journey sections table. This view does not show any attribute values, but only the symbols
representing the the stop type: journey start, journey end, departure, arrival. It allows you to
instantly see which vehicle journey sections service which vehicle journey items.

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 14.21.1 Tabular timetable

Illustration 278: Tabular timetable in the default view with vehicle journey section items
In the regular service mode (see User Manual: Chpt. 29.27.13, page 2792) all vehicle journeys
are displayed as regular services with the additional attributes Headway start, Headway end,
Headway time and Number of vehicle journeys (Illustration 279).

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14.21.1 Tabular timetable

Illustration 279: Tabular timetable in the regular service mode

You can also display the columns of the tabular timetable as classified (see User Manual: Chpt.
29.2, page 2551). In the following example, the table background is classified by revenues (Illus-
tration 280).

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 14.21.2 Graphical timetable

Illustration 280: Table background classified by revenue

14.21.2 Graphical timetable

In the graphical timetable, vehicle journeys or vehicle journey sections are depicted in a space-
time diagram. You can align the diagram horizontally or vertically. It provides you with a clear over-
view of connections for different types of vehicle journeys, passenger trip chains, forced chainings
and conflicts of infrastructure use. The options available for formatting various elements and bars
of vehicle journey item attributes allow you to perform additional analyses and generate inform-
ative views. In Illustration 281, the stroke display is classified according to lines (see User Manual:
Chpt. 29.2, page 2551), to distinguish vehicle journeys of different lines by using different colors.

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14.21.2 Graphical timetable

Illustration 281: Graphical timetable with classified display of vehicle journeys as lines
Item bars, which can be scaled with direct and indirect vehicle journey or vehicle journey section
attributes, can be drawn for vehicle journeys and vehicle journey sections (see User Manual:
Chpt. 29.2, page 2551).
Item bars can also be classified (see User Manual: Chpt. 29.2, page 2551). In Illustration 282 clas-
sification is carried out with the vehicle journey volume.

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 14.21.2 Graphical timetable

Illustration 282: Classification of item bars with the vehicle journey volume
Visum offers the possibility of displaying multiple bars with different attributes on vehicle journeys
or vehicle journey sections (see User Manual: Chpt. 29.2, page 2551). The Illustration 283 dis-
plays bars for Boarding passengers, Alighting passengers and Through passengers.

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14.21.2 Graphical timetable

Illustration 283: Display of item bars for boarding passengers, through passengers and alighting
passengers
Using the classified display of city line stops allows you to highlight final line stops or other import-
ant stops. You can also color areas between city lines, e.g. to highlight single-track railways. This
is done by using aggregated attributes of network objects traversed by the line routes. Crossing
trips within such a section can be displayed as conflicts (Illustration 284).

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 14.21.3 Stop sequence and line selection

Illustration 284: Classified display of background based on network attributes, and marking of
conflicts

14.21.3 Stop sequence and line selection

As in the graphical timetable you can simultaneously display vehicle journeys with different time
profiles, lines routes and even lines, the vehicle journeys to be displayed generally have a dif-
ferent course of running and thus a different, unsystematic stop sequence.
Sometimes, the line routes have only few or no common stops. For display in the graphical
timetable and in the items table, however, a linear stop sequence across all vehicle journeys is
required. This stop sequence is edited together with the vehicle journeys to be displayed in the
Timetable lines window. The changes made there also become effective in the tabular and
graphical timetable, as both views always refer to the same vehicle journeys and stops. You may
select the line routes and time profiles to be displayed as well as the stop sequence setting in this
window. Alternatively, in the Network editor or in the Schematic line diagram, mark the stop

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 14.21.3.1 Automatic stop sequence calculation

points, links or objects of the line hierarchy to make your selection and settings, which can be
edited later on, if required.

14.21.3.1 Automatic stop sequence calculation

Automatic stop calculation is optionally triggered when you change the line selection, but may
also be triggered interactively. It provides two types of calculation: 'classical' and 'hierarchical'.
During classical calculation, partial sequences of stop points of different line routes are simply
strung together, i.e. that they may occur multiple times in the stop sequence.
During hierarchical calculation, the line routes of a line are examined in terms of sections that are
serviced by multiple line routes. The section used by most vehicle journeys represents the "trunk",
bordered by branch stops from which other branches develop.
The example shows a line 1 with a trunk V-W-X-Y-Z and several branches (for example A-B-V or
Z-N-O-P).

The trunk is the most traversed section of the line (V-Z ). At both ends of the trunk, the line
branches out. As a result, branch-off stations are generated here (V and Z). All further attached
sections are branches.

Note: For the calculation, it is irrelevant, which time profiles are selected in the navigator.
In the hierarchical display mode, selecting a large number of lines might lead to unclear results
and is thus not recommended.

The line displayed in the example yields the following result in the tabular timetable for a hier-
archical stop sequence:

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 14.21.3.1 Automatic stop sequence calculation

Each line comprises just one trunk and one sort station. If several lines are selected for the hier-
archical sequence, there will be several trunks, too. In the example, the vehicle journeys of line 1
and line 2 are issued. The trunk of line 2 reaches from ff-jj.

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 14.21.3.2 Editing the stop sequence manually

In the classical display of the graphical timetable, all vehicle journeys of line 1 are displayed as fol-
lows. Each vehicle journey is drawn through.

The hierarchical display of the same vehicle journeys looks like this:

In the example, all vehicle journeys serve the trunk V- Z, which includes the station 3V . The
vehicle journeys are displayed one below the other in section V-Z. A section that is not served by
a certain vehicle journey is displayed as a broken line in the hierarchical display mode if the sec-
tion is served by one or more other vehicle journeys. The broken line connects the branch-off sta-
tions past which a vehicle journey continues. A branch-off station (e.g. 7Z) is entered before and
after the dashed section.

14.21.3.2 Editing the stop sequence manually

The stop sequence can be edited manually in the graphical timetable. At the top of the timetable,
the current stop sequence is displayed as an axis, with the name of the stop points or stops in the
currently used sequence. Stops may occur multiple times within a sequence. The rows under the

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 14.21.3.2 Editing the stop sequence manually

axis depict line route items of the current line selection. The stops serviced by the line route are
shown as circles.

Stop events displayed

To move the stop events within the stop sequence, right-click the horizontal axis and open the
shortcut menu. The shortcut menu further allows you to add stop events and hide or remove exist-
ing ones. The vertical axis also has a shortcut menu that allows you add stop events, provided
they are not already serviced by a line route or are included in the current stop sequence.

Assignment of stop events

The graphical display of line routes, with stops shown as circles, is used to assign line route items
to stop events of the stop sequence. It allows you to control the display of the corresponding
vehicle journeys in the graphical timetable and to specify the rows of the items table for display of
the attributes of the respective line route items.
The assigned stop events are highlighted in blue and connected to each other via lines. Unas-
signed stop events are highlighted in gray and do not have any connecting lines.
To change the assignment of a stop event, click the respective circle. If you remove the assign-
ment of a stop event, it is no longer shown in the timetables of the line route.
If a stop occurs multiple times within a stop sequence (e.g. after hierarchical pre-calculation), it is
depicted with multiple circles in the items view. However, only one stop at a time is actively alloc-
ated, so that when allocating to another stop the previous allocation is canceled. Exceptions to
this rule are stop events that are actually serviced multiple times or so-called twin stop events
(see "Twin stop events" on page 962). In this case, in the graphical timetable, the assignment
determines via which stop events the space- time lines run. And in the tabular timetable, the
assignment determines the rows of the items table in which the attributes are output.

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14.21.3.2 Editing the stop sequence manually

Illustration 285: Window for graphical editing of the stop sequence

Twin stop events

In some views, it might be required that you do not limit the display to line route items that are only
assigned to exactly one stop event. To do so, you can split stop events, creating so-called twin
stop events. In the graphical timetable, these are displayed as semicircles. The semicircles are
connected via a dashed line (Illustration 285. You can move other stop events in between twin
stop events. This, for instance, allows you to display connections, including arrival and departure
times at other train stations. To do so, move the destination station of the connecting line between
the two stop events of the transfer stop, and make the appropriate allocations.

Double row display

For display in the tabular timetable, in the items list, use the shortcut menu to set the double-row
display per stop event. For stop events with this setting, two adjacent table rows are output, so
that you can e.g. list the arrival and departure time underneath each other. In the Edit stop
sequence window, these stop events are displayed as a double vertical line Illustration 285).

962 © PTV Planung Transport Verkehr GmbH

 15 Literature

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https://www.sciencedirect.com)
Kirchhoff, P. (1970): Verkehrsverteilung mit Hilfe eines Systems bilinearer Gleichungen: Ein
Beitrag zur Entwicklung von Verkehrsverteilungsmodellen. Braunschweig, Technische
Universität, Institut für Verkehr und Stadtbauwesen, Diss.
Kirchhoff, P. ; Leutzbach, W. ; Pampel, E. ; Holz, S. ; Mott, P. ; Sahling, B. M. (1987):
Verkehrs- und Betriebsplanung. In: Forschung Stadtverkehr, Reihe Auswertungen, Vol. A3.
Lamond, B. ; Stewart, N. F. (1984): Bregman’s balancing method. In: Transportation Research
B 15, No. 4, pp. 239-248 (available online at URL https://www.sciencedirect.com)

964 © PTV Planung Transport Verkehr GmbH

 15 Literature

Lebeuf, R. ; Jörnsten, K. ; Stewart, N. F. (1980): On the use of Bregman’s balancing method

for the solution of relaxed distribution problems. Tech. Rep. No. 353. Montréal, Université de
Montréal, Département d'informatique et de recherche opérationnelle (IRO).
Leutzbach, W. ; Haupt, T. ; Mott, P. (1988): Ermittlung der Verkehrsnachfrage. In: Forschung
Stadtverkehr, Reihe Auswertungen, Heft A4.
Lohse, D. (1977): Berechnung von Personenverkehrsströmen. In: Wissenschaft und Technik im
Straßenwesen, vol. 17.
Lohse, D. ; Teichert, H. ; Dugge, B. ; Bachner, G. (1997): Ermittlung von Verkehrsströmen mit
n-linearen Gleichungssystemen – Verkehrsnachfragemodellierung. Schriftenreihe des Insti-
tuts für Verkehrsplanung und Straßenverkehr der TU Dresden, vol. 5, p. 102.
Lohse, D. ; Wegener, B. (1982): section 3: Verkehrsplanerische Berechnungsverfahren. In:
Bauakademie der DDR (publisher): Richtlinie für Stadtstraßen. Teil I: Methoden und Verfahren
der städtischen Verkehrsplanung, Ausgabe 1981. Berlin : Bauinformation.
Mäcke, P. A. ; Ruske, W. (1968): Straßenverkehrstechnische Untersuchungen für den zweiten
Ausbauplan. In: Straße und Autobahn 19, No. 6, pp. 201-211.
Mahut, M. (2001): Discrete flow model for dynamic network loading, PhD Thesis, Département
d'informatique et de recherche opérationelle, Université de Montréal.
Mitradjieva, M., Lindberg, P.O. (2013): The Stiff Is Moving – Conjugate Direction Frank-Wolfe
Methods with Applications to Traffic Assignment; Transportation Science. Volume 47 Issue 2,
05, pp. 280-293.
Möhring, R. ; Nökel, K. ; Wünsch, G. (2006): A model and fast optimization method for signal
coordination in a network. In: van Zuylen, H.; Middelham, F. (Hrsg.): Proceedings of the 11th
Symposium on Control in Transportation Systems - CTS 2006, pp. 73-78, Delft.
Nordic Council of Ministers (publisher) (1996): Road Traffic Noise: Nordic Prediction Method.
Tema Nord 1996: 525. Denmark : Nordic Council of Ministers – ISBN 9291208361
Norm DIN 18005 (1991) Part 2 September 1991. Schallschutz im Städtebau: Lärmkarten; Kart-
enmäßige Darstellung von Schallimmissionen. Berlin : Beuth Verlag.
Ortúzar, J. D. ; Willumsen, L. G. (1990): Modelling Transport. Chichester : Wiley.
Ortúzar, J. D. ; Willumsen, L. G. (2001): Modelling Transport. Third edition. Chichester : Wiley.
Rosinowski, J. (1994) Entwicklung und Implementierung eines ÖPNV-Mat-
rixkorrekturverfahrens mit Hilfe von Methoden der Theorie unscharfer Mengen (Fuzzy-Sets-
Theorie), Diplomarbeit, Univ. Karlsruhe
Salzwedel, J. (1997): Untersuchungen zur Einordnung der verkehrsplanerischen Berechnung
des Güter- und Wirtschaftsverkehrs in das Modell- und Programmsystem PEVA. Dresden,
Technische Universität, Institut für Verkehrsplanung und Strassenverkehr, degree dis-
sertation.
Schiller, C. (2004): Integration des ruhenden Verkehrs in die Verkehrsangebots- und Verkehr-
snachfragemodellierung. Schriftenreihe des Instituts für Verkehrsplanung und Straßenverkehr
der TU Dresden, vol. 8.
Schmiedel, R. (1984): Bestimmung verhaltensorientierter Personenkreise für die Verkehr-
splanung. Karlsruhe, Universität (TH), Fakultät für Bauingenieur- und Vermessungswesen,
Diss.
Schnabel W. ; Lohse, D. (1980): Grundlagen der Straßenverkehrstechnik und der Straßen-
verkehrsplanung. Berlin : Transpress VEB Verlag für Verkehrswesen (Foundations of Traffic
Engineering and Transportation Planning).

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15 Literature

Schnabel, W. ; Lohse, D. (1997): Grundlagen der Straßenverkehrstechnik und der Verkehr-

splanung. Vol. 2. Berlin : Verlag für Bauwesen.
Sonntag, H. u. a. (1995): Entwicklung eines Wirtschaftsverkehrsmodells. Bundesministerium für
Verkehr. Berlin, Forschungsbericht im Auftrag des Bundesministeriums für Verkehr.
Spiess, H. ; Florian, M. (1989): Optimal Strategies: A new assignment model for transit net-
works. Transportation Research B, vol. 23B, pp. 83-102.
Transportation Research Board (2000): Highway Capacity Manual, Washington, DC.
Transportation Research Board (2010): Highway Capacity Manual, Washington, DC.
Transportation Research Board (2016): Highway Capacity Manual 6th Edition: A Guide for Mul-
timodal Mobility Analysis, Washington, DC.
U.S. Bureau of Public Roads (publisher) (1964): Traffic Assignment Manual. Washington, D.C.:
U.S. Department of Commerce, Bureau of Public Roads.
Van Zuylen, H. J. ; Willumsen, L. G..(1980) The most likely trip matrix estimated from traffic
counts, Transportation Research, 14B (3), pp. 281-293
(1978) Estimation of an O-D matrix from traffic counts – a review, Working Paper No. 99, Inst. for
Transport Studies, Univ. of Leeds

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PTV Visum 2022
User Manual
968 © PTV GROUP
 16 Basics of program operation

16 Basics of program operation

This section of the documentation describes how to operate Visum. You can find basic inform-
ation and background knowledge in the first part of the documentation (see Fundamentals: Chpt.
2, page 73).

Note: To operate the program, you will need a good working knowledge of Windows.

Tip: For your first steps with Visum, you can use simple example data that can be installed with
your Visum version. Once installed, you can find them under ...Users\Public\Public
documents\PTV Vision\PTV Visum 2022. You can also access the folder while using the pro-
gram. To do so, from the Help menu, choose > Examples and the desired subentry.

Topics
Program start and start screen
Using the start page
Program interface
Shortcuts and functions keys in Visum
Opening and saving files
Selecting the direction of traffic
Specifying standard units for length and speed
Specifying time periods and points in time
Editing user preferences
Displaying information about Visum
Registering Visum version as COM server
Enabling or disabling add-ons
Starting Visum with different settings

16.1 Program start and start screen

To start Visum, simply double-click the Visum icon on your desktop.

After Visum has been started, the start screen appears, providing detailed information on the pro-
gram version:
Number and size of the Visum version
License expiration date
Customer name
Then the graphical user interface of the program is displayed.

© PTV Planung Transport Verkehr GmbH 969

 16.2 Using the start page

Note: You can specify how you want the graphical user interface displayed (see " Starting
Visum with different settings" on page 1058).
Some settings in Visum are saved to the registry when the session is terminated and will be
used automatically when the program is started again (see "Editing user preferences" on
page 1040).

Tip: Further program information can be accessed via the Help > About PTV Visum menu
and the Help > License menu (see "Displaying information about Visum" on page 1057).

16.2 Using the start page

Once you start the program, a splash start screen appears and subsequently the user interface of
Visum with the Start page window.
The start page allows fast access to the following items:
Recently used files
Support services: opens the Help file, documents, or web pages that provide support for the
user.
Right section: latest product news, interesting company news as well as information on newly
available service packs. The contents of this section may differ depending on the region. This
information is partly available in different languages. You can select the desired region.
To be able to use the full functionality of the start page, access to the internet is required.
When you open a version file *.ver, the start page tab will close and the program elements are dis-
played depending on the settings specified in the *.lay file or in the user preferences.

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 16.3 Program interface

Opening the Start page window

From the View menu, choose Start page.

Tip: Alternatively, to open the Start page, on the program toolbar Window, click the but-
ton.

Selecting a country for regional information on the start page

The information on the Start page may differ depending on the region. This information is partly
available in different languages.
1. From the Edit menu, choose User preferences.
2. In the navigator, click GUI > Start page.
3. In the Country setting section, select the desired entry from the drop-down list.
4. Confirm with OK.

16.3 Program interface

After the start screen, the program interface of Visum will appear during program start which
includes any other windows. The Network editor window (see "Network editor window" on
page 990) opens with an empty network including a satellite image of the earth; depending on the
settings, other windows may be open (see "Making settings for windows upon opening version
files or program start" on page 978). Then you can, for example, read a network version from file
(see "Opening a version file" on page 1010).

Note: If you start Visum by double-clicking a version file in the Windows Explorer, the cor-
responding network version is immediately opened.

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16.3 Program interface

Note: A separate window opens when you choose to work with lists, the timetable, the matrix
editor, the procedure sequence, the signal time-space diagram, the junction editor, transfers
display of regular services or a schematic line diagram (see "Other windows" on page 997).

(1) Title bar

Here, name and version number of the program are displayed as well as the name of the opened
file and – in brackets – the name of the currently active window.

(2) Menu bar

Via the menus, you can call the program functions. The menus provided on the menu bar depend
on the currently active window. The commands provided on the Edit menu depend on the cur-
rently selected object type.

(3) Toolbars

Via the tool bars, you can call the program functions. The toolbars displayed depend on the win-
dow that is currently active (see "Tool bars" on page 997).

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 16.3 Program interface

(4) Network window

Here you select an object type, enable or disable the graphical display of network object types or
graphics object types, and set filters for each network object type. Additional functions are avail-
able via the shortcut menu (see "Network window" on page 979).

(5) Network editor window

The Network editor window shows the network currently open. Here you can adjust the display
and edit the network graphically (see "Network editor window" on page 990 and "Editing the net-
work" on page 1065). Using the scroll bars, you can move the currently displayed network section
horizontally or vertically.

(6) Marking window

This window allows you to access network objects that refer to currently highlighted network
objects (see "Marking window" on page 980).

(7) Graphics tools window

You can use the Graphics tools window to work with the following interactive, graphical eval-
uation tools:
Flow bundle (see "Displaying flow bundles" on page 2471)
Turn volumes (see "Displaying turns, main turns, and turn volumes" on page 2629)
Isochrones (see "Displaying isochrones and the accessibility of network objects" on
page 2490)
Shortest path search (see "Searching for and displaying shortest paths" on page 2498)
Desire line (see "Displaying desire lines" on page 2674)
Paths projection (see "Projecting PrT path volumes" on page 2001)

(8) Quick view window

Here the attribute values are displayed for the currently highlighted network object. In the Quick
view window, you can edit the attribute values of the highlighted network objects (see "Quick view
window" on page 981).

(9) Matrices window

This window gives you an overview of your matrices and allows you to edit them (see "Matrices
window" on page 981).

(10) Messages window

This window shows messages, warnings and notes. Its list entries allow to quickly jump to the
respective position in the Network editor window (see "Messages window" on page 984).

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 16.3.1 Changing the display of windows

(11) Smart map window

In small format, this window shows an overview of the total network (see "The Smart map win-
dow" on page 986). The section shown in the Network editor window is displayed as a rectangle
(or as cross lines) in the Smart map window. The smart map provides quick access to a certain
network section (see "Refreshing the view" on page 993).

(12) Tab bar

With the window configuration Arrange windows as tabs, the tab bar shows all windows open.
To open windows, you can also select them via a list box on the Windows toolbar (see "Toggling
between windows" on page 999). To toggle between windows, click the respective tab.

Tip: You can close a window by clicking the tab with the middle mouse button.

(13) Status bar

The status bar contains various data:

Details on the highlighted network object if only a single network object is highlighted
Number of highlighted network objects if several network objects have been highlighted
Commands for network processing steps
Network scale (see "Editing the network scale" on page 2415)
Coordinates of the pointer in the network

16.3.1 Changing the display of windows

You can change the display of the windows largely by using the standard functions in programs:

Name or function Icon Description

Minimize Minimize GUI
Maximize Maximize window

Zoom out Reduce window

Auto Hide: hide The window is faded out. A tab labeled with the name of
the hidden window appears at the edge of the GUI.
Show the hidden window Place the pointer at the edge of the GUI on the tab for the
again using Auto Hide window you require.
Auto Hide: permanently The window is shown permanently.
hide
Close The window closes.

Shift Shift window in Visum and rearrange or arrange outside

Visum (see "Moving windows" on page 975)

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 16.3.1.1 Arranging windows via the toolbar

Name or function Icon Description

Anchor Anchor window or display jointly in one area (see "Dock-
ing windows together" on page 976)
Remove from docking Undock anchored window (see "Removing window dock-
ing" on page 976)
Edit size Edit the size of the window by clicking and dragging the
corners. The size not be changed for all windows.

You can redo the default settings (see "Making settings for windows upon opening version files or
program start" on page 978).

16.3.1.1 Arranging windows via the toolbar

Note: The following functions are provided for all windows shown in the list of the Windows
toolbar (see "Tool bars" on page 997). They do not apply to the windows listed under View >
Tool windows.

Currently open windows you can place clearly laid out on screen.
In the Windows tool bar click the desired icon.

Icon Name Description

Arrange win- This toolbar button allows you to arrange all open windows as tabs, sim-
dows as ilar to sheets in Microsoft Excel. A tab bar is created at the bottom of the
tabs window. The windows appear in the order given by opening them one by
one. Click a tab to bring the corresponding window to the front.
Arrange win- Via this icon you can call the display of all of the open windows one below
dows hori- the other. The windows appear in the order given by opening them one by
zontally one.
Arrange win- Via this icon you can call the display of all of the open windows side by
dows ver- side. The windows appear in the order given by opening them one by
tically one.

The windows are rearranged accordingly.

Tip: Alternatively, you can also rearrange the windows via the Windows menu (upper section).

16.3.1.2 Moving windows

You can move all windows independently of the program window. You can also move them to a
second screen.
1. Click the title bar or tab of the window and hold down the mouse button and the CTRL key. Then
drag the window to the position of your choice.
2. Release the keys.

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 16.3.1.3 Docking windows together

The window is moved the position of your choice. If the window contains other tabs with open win-
dows, they are moved as well.

Note: When you move a window without pressing the CTRL key, the window anchoring symbol
is displayed (see "Docking windows together" on page 976).

16.3.1.3 Docking windows together

You can dock windows together to form groups that you can move as you like. Visum provides
optical aids to assist you. A symbol and shaded background show you where you can dock win-
dows.
1. Click the title bar or tab of the window and hold down the mouse button.
When you move the cursor, a symbol is displayed that shows you your window anchoring
options.

Element Description
You can dock the window in your target window at each of its four borders.
To additionally dock it as a tab, point the cursor to the middle of the symbol.

You can dock the window in your target window at its top border.

You can dock the window in your target window at its bottom border.

You can dock the window in your target window at its left border.

You can dock the window in your target window at its right border.

2. Drag the mouse pointer to the symbol of your choice.

The desired target area is shaded in color.
3. Release the mouse button.

Note: Important is to where you drag the mouse pointer, not the window.

The window is placed at the desired position in the target window.

16.3.1.4 Removing window docking

You can remove the docking of windows.
1. Click the title bar or tab of the window and hold down the mouse button.
2. Drag the mouse pointer to the desired position on your desktop. then release the mouse but-
ton.
The docking is removed.

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 16.3.1.5 Restoring window settings

16.3.1.5 Restoring window settings

You can reset these settings:
Window size
Position in the graphical user interface
Layout of lists in windows

Restoring window positions

You can restore the default setting of windows.
From the menu View > GUI, choose Restore all windows.

The default position of windows is restored according the Visum default settings.

Resetting the position and size of windows

You can change the size and the position of some windows, e.g. of the Edit project directories
window (menu File > Project directories > Edit project directories). You can reset those win-
dows to their default position (centered on screen) and to their default size.
From the menu View > GUI, choose Restore dialog positions and settings.

The windows are reset to their default position and size.

Resetting the layout of lists in windows

Some windows in Visum contain lists, e.g. windows you can open via the Network window. In
these lists, you can change the columns width, for example for better readability of listed data.
The modifications are saved when you leave the window using the Close button. You can discard
such settings by resetting the lists to their default layout.

Note: This function does not affect list windows (see "Working with lists" on page 2507).

From the View menu, choose > GUI. Then click Reset table settings.

The lists are reset to their default layout.

Resetting fonts
In the Quick view window, in lists and in the junction editor you can reset the fonts to the Visum
standard setting.
1. From the Edit menu, choose User preferences.
The User preferences window opens.
2. In the navigator, select GUI > General.
3. Click the Reset fonts button.
4. Confirm with OK.
The fonts are reset to the Visum default setting.

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 16.3.1.6 Making settings for windows upon opening version files or program start

Resetting all settings at the same time

You can reset the settings for toolbars, the size, view and position of the Network, Quick view,
Matrices , Marking , Protocol , Find , and Smart map , fonts and list layout in windows sim-
ultaneously.
From the menu View > GUI, choose Restore entire configuration.

All toolbars, the Network, Quick view, Matrices, Marking, Protocol, Find, and Smart map win-
dow as well as their list layout are reset to the default settings.

16.3.1.6 Making settings for windows upon opening version files or program start
You can specify the behavior of windows and tool windows upon opening a version file, during pro-
gram start, or when generating a new network.
1. From the Edit menu, choose User preferences entry GUI > General.
2. Make the desired changes.

Element Description
Section Handling when Windows:
opening a version file Load from version file
If the option has been selected, the settings of the version file
being opened are used for all windows displayed in the Win-
dows toolbar.
Keep configuration
If the option has been selected, the current settings will be
retained. Window settings, which are saved in the version file to
be opened, will be disregarded.
Tool windows:
Load from version file
If the option has been selected, the settings of the version file
being opened are used for all windows displayed under View >
Tool windows.
Keep configuration
If the option has been selected, the current settings will be
retained. Window settings, which are saved in the version file to
be opened, will be disregarded.
Handling in other cases Reset windows
section If the option has been selected, all windows apart from the Network
editor window and the Start page window will be closed when start-
ing the program or generating a new network.
Retain windows

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 16.3.2 Network window

If the option is selected, all windows that were displayed during the
last use of Visum will be displayed when starting the program. The
Network editor and Start page windows are always displayed.
If you select the Refresh command, all windows are closed except
the Network editor window. The Start page window is also dis-
played if it was opened before the refresh.
Note
Tool windows used in the last Visum session will always be dis-
played, independently of the option selected in this section.

3. Confirm with OK.

16.3.2 Network window

The Network tab contains a list of object types - network objects are listed in the top section and
graphical objects in the bottom section (see "Network object types" on page 1066 and "Inserting
additional information in the network display" on page 2438). Here, you can call multiple functions
for display and selection of objects in the network and for network processing as well.

Notes: Some object types are only available if the respective add-on has been activated (see "
Enabling or disabling add-ons" on page 1058).
You can customize the display of object types (see "Customizing the Network window" on
page 980)

(1) Object icon by object type

Use this icon to enable or disable the graphical display of objects of a particular object type in the
network (see "Editing the display and order of drawing settings for graphic layers" on page 2553).

(2) Filter icon by network object type

Use this icon to enable or disable the network type-specific filter (see "Switching filters on or off"
on page 1139).

(3) Button labeled by object type name

Use this button to select the object type you either want to create a new object for or to edit or to
mark one or multiple objects of this type. Right-click to call more processing functions for the selec-
ted object type. Mouse-over on the labeled button calls a tooltip displaying both, the total number
of objects of this type and for network objects the number of currently active objects of this type.

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 16.3.3 Marking window

(4) Spatial selection settings by network object type

A red dot indicates that currently objects of this network object type are passive according to the
current spatial selection. The per network object type checkbox is only displayed if the spatial
selection mode has been enabled. Use this check box to activate the particular network object
type for spatial selection (see "Selecting network object types for the spatial selection mode" on
page 1153).

Customizing the Network window

You can define the object types that are listed in the Network window. In case of projects in the
field of private transport, for example, you can disable the entire network objects required for pub-
lic transport network modeling. Or you can, for example, disable the graphics object type Back-
grounds if you do not want to use background files (see "Network object types" on page 1066
and "Inserting additional information in the network display" on page 2438).

Notes: Some object types are only available if the respective add-on has been activated (see "
Enabling or disabling add-ons" on page 1058).

1. From the menu View menu, choose > Tool window. Then click Configuration ‘Network‘ win-
dow.
The Network objects configuration window opens.
2. In the Visible column, select the network and graphics object types you want to show in the
Network window.

Tip: Click the Check all or Uncheck all button to check or uncheck all of the network and
graphics object types at the same time.

3. Confirm with OK.

The selected network and/or graphics object types are shown in the Network window.

Note: This configuration is saved to the Registry when the Visum session is terminated and will
be used automatically when the program is started again.

16.3.3 Marking window

The Marking window shows all currently selected network objects, including their related objects.
Related objects are network objects which refer to a network object in the network model.

Note: You can find the relations between network object types in the attribute.xls file, under
...Program files\PTV Vision\PTV Visum 2022\Doc (Relation tab) (see "Accessing attributes"
on page 1072).

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 16.3.4 Matrices window

Using the navigator and icons, you can quickly access network objects to highlight or edit them
(see "Accessing associated objects on the View menu" on page 1122).

16.3.4 Matrices window

The Matrices window contains a navigator with the matrices available in the respective version
(see "Matrices overview" on page 1867).

16.3.5 Quick view window

The Quick view window contains a selection of attributes and attribute values of the currently
selected object/s. Here you can directly edit the attribute values of marked objects (see "Modi-
fying attribute values in the Quick view" on page 1111).
You can select the attributes to be displayed (see "Selecting attributes for the Quick view display"
on page 982). Additionally you can change various display properties (see "Editing Quick view set-
tings" on page 982).
The tool bar of the Quick view window provides the following icons.

Icon Name Description

Select Selection of the attributes you want to display in the Quick view window
attributes (see "Selecting attributes for the Quick view display" on page 982).
Copy Copy displayed input attribute values (except IDs) to Clipboard (see "Copy-
attributes ing attribute values to the clipboard" on page 1110).
Note
This functionality is only provided as long as just a single network object has
been marked.
Paste Assign the attribute values from the Clipboard to the currently selected num-
attributes ber of network objects. The network objects do not have to be of the same
network object type (see "Pasting attribute values from the clipboard" on
page 1111).
Open Opens a Quickview layout file (see "Opening a layout for the quick view" on
Quick page 984)
view
layout
Save Saves a Quickview layout file (see "Saving Quick view layout" on page 983)
Quick
view
layout

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 16.3.5.1 Selecting attributes for the Quick view display

The top entry <Network object type> and a number indicate how many objects of this network
object type are currently selected.

Note: Different attribute values of several marked objects will be indicated by the * sign in the
particular row if the aggregate function Compare is selected. To e.g. calculate the total length
of all links selected in the Network editor window, in the Quick view window, choose the
aggregate function Sum (see "Editing the display properties of attributes" on page 1081).

You can customize position, size, and visibility of the Quickview window (see "Changing the dis-
play of windows" on page 974).

16.3.5.1 Selecting attributes for the Quick view display

You can decide by object type which of the attributes are to be displayed in the Quick view win-
dow.
1. In the Network window, click the desired object type or mark the desired vehicle journey(s) in
the Vehicle journeys list, in the Network editor window, or in a timetable (see "Working with
lists" on page 2507 and "Using the graphical and tabular timetable" on page 2770).

2. In the Quick view window, click the Select attributes icon.

The <Network object type>: select attributes window opens.
3. Make the desired settings (see "Selection of multiple attributes" on page 1076).
4. Confirm with OK.
The attributes selected and their values are displayed in the Quick view window, in the units and
sequence specified.

Note: When the session is terminated, the attribute selection of the Quick view window is
saved in a *.qla file for all objects. This file will be opened automatically when Visum is started
next time. You can choose where to save this file (see "Editing the storage location of files" on
page 1007).

16.3.5.2 Editing Quick view settings

You can edit various settings for the Quick view.
1. From the Edit menu, choose User Preferences.
The User Preferences window opens.
2. In the navigator, select GUI > Quick view.
3. Make the desired changes.

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 16.3.5.3 Saving Quick view layout

Element Description
Fonts for quick Select font
view Use the button to select a font, style and font size in a separate window for
the quick view.
Notes
The button shows the currently selected font in parentheses.
You can reset the font to the Visum standard setting (see "Resetting fonts"
on page 977).
Row labels Here you can specify whether the attributes are displayed as short names
or as long names.
Miscellaneous Extended input options
If this option has been selected, you have the following input options:
Logical values are controlled via activated/deactivated check boxes,
for example Use automatic link orientation.
The values of a set can be edited in drop-down lists, for example Con-
trol type.
Values of a set of which you can select multiple items, are displayed as
buttons labeled with the current selection. They open a new window. In
the window, you can select multiple items, for example TSysSet.
Values for user-defined attributes of type File are displayed as button,
which are labeled with the name of the selected file. The button opens the
Open file window, where you can make a new selection.

4. Confirm with OK.

The Quick view is displayed with the selected settings.

16.3.5.3 Saving Quick view layout

You can save your layout settings to a *.qla file to access them again later. The Network editor
window shows the attributes, aggregate functions and width of the attribute column in the layout
file for all network object types. By default, the Quick view standard layout is saved to your user dir-
ectory. You can save layout files to the storage location of your choice, e.g. to project directories.
The Quick view layout is also saved with the version file.
1. Open the Quick view window.
2. Make the desired settings (see "Quick view window" on page 981).

3. In the Quick view window, click the Save quick view layout symbol.
The Save: Quick view layout window opens.

Tip: Alternatively, from the File menu, choose Save file as > Quick view layout.

4. Select the desired directory and enter the desired file name.
5. Confirm with OK.

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 16.3.5.4 Opening a layout for the quick view

The file is saved.

16.3.5.4 Opening a layout for the quick view

You can load a *.qla quick view layout file into your open network.
1. Open the Quick view window.

2. In the Quick view window, click the Open quick view layout symbol.
The Open: quick view layout window opens.

Tip: Alternatively, you can select Open file > Quick view layout from the File menu.

3. Select the desired file.

4. Confirm with OK.
The file is opened.

16.3.6 Messages window

The Messages window displays notes, error messages, and warnings, for example, after running
the Check network function (see Checking the network on page 1533) and when opening and
saving files. The messages are listed in groups, sorted by the context.
You can position the Messages window freely or dock it.

Note: Messages are displayed taking the option Maximum number of the entries in window
'Messages': into account (see Specifying settings for protocol files on page 1049).

In the Messages window, you can view the following data:

Element Description
Time Time, in the format hh:mm:ss, when the message was saved.
Priority Priorities of the messages. You can choose among the
Errors
Warnings
Notes
Type Network object type affected by the message.
ID Network object ID number
Message text Message text of the files messages.txt or protocol.txt

1. From the View menu, choose Tool window. Then click Messages.
The Messages window opens.
2. Click the icons to make the settings of your choice.

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 16.3.6 Messages window

Icon Name Description

Select priorities Click the small black triangle to select which types
to be displayed of entries are displayed in the list:
Errors
Warnings
Notes
Search input field You can enter search terms in the input field,
which you confirm by pressing ENTER. The first
search result in the list of messages is selected.
Find next Click the symbol to select the next search result in
the list.
Fix Click the small black triangle to select which mes-
sages are to be fixed.
Fix message
The selected message is fixed.
Fix group
The group with the highlighted message is fixed.
No syn- The Messageswindow is not synchronized with
chronization with other windows.
other windows
Synchronization If possible, network objects matching the entries
with other win- in the Messages window are highlighted in other
dows: Highlight windows and vice versa.

3. Click the column header if you want to sort a column.

4. Double-click the row with the blue name of the group if you want to collapse a group.
5. Edit the desired entries via the shortcut menu.

Element Description
Delete mes- Deletes a single row
sage Tip
Alternatively, to delete the message, press the DEL key.
Delete mes- Remove selected rows
sages This entry is displayed only if you have selected multiple messages.
Tip
Alternatively, to delete multiple messages, select the desired messages and then
press the DEL key.
Copy mes- Copies selected text from the message window
sage text

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 16.3.7 The Smart map window

Element Description
Fix Fixes a single entry
Delete Deletes all entries of the currently selected category.
group Note
You cannot undo this action.
Fix group Fixes all errors or messages of the currently selected category. The errors are still
displayed. Select Check network again. No more error messages regarding fixed
objects will be displayed.
Discard Resets the column sorting to the default sort order.
sorting This entry is only displayed if at least one column is sorted.
Expand all Expands all groups and displays all messages
groups
Collapse Collapses all subordinate entries in the window
all groups

16.3.7 The Smart map window

Note: To open the Smart map window, from the View menu, choose > Tool bars > Smart
map.

In a small format, the Smart map window provides an overview of the network. A red rectangle
indicates the network section currently displayed in the Network editor window. If the zoom
factor used in the Network editor window is too high to display the section as a rectangle in the
Smart map, the section is displayed as cross hairs instead.

The Smart map view depends on the Network editor view. Changes made to the Network
editor view affect the Smart map view and vice versa. For instance, if you zoom into the network
or move the current view, the position of the rectangle or cross hairs is moved in the Smart map as
well. To change the network view, change the position or size of the red rectangle in the Smart
map.
By default, the graphic parameters set for network display are used for Smart map display. Option-
ally, you can set specific graphic parameters for the Smart map which can be saved to file and
read from file again.
You can customize the position, size, and visibility of the Smart map window (see "Changing the
display of windows" on page 974).

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 16.3.7.1 Refreshing the Smart map

16.3.7.1 Refreshing the Smart map

By default, the Smart map is updated automatically. Nevertheless, you can manually refresh the
display at any time.
1. Right-click in the Smart map window.
A shortcut menu opens.
2. Select the Refresh command.
The Smart map is updated.

16.3.7.2 Moving the Network editor view

To move the view shown in the Network editor, move the red rectangle in the Smart map.
1. In the Smart map window, place the pointer inside of the red rectangle.
The pointer appears as a cross with arrow heads.
2. Hold down the mouse button.
3. Drag the rectangle to the position of your choice and release the mouse button.
The network window view is adjusted according to the Smart map.

16.3.7.3 Enlarging and reducing the view of the Network editor window
To enlarge or reduce the Network editor view, in the Smart map window, change the rectangle
size.
1. In the Smart map window, place the pointer inside of the red rectangle.
The mouse pointer turns into a double-arrow.
2. Hold down the mouse button.
3. Then drag the rectangle to the size you want and release the mouse button.
The network window view is adjusted according to the Smart map.

16.3.7.4 Specifying a new view of the Network editor window

To define a new view of the Network editor window, in the Smart map window, drag open a new
rectangle.
1. In the Smart map window, place the pointer outside the red rectangle.
The mouse pointer turns into a magnifying glass with a plus sign in it.
2. In the Smart map window, click where you want to position the top left corner of your new sec-
tion and hold down the mouse button.

Tip: If the new position is within the red rectangle, hold down the CTRL key.

3. Then drag the rectangle to the size you want and release the mouse button.
The network window view is adjusted according to the Smart map.

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 16.3.7.5 Enlarging or reducing the Smart map view (zoom)

16.3.7.5 Enlarging or reducing the Smart map view (zoom)

For a bigger or smaller network display in the Smart map, you can zoom in or zoom out.

Note: This will not change the view in the Network editor window.

Reducing the display (zoom out)

1. Right-click in the Smart map window.
A shortcut menu opens.
2. Select the Zoom out entry.

Tip: Alternatively you can use the PAGE UP key.

The display in the Smart map window is reduced by factor 2.0.

Enlarging the display (zoom in)

1. Right-click in the Smart map window.
A shortcut menu opens.
2. Select the Zoom in entry.

Tip: Alternatively you can use the PAGE DOWN key.

The display in the Smart map window is enlarged by factor 2.0.

Showing the entire network in the Smart map window

1. Right-click in the Smart map window.
A shortcut menu opens.
2. Select the Display entire network entry.

Tip: Alternatively you can use the HOME key.

In the Smart map window, the entire network is displayed. The red rectangle is adjusted accord-
ing to the network section shown in the Network editor window.

Centering the window section of the Network editor in the Smart map
1. Right-click in the Smart map window.
A shortcut menu opens.
2. Click Center.
In the Smart map window, the view is moved so that the red rectangle, i.e. the current window
section in the Network editor is centered.

16.3.7.6 Shifting view in the Smart map

1. Click in the Smart map window.

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 16.3.7.7 Setting the graphic parameters for the Smart map window

2. Press one of the arrow keys.

The view in the Smart map window is shifted.

16.3.7.7 Setting the graphic parameters for the Smart map window
By default, the network in the Smart map window is displayed the same way as in the Network
editor window. If applicable, you can edit these graphic parameter settings.

Editing graphic parameters for Smart map display

1. Right-click in the Smart map window.
A shortcut menu opens.
2. Choose Edit graphic parameters.
The Edit graphic parameters window opens.
3. Make the desired settings (see "Specifying basic settings for the Network editor window" on
page 2551).

Note: This window provides the same graphic parameters as for the Network editor win-
dow. Some of the parameters, for example the color for marked objects, do not apply to the
Smart map display, since markings are not highlighted in the Smart map.

4. Confirm with OK.

The network display in the Smart map window is adjusted accordingly. These settings are saved
with the version file.

Saving graphic parameters for Smart map display

Current graphic parameter settings for Smart map display you can save to a graphic parameter
file.

Note: For the Smart map, graphic parameters are saved as *.gpa or *.gpax files.

1. Right-click in the Smart map window.

A shortcut menu opens.
2. Select the Save graphic parameters as entry.
The Save graphic parameter file window opens.
3. Select the desired directory and enter the desired file name.
4. Click the Save button.
The current graphic parameter settings are saved to file.

Saving graphic parameters for Smart map display

For the Smart map, you can read graphic parameter settings from file.

Note: For the Smart map, graphic parameters are saved as *.gpa or *.gpax files.

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 16.3.8 Network editor window

1. Right-click in the Smart map window.

A shortcut menu opens.
2. Select the Open graphic parameters entry.
The Open graphic parameter file window opens.
3. Open the desired file.
4. Click the Open button.
For the Smart map, the graphic parameter settings are read from file.

Applying the graphic parameters set for network display

You can use the graphic parameter settings of the Network editor window for the Smart map.
1. Right-click in the Smart map window.
A shortcut menu opens.
2. Choose Graphic parameters from network view.
The current graphic parameter settings of the Network editor window are adopted for the Smart
map. Subsequent changes made to the graphic parameters of the Network editor window will
change the graphic parameters set for Smart map accordingly. Refresh the Smart map display, if
necessary (see "Refreshing the Smart map" on page 987).

16.3.8 Network editor window

The Network editor window is opened by default when you start the program. In the Network
editor window, the network currently open is displayed graphically (see "Displaying data graph-
ically and in lists" on page 2507). Here, you can insert, select and edit network objects (see "Edit-
ing the network" on page 1065). The current editing option is displayed in the window title bar.
You can specify which network section you want to show in the Network editor window. Fur-
thermore, you can refresh the display. If you have defined multiple analysis time intervals, you can
switch from one interval to another. This way changes to attribute values over time become obvi-
ous. You can synchronize the window with other windows. Objects that are highlighted in the Net-
work editor are highlighted in other windows and vice versa.

Notes: The Network editor display and the Smart map display are coupled (see "The Smart
map window" on page 986). If you change the section in the Network editor window, this will
change the position of the red rectangle or cross hairs in the Smart Map window and vice
versa.
You can use the N keyboard shortcut to bring the network editor to the top at any time.

16.3.8.1 Scaled display

1. From the View menu, choose Zoom.
The Zoom window opens.
2. Select the Zoom to scale 1 : option.
3. Enter the desired value.

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 16.3.8.2 Enlarging the view (zooming in)

4. Confirm with OK.

The view is displayed with the desired scale.

16.3.8.2 Enlarging the view (zooming in)

Tip: You can also use the SmartMap to change the view in the Network editor window (see
"Enlarging and reducing the view of the Network editor window" on page 987).

Enlarging the view to a certain section

1. On the View toolbar, click the Set window section icon.

The pointer appears as magnifier.

Tip: Alternatively, from the View menu, choose > Set window section or press the Z key.

2. In the network display, click the position where you would like to start drawing the enlarged sec-
tion and keep the left mouse button pressed.
3. Drag the pointer to the opposite corner and release the mouse button when the desired size
has been reached.
The view is enlarged to the dimensions of the selected section. The mouse pointer is reset to
standard display.

Enlarging the view by a certain factor

1. From the View menu, choose Zoom.
The Zoom window opens.
2. Select the Zoom by factor option.
3. Enter a factor > 1.
4. Confirm with OK.
The view will be enlarged by the user-defined factor.

Enlarging the view with the help of the scroll wheel

1. Click into the Network editor window.
2. Move the scroll wheel forward.
The view is enlarged, the mouse pointer remains in focus.

Note: Hold down the CTRL key and rotate the mouse wheel to enlarge the view and keep the
center in focus.

Tip: Alternatively, you can enlarge the view by pressing the PAGE UP key.

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 16.3.8.3 Reducing the view (zooming out)

16.3.8.3 Reducing the view (zooming out)

On the View toolbar, click the Reduce window section icon.

The section is minimized.

Tips: Alternatively, to minimize the view, from the View menu, choose > Reduce window sec-
tion or press the PAGE DOWN key.
You can also use the SmartMap to change the view in the Network editor window (see "Enlar-
ging and reducing the view of the Network editor window" on page 987).

Reducing the view by a certain factor

1. From the View menu, choose Zoom.
The Zoom window opens.
2. Select the Zoom by factor option.
3. Enter a factor < 1.
4. Confirm with OK.
The view will be reduced by the user-defined factor.

Reducing the view with the help of the scroll wheel

1. Click into the Network editor window.
2. Move the scroll wheel backwards.
The view is reduced, the mouse pointer remains in focus.

Note: Hold down the CTRL key and rotate the mouse wheel to reduce the view and keep the
center in focus.

16.3.8.4 Displaying the entire network

On the View toolbar, click the Display entire network icon.

The overall network is displayed in the Network editor window.

Tip: Alternatively, to display the whole network, from the View menu, choose > Display entire
network or press the HOME key.

16.3.8.5 Setting the section to the print area

You can set the displayed section to the set print area (see "Specifying the print area" on
page 2654).

1. Click the black triangle of the menu button on the View toolbar.
2. Select the Set section to print area entry.
The set print area is displayed.

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 16.3.8.6 Moving the view

16.3.8.6 Moving the view

1. On the View toolbar, click the 'Move window section' mode icon.
The pointer is displayed as a hand. You have switched to the move view mode.

Tips: Alternatively, you can temporarily switch to the move view mode. To do so, hold down
the space bar, the middle mouse button or the mouse wheel.
You can also switch to the Move window section mode when moving a network object in
the network. To do so, hold down the space bar while moving the network object.

2. Click any position in the network and hold down the mouse button.
3. Drag the view to the position of your choice and release the mouse button.
The view is shifted.

4. On the View toolbar, click the Move window section mode icon to disable this mode.
The mouse pointer is reset to standard display.

Note: Only the display is moved, the network itself is not. Coordinates remain unchanged.

Tips: Alternatively, you have these possibilities to shift the view:

Press an arrow key on your keyboard. If you keep the Shift key pressed at the same time,
you increase the shift movement.
Use the scroll bars of the Network editor window.
You can also shift the view in the network window with the help of the Smart map (see "Moving
the Network editor view" on page 987).

16.3.8.7 Refreshing the view

Sometimes it might happen that your changes to the network are not displayed right away. In this
case you should refresh the view.

In the View tool bar, click the Refresh icon.

The display is refreshed.

16.3.8.8 Displaying previous views

After changes to the view you can call previous views one by one for display. When you are show-
ing a previous view, you can scroll forward to the following view again.

1. On the View toolbar, click the Previous window section icon.

The previous view is displayed.

Tip: Alternatively, from the View menu, choose > Previous window section or press ALT +
LEFT ARROW to switch to the previous view.

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 16.3.8.9 View by analysis time interval

2. On the View toolbar, click the Next window section icon.

The next view is displayed.

Tip: Alternatively, from the View , choose Next window section menu or press ALT + RIGHT
ARROW to switch to the next view.

16.3.8.9 View by analysis time interval

If analysis time intervals have been defined (see "Defining a time interval set as analysis time inter-
val set" on page 1753), for each analysis time interval, you can graphically display the attribute val-
ues which have changed over time. In the network display each analysis time interval
corresponds to a view. You can browse through these views in both directions, either auto-
matically or by hand.

Note: For a display of time-varying attribute values, you need to set the required graphic para-
meters (see "Specifying basic settings for the Network editor window" on page 2551).

1. Go to menu View > Toolbars > Analysis time intervals. Then select Visible or Automatic.

Note: Choose Automatic to show the Analysis time intervals toolbar, which is displayed if
you have defined analysis time intervals.

2. On the Analysis time intervals toolbar, select the analysis time interval you want to display.
The view referring to the selected analysis time interval is displayed.
3. On the Analysis time intervals toolbar, click the icon of your choice.

Icon Name Description

Start the animation of the analysis
time intervals (backward)
Previous analysis time interval
(single step)
Next analysis time interval (single
step)
Start the animation of the analysis
time intervals (forward)
Stop the animation
Switch to the particular previous interval every
2 seconds, until next interaction
Switch from current to previous interval
Switch from current to next interval
Switch to the particular next interval every 2
seconds, until next interaction
Terminate automatic switching

The corresponding view is displayed.

16.3.8.10 Synchronization with other windows

In the Edit mode, the Network editor window is continuously synchronized with other windows.
You can highlight objects in the Network editor that are then highlighted in other opened and syn-
chronized windows as well and vice versa. Which other windows can be synchronized with the
Network editor window is described with the particular windows.

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 16.3.8.10 Synchronization with other windows

The Network editor window is not synchronized with other windows in the Spatial selection
mode.
In the Insert mode, the Network editor window is synchronized with other windows. The syn-
chronization behavior is described for the network object Nodes. However, it is equal for other net-
work objects.
If the Network editor window is in Insert mode for nodes and the marking of the nodes
changes, the Insert mode for nodes is retained, only the marking changes.
If the Network editor window is in Insert mode for nodes and a link is marked in a different
synchronized window, the program switches to the Edit mode for links.
If the Network editor window is in Insert mode for nodes and you select network object type
Links in the Network window, the program switches to the Insert mode for links.
If the Network editor window is in Insert mode for nodes and you select network object type
Turns, Main turns or GIS objects in the Network window, the program switches to the Edit
mode of the respective network object type, because the Insert mode is not available for
those network object types.
In the Network window, more than one network object type is allocated to the buttons Lines and
PrT paths. For those objects, synchronization works as follows in the Insert mode:
If the Network editor window is in Insert mode for lines and a selection of line routes is
marked in a different window, the program switches to the Insert mode for line routes.
Note: If you create a new network object in the Network editor window, it will be marked in all
synchronized windows once it has been created.

1. Ensure that the Network editor window is visible.

2. On the toolbar of the opened Network editor, click the desired icon.

Element Description
The network object selected in the Network editor window is high-
Synchronization lighted in other opened windows and vice versa if synchronization
with other windows: is enabled in the other windows.
Highlight
If possible, network objects highlighted in the Network editor win-
Synchronization dow are highlighted in other windows. If required, the network sec-
with other windows: tion is shifted so that all highlighted objects are visible.
Highlight and move
view
If possible, network objects highlighted in the Network editor win-
Synchronization dow are highlighted in other windows. Additionally, in the network
with other windows: an auto zoom is carried out for the marked objects.
Highlight with auto-
zoom

Tip: You can also enable Synchronization via the corresponding entries under the Network
editor menu > Synchronization with other windows .

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 16.3.8.11 Measuring distances

16.3.8.11 Measuring distances

1. On the View toolbar, click the Measure distance mode icon.

The mouse pointer changes into a cross   . The Measure distance mode is activated. A tool-
tip next to the mouse pointer displays information on the functionality.
2. In the network, click the position where you want to start measuring.
3. One after another, click the positions in the network which you want to include in the distance
measurement.
By default, the measured distance is displayed by a red stroke. The tooltip next to the cursor
and the status bar both display the distance measured so far.

Note: You can change the color of the stroke under Graphics > Edit graphics
parameters > page Basis > field Marking 1.

4. Double-click to finish to terminate the measurement.

The tooltip and the status bar display the distance as Last measurement (total length). If
desired, you can start a new measurement immediately.

5. Click the  Measure distance mode icon again to exit the mode.
For each measurement, you can snap different network objects. To do so, hold down the S HIFT

key during the measurement. The mouse pointer changes into a .

You can snap the following network objects during a measurement:
Nodes
Zone/Territory centroids
POI centroids
Detectors
Stop points
You can specify the snap radius in the user preferences: Edit > User preferences > GUI > Net-
work editor > field Snap radius.

16.3.9 The Graphics tools window

The Graphics tools window contains tools for graphical display and interactive evaluation. In the
window, you can specify settings for each graphics tool.

Element Description
Flow bundle (see "Displaying flow bundles" on page 2471)
Turn volumes (see "Displaying turns, main turns, and turn volumes" on page 2629)

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 16.3.9.1 Showing the Graphics tools window

Element Description
Isochrones (see "Displaying isochrones and the accessibility of network objects" on
page 2490)
Shortest path (see "Searching for and displaying shortest paths" on page 2498)
search
Desire line (see "Displaying desire lines" on page 2674)
Paths projection (see "Projecting PrT path volumes" on page 2001)

16.3.9.1 Showing the Graphics tools window

From the View menu, choose Tool window. Then click Graphics tools.

The Graphics tools window opens, and all graphics tools available are displayed. When you
click a graphic tool, the corresponding area opens in which you can make settings for the
graphic tool. In the Network editor window, a hammer is displayed next to the mouse pointer.

Tip: Alternatively, from the Graphics menu, choose the desired entry. The Graphics tools win-
dow opens, showing the settings of the graphics tool selected.

16.3.10 Other windows

A separate window each is opened in the program interface when working with lists, the timetable,
the matrix editor, the procedure sequence, the signal time-space diagram, the junction editor, the
transfers display of regular services, the 3-D network view, or schematic line diagrams.
List window (see "Working with lists" on page 2507)
Junction editor window (see "Junction editor and signal control" on page 1562)
The timetable windows (see "Windows for editing the timetable" on page 2787)
Matrix editor window (see "The Matrix editor window" on page 1872)
Procedure sequence window (see "Opening the procedure sequence" on page 2016)
Signal time-space diagram window (see "Displaying signal time-space diagrams" on
page 2748)
Transfers display of regular services window (see "Displaying connections and transfer flows
at stops" on page 2660)
Schematic line diagram window (see "Creating schematic line diagrams" on page 2707)
3-D network view window (see "The 3-D network view window" on page 2681)

16.3.11 Tool bars

Via the tool bars, you can call the program functions. The toolbars displayed depend on the win-
dow that is currently active. The program interface provides the following toolbars: Functions,
Windows, Analysis time intervals. To hide the toolbars of the user interface, from the View
menu, choose > Toolbars. To set when to show the Analysis time intervals toolbar, from the
View menu, choose > Toolbars > Analysis time interval.

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16.3.11 Tool bars

The Network editor window includes the toolbars Graphic parameters, Spatial selection, and
View. The Spatial selection toolbar is only displayed if the Spatial selection mode is selected
(see "Setting network objects active/passive via the spatial selection" on page 1152).

Toolbars of the pro- Description

gram interface
Functions

New, Open, Save version, Undo, Start procedure sequence, Open info
window
Filters

Configure volume attributes filter (see "Applying the volume attrib-

utes filter" on page 1151)
Quick access to filter from the project directory (see "Saving, read-
ing and copying filters" on page 1141)
Copy and paste filter to/from the clipboard (see "Copying filters to a
different Visum instance" on page 1144).
Windows

Change alignment of windows (see "Restoring window settings" on

page 977), open another window
Analysis time
intervals In the Network editor window, show data of a different analysis time
interval (see "View by analysis time interval" on page 994)

Toolbars of the Net- Description

work editor window
Operating modes
 Insert, edit and spatial selection of network objects (see
"The operating modes of the network model" on page 1113)
Graphic parameters

Show background map (see "Dynamically embedding background

maps provided on the Internet " on page 2447)
Find locations in maps (see "Searching locations in background
maps" on page 2450)
Find network object (see "Finding network objects in the network" on
page 1116)
Edit legend (see "Creating a legend" on page 2462)
Settings for graphical display (see "Marking active and passive net-
work objects" on page 1121 and "Displaying data graphically and in
lists" on page 2507)
Print (see "Printing the network display" on page 2651)

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 16.3.12 Showing and hiding windows and toolbars

Toolbars of the Net- Description

work editor window
Export screenshot (see "Exporting a screenshot or raster graphic
from screen" on page 3068)
Enable/disable background map (see "Dynamically embedding
background maps provided on the Internet " on page 2447)
Copy and paste graphic parameters to/from the clipboard (see
"Copying graphic parameters into another Visum instance" on
page 2651).
Spatial selection
Definition of active and passive network objects by spatial selection
(see "Setting network objects active/passive via the spatial selection" on
page 1152)
Note
The Spatial selection toolbar is only displayed if the Spatial selection
mode is selected (see "Setting network objects active/passive via the
spatial selection" on page 1152).
View

Editing the view in the Network editor window (see "Network editor win-
dow" on page 990)

16.3.12 Showing and hiding windows and toolbars

From the View menu, choose > Tool window. Then select the desired window or from the
View menu, choose > Toolbars to select the desired toolbar.
The selected tool bar or window is hidden or shown.

Note: The Spatial selection toolbar is only displayed if the Spatial selection mode is selected
(see "Setting network objects active/passive via the spatial selection" on page 1152).

Tip: To hide a window, you can also click the X top right in the title bar.

16.3.13 Toggling between windows

If you have several windows open, you can switch between the open windows and display
another window on top if you have selected Arrange all windows as tabs on the Windows
menu as the window configuration.
Select the desired tab from the displayed windows for display.

The selected window is displayed on top.

Note: You can also customize the arrangement of windows (see "Changing the display of win-
dows" on page 974).

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 16.4 Shortcuts and functions keys in Visum

16.4 Shortcuts and functions keys in Visum

By default, the following shortcuts and function keys are meant to help you access program func-
tions and areas quickly and easily.

Shortcuts and function keys in the Network editor

Note: Some of the shortcuts and function keys listed below are also available in other views.

Keys Description
CTRL+C Copies attributes of the selected network object to the clipboard.
CTRL+G Opens the window to edit the graphic parameters.
CTRL+L Switches the language
CTRL+N Opens a new file
CTRL+O Opens a window for file type choice
CTRL+P Opens the Printer settings window
CTRL+S Saves the current version
CTRL+V Pastes attributes from the clipboard into window
CTRL +W Closes the main window active.
CTRL+Y Redo
CTRL+Z Undo
CTRL+TAB Switches to the next view open
SHIFT+CTRL Switches to the previous view open
+TAB
CTRL+F4 Closes active view
F1 Opens the context-sensitive online help
F2 Highlights the opposite direction of the link or connector selected
F3 Opens the Find window of the network object currently selected
F4 Shows/hides the bar labeling of the selected object
F5 Switches to the mode for editing courses or surface-based objects
F6 Moves the bar labeling of the selected object
F7 Aggregates active zones, territories, and line routes
F8 Splits links and zones
ALT+F4 Quits the program
ALT+LEFT Switches to the previous section
ARROW
ALT+RIGHT Switches to the next section
ARROW
SHIFT Activates the extended markings

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 16.4 Shortcuts and functions keys in Visum

Keys Description
SHIFT+F3 Opens the Find vehicle journeys window
Note
The network object Lines / Line routes must be selected.
INS Toggles between Insert and Edit mode
HOME Displays entire network
Note
This function is also available in other views.
DEL Calls the delete function of the network object currently selected
Note
In the Procedure sequence window, you can also press this key to delete the
selected procedure step.
N Brings the network editor to the front
Z Switches to the Set window section mode
PAGE UP Enlarges the network display
Tip
This function is also available in other views.
PAGE DOWN Reduces the network display
Tip
This function is also available in other views.
ARROW KEYS Move the view in the corresponding direction
ENTER Opens the Edit window of the selected network object
SPACE BAR Switches to the Shift window section mode as long as you press the key

Shortcuts in the line block editor

Keys Description
CTRL+MOVE MOUSE WHEEL FORWARD Reduces the line block display at the mouse position
CTRL+MOVE MOUSE WHEEL BACKWARDS Enlarges the line block display at the mouse position
PAGE UP Moves the line block display vertically upwards
PAGE DOWN Moves the line block display vertically downwards

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 16.5 Opening and saving files

Key combinations in the formula editor for formula attributes and formula matrices

Keys Description
CTRL+ENTER The formula editor is closed.
DOUBLE-CLICK on Function name / Oper- The Insert function / Select operand window
and opens.
CTRL+DOUBLE-CLICK The Select operand window opens.
CTRL+SHIFT+DOUBLE-CLICK The Insert function window opens.

Shortcuts in the Matrix editor and in lists

In the Matrix editor and in lists, you can use shortcuts to choose sections (see "Selecting cells
using the keyboard" on page 1917 and "Selecting list sections via the keyboard" on page 2534).

Keys Description
CTRL+SHIFT+C Copies marked user-defined attributes in lists to the clipboard.
CTRL+SHIFT+V Pastes attributes from the clipboard.

Shortcuts on the Scripts menu

There are no additional shortcuts available on the Scripts menu. However, you may define your
own shortcuts that refer to running a registered script (see "Editing the script menu" on
page 3113).

Middle mouse button functionality

To close all GUI windows (see "Program interface" on page 971), move the mouse pointer to the
respective tab and click the middle mouse button.
You can also activate the ‘Move window section’ mode (hand) temporarily if you hold down the
middle mouse button.

16.5 Opening and saving files

Visum provides several ways to save data to file and to read data from file. For instance you can
save the network, filter settings and matrices separately or save all data together as a version file
and read data from file accordingly.

Note: You can also import and export data of other file formats (see "Using interfaces for data
exchange" on page 2865).

Topics

Opening and saving files separately

Settings for opening and saving data files
Editing the storage location of files

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 16.5.1 Opening and saving files separately

Opening and saving a version file

Opening and saving a project directories file
Opening and saving a network file and adding comments
Reading network data additively
Reading a network file with incomplete line routes or system routes
Starting with an empty program interface

16.5.1 Opening and saving files separately

Notes: You can open and save a selection of the most important file types. For more inform-
ation, please refer to the respective manual section. How to open and save file types that are
not mentioned here is described in the respective context (see "File types" on page 3123).
You can also specify that log files shall be saved automatically (see "Using protocol files" on
page 1048).

16.5.1.1 Saving a file

You can save certain data or settings to separate files.

Note: All important settings are saved in the version file *.ver (see "Saving a version file" on
page 1011) in the File > Save menu.
Alternatively, to open the window, hold down the CTRL and S keys.

1. Click the black triangle of the Save  menu button.

2. Select the Save file as entry.
3. Select the desired file type.

File type File exten- Description

sion
Project *.pfd Standard path settings by file type (see "Saving a project dir-
directories ectories file" on page 1008)
Network *.net Network data (see "Saving a network file" on page 1016)
Demand data *.dmd Demand data (see "Saving demand data" on page 2010)
Graphic para- *.gpa, *.gpax Settings for graphical network display (see "Saving graphic
meters parameters for the Network editor window" on page 2647)
Filters *.fil Filter settings for all network objects (see "Saving, reading
and copying filters" on page 1141)
Procedure *.xml List of selected procedures and the particular settings (see
parameters "Saving procedure parameter settings to file" on page 2043)
Quick view lay- *.qla Layout settings for the quick view (see "Saving Quick view lay-
out out" on page 983)

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 16.5.1.2 Opening a file

File type File exten- Description

sion
Active network *.ane Spatial selection settings for all network objects ("active" or
objects "passive") (see "Saving a spatial selection of network objects"
on page 1157)
Texts *.txt Legend or background texts (see "Saving texts" on
page 2443)
Environmental *.upa Environmental calculation parameters (see "Setting envir-
parameters onmental impact parameters" on page 2389)
Network merge *.nmp Merged network settings (see "Saving merged network val-
parameters ues" on page 1675)
Script menu *.xml Entries of the Script menu (see "Editing the script menu" on
file page 3113)
User *.xml Settings of the Edit > User preferences menu (see "Saving,
preferences opening and restoring user preferences" on page 1043)

The Save <file type> window opens.

4. Enter the desired file name and path, if required.
5. Click the Save button.
The corresponding data is saved to a file of the selected type.

Note: If you save your data as a version file with a new name, the new version file will be open
automatically on screen. When you save a network version to a network file, it depends on your
current setting of Use file name as document name, whether the newly saved network file or
the version file is opened (see "Settings for opening and saving data files" on page 1006). From
the title bar you can see which of the files is open. For all other file types applies: After saving
data to file your original file remains open.

16.5.1.2 Opening a file

1. Click the black triangle of the Open version  button.

2. Select the desired file type.

Note: You can no longer open binary files prior to Visum version 11.03. In addition to files of
the type *.ver, this also applies to graphic parameters (*.gpa), procedure parameters
(*.par), list layouts (*.lla), and filters (*.fil).

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 16.5.1.2 Opening a file

File type File exten- Description

sion
Project director- *.pfd Default path settings by file type (see "Opening a project dir-
ies ectories file" on page 1009)
Version *.ver Network and various settings and parameters (see "Open-
ing a version file" on page 1010)
Network *.net Network data (see "Opening and saving a network file and
adding comments" on page 1013)
Demand data *.dmd Demand data (see "Reading demand data from file" on
page 2004)
Filters *.fil Filter settings for all network objects (see "Saving, reading
and copying filters" on page 1141)
Procedure *.par, *.xml List of selected procedures and the particular settings (see
parameters "Reading procedure parameter settings from file" on
page 2043)
Graphic para- *.gpa, *.g- Settings for graphical network display (see "Reading
meters pax graphic parameters of the Network editor window" on
page 2649)
Attributes *.att Attribute data by network object type (see "Reading attribute
data into lists" on page 2542)
Active network *.ane Spatial selection settings for all network objects ("active" or
objects "passive") (see "Reading a spatial selection of network
objects" on page 1158)
Texts *.txt Texts to be displayed in legend or background (see "Open-
ing texts" on page 2443)
Legend para- *.lgd Legend parameters (see "Opening and saving legend para-
meters meters" on page 2468)
Network merge *.nmp Settings for reading a merged network (see "Merging net-
parameters works" on page 1671)
Environmental *.upa Environmental calculation parameters (see "Setting envir-
parameters onmental impact parameters" on page 2389)
User pref- *.xml Load settings in the Edit > User Preferences menu (see
erences "Saving, opening and restoring user preferences" on
page 1043)
Script menu file *.xml Entries in the Script menu (see "Editing the script menu" on
page 3113)
Scenario *.vpdb, *.vp- Project of scenario management (see "Scenario man-
management dbx agement" on page 1689)
project
Vistro Scenario *.vistropdb, Project of the Vistro Scenario management
management *vistropdbx
project

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 16.5.2 Settings for opening and saving data files

The Open <file type> window opens.

3. Select the desired path and file name.

Note: You can edit the path displayed here by default (see "Editing the storage location of
files" on page 1007).

4. Click the Open button.

In case of unsaved changes to the current network when opening a network or version file, a
security prompt appears.

Note: Depending on the selected file type, further windows might open for further settings
required. For more information, please refer to the particular manual sections.

5. If applicable, confirm this query with Yes.

The file is opened.

Note: Possible effects depend on the selected file type and on your settings.
Version file: The file which has been open is closed and the version file will be opened. The
name of the version file is shown in the title bar (see "Opening a version file" on
page 1010).
Network file: You can open a network file to replace current data or read network data addi-
tionally to this file. In the first case, the current file is closed and the network file will be
opened on screen. In the latter case, network data is added to the file currently open (see
"Opening and saving a network file and adding comments" on page 1013).
Network merge parameters: The file that was open before is closed. A combination built
from two version files will be opened. The names of the two version files are displayed in
the title bar (see "Displaying flow bundles" on page 2471).
To all other file types applies: Data read from file is added to the currently open file.

Tip: You can also open a file by clicking the selected file in the list of recently opened files on
the File menu. Alternatively, drag a file from the Windows Explorer to the program interface.

16.5.2 Settings for opening and saving data files

1. From the Edit menu, choose User Preferences.
The User Preferences window opens.
2. In the navigator, select Files & protocols > General.
3. Select the desired options.

Element Description
List of most recently From the drop down list, select the appropriate number of entries to
opened files be stored with the MRU list on the File menu.

4. In the navigator, select Files & protocols > Backup copy.

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 16.5.3 Editing the storage location of files

5. Select the desired options.

Element Description
Automatic backup Use this option to define, whether Visum shall save a backup copy of
every ... minutes the current network version at regular intervals. The backup copy has
the name of the currently loaded file and also its file extension. Addi-
tionally, the file extension .ves is added automatically (Example:
example.net.ves). By default, the backup copy is saved to the directory
in which the currently loaded file has been stored. This you can change
via option Common folder for backup copy. Enter the time gap
between two backup copies (maximum: 120 minutes).
Notes
To open a backup copy, rename it to *.ver and read it from file like a ver-
sion file.
Visum cannot save a backup copy as long as a modal window is open.
In this case, the backup copy will be created as soon as the window is
closed. This guarantees that only consistent data states are saved to
file.
If no file is currently opened, for example directly after program start,
the backup copy is saved to the standard folder for version files (see
"Changes to settings in the configuration file" on page 1061) under the
name Tmpn.ves.
Common folder for Use this option to define a common directory that stores all backup
backup copy copy files (cf. option Automatic backup every ... Minutes). As long
as no folder has been selected here each backup copy is saved to the
directory from which the currently open file has been read.
Notes
Existing files with the same name in this directory will be overwritten.
If no backup copy can be created, for example due to insufficient
access rights to the target folder, Visum will first try to save the backup
copy to the standard directory for version files under the name
Tmpn.ves (see "Changes to settings in the configuration file" on
page 1061). If this also fails, a message will appear.

6. Confirm with OK.

16.5.3 Editing the storage location of files

Visum uses various file types to which data is saved or from which data is read. For most of these
file types you can define a directory where files of this type are to be stored by default and from
where they are read by default. Visum will also browse through this folder for related files of the
file type, for example for backgrounds or POIs.
By default, all directories point to the directory where the currently loaded version file is stored.
This way you can pass on all files belonging to the project if necessary if relative paths are used in
the version file, by copying the whole folder.

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 16.5.4 Opening and saving a project directories file

1. On the File menu, point to Project directories and then click Edit project directories.
The Edit project directories window opens. In this window, all relevant Visum file types are
listed (see "File types" on page 3123).

2. In the row of a particular file type, click the button .

Note: Via the Set path for all types button you can change the directory for almost all of the
file types simultaneously. Exceptions are the project directory file (*.pfd), user-VDF-DLLs,
projections (*.prj) and Visum add-ons.

3. Select the desired folder.

4. Confirm with OK.
The path to the selected folder is displayed in a column.

Note: Alternatively you can edit the path by double-clicking the current entry and edit the
path directly. This way you can also enter relative paths.
..\ refers to a sub-folder of the installation folder of your Visum installation (example:
..\PTV Visum 2022\Doc)
%MYDOCUMENTS%\ refers to C:\Users\<User>\Documents under Windows
%APPDATA%\ refers to C:\Users\<User>\AppData\Roaming\ under Windows

5. If necessary, change further directories.

6. Confirm with OK.
When a file is to be read or saved next time Visum will use the new paths by default.

Notes: These settings only apply until your Visum session is terminated. But you can save the
settings to file and read them from file again (see "Saving a network file" on page 1016).
You can also edit given file extensions or add more file extensions. We recommend not to
change this setting.

16.5.4 Opening and saving a project directories file

A project directories file stores the standard path by Visum file type. It determines from which
folders the Visum files are read by default and to which folders they are saved. Additionally, a pro-
ject directories file contains the specific file extension(s) by file type. Thus the various file types
can be distinguished.
The standard project directories file std.pfd is installed automatically.
Windows 7 – 10:
C:\Users\<User>\AppData\Roaming\PTV Vision\PTV Visum 2022\std.pfd
It is opened by default when Visum is started.

16.5.4.1 Saving a project directories file

You can store the standard path settings predefined by file type (see "Editing the storage location
of files" on page 1007).

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 16.5.4.2 Opening a project directories file

1. On the File menu, point to Project directories and then click Save project directories.
The Save: Project directories window opens.
2. Select the desired directory and enter the desired file name.

Notes: By default, the folder you have selected for saving project directories files is dis-
played (see "Editing the storage location of files" on page 1007).
Only if the paths are directly saved to the standard project directories file C:\User-
s\<User>\AppData\Roaming\PTV Vision\PTV Visum 2022\std.pfd (see "Changes to settings
in the configuration file" on page 1061), will your settings be automatically loaded with the
next program start. Otherwise the standard settings from the standard project directories file
will be read when Visum is started the next time. If required you can open the file you had
saved and read your settings from file in Visum (see "Opening a project directories file" on
page 1009)
We recommend to save your user-defined project directories file with the project data files to
your project directory (see "Editing the storage location of files" on page 1007). This way,
you can archive all project data together.

3. Confirm with OK.

The file is saved.

16.5.4.2 Opening a project directories file

Opening a project directories file means the definition of paths to be regarded by default for Read
or Save a file.
1. From the File menu, choose Project directories > Open project directories.
The Open: Project directories window opens.
2. Open the desired file.
3. Click the Open button.
The project directories file is read.

Note: Alternatively you can open a project directories file automatically during program start
(see "Changes to settings in the configuration file" on page 1061).

16.5.5 Opening and saving a version file

Version files are the most important and most frequently used file type for saving your Visum
work. Besides the network, further data is saved to a version file. Version files include the fol-
lowing data:
Network data
Demand data and skim matrices
User-defined attributes, AddValues, etc.
Graphic parameters with flow bundles, turn volumes, isochrones and references to active
backgrounds etc.

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 16.5.5.1 Opening a version file

State active/passive of network objects – thus filter settings and spatial selection
Procedure parameters
Assignment results (e.g. connections) and any other calculated results (convergence criteria
of PrT assignment quality included)
You can also save and read this data separately (see "Opening and saving files separately" on
page 1003).
By default, the version data file extension is *.ver (see "File types" on page 3123).

16.5.5.1 Opening a version file

Note: Visum version files are not downwards compatible. This means you cannot use an older
Visum version to open version files created in a more recent Visum version. For example, you
cannot open a version file of Visum 22.01 version file with Visum 22.00. The bug fix version
number, appended to the actual version number with a hyphen, is ignored in this context (Help
menu > License > Version).

1. From the File menu, choose > Open.

In case of unsaved changes to the current network, a security prompt appears.
2. Confirm this security prompt.
The Open: Version window opens.
3. Open the desired file.
4. Click the Open button.

Note: Depending on the contents of the version file and your settings different queries or
warning will be displayed, which you have to confirm.

The version file is opened and the name of the version file appears in the window header.

Notes: Which windows are open after reading a version file depends on your settings (see
"Making settings for windows upon opening version files or program start" on page 978).
When opening a version file, you can specify how the matrices in the version are read (see
"How to handle matrix data when opening or saving a version file" on page 1013).
If you open a version file larger than your license permits, a warning is displayed that says
Visum is in the oversize mode. The title bar indicates the oversize mode when the network is
too large. You cannot save the version file in this mode. Reduce the network to license size
(see "Subnetwork generation" on page 1557) to use all functions and save the network file.
Besides the Subnetwork generator, you can use the following functions in the oversize mode:
Edit network
Make screenshots of network and timetable
Execute COM scripts

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 16.5.5.2 Saving a version file

Tips: Alternatively, you can open a version file by clicking the selected file in the list of recently
opened files on the File menu or by drag & drop. Drag the version file from the Windows
Explorer into the program window on screen.
Alternatively, you can have a version file opened automatically during program start (see
"Changes to settings in the configuration file" on page 1061).
Alternatively, you can open a version file by double-clicking the version file in the Windows
Explorer. In this case, a specific project directory file (aktdrv.pfd) is used for the start. It ensures
that Visum browses for referenced files in the directory where the version file itself has been
stored.

16.5.5.2 Saving a version file

A version file you may save with identical path and file name (thus the existing file is overwritten)
or to a different directory and/or with a new file name.
You can also save a version file as one of the actions in the procedure sequence.

Note: Visum version files are not downwards compatible. This means you cannot use an older
Visum version to open version files created in a recent Visum version. For example, you cannot
open a Visum 13 version file with Visum 12.50. The bug fix version number, appended to the
actual version number with a hyphen, is ignored in this context (Help menu > About PTV
Visum).

Saving a version file with identical path and file name

1. On the Functions toolbar, click the Save button.

Tip: Alternatively, save the version via menu File > Save or press CTRL+S.

2. Confirm the query with Yes.

The version file is saved with identical path and file name. The existing version file is thus
replaced.

Note: A backup copy can be saved automatically (see "Settings for opening and saving data
files" on page 1006).

Saving a version file with a different path or file name

1. From the File menu, choose Save as.
The Save: Version window opens.
2. If necessary, select a different directory.
3. If necessary, edit the file name.
4. Click the Save button.
The version file is saved.

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16.5.5.2 Saving a version file

Saving a version in the procedure sequence

You can save the version file in the procedure sequence (see "Setting up and starting the pro-
cedure sequence" on page 2015).

Note: During a procedure sequence, no security queries are prompted on screen when over-
writing an existing version file.

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. Select the desired position in the procedure sequence and add the procedure Save version
from the Miscellaneous category (see "Setting up and starting the procedure sequence" on
page 2015).
3. Make sure that the inserted operation is marked and click the Edit button in the Operations
section.
The Parameters: Save version window opens.
4. Make the desired changes.

Element Description
Browse The button opens a window. It allows you to select the file you want to
save your version to.
Note
You can either select an existing file and overwrite it or enter a new file
name. If you select an existing file, you need to confirm the security
query.
Add the current Select this option to append an underscore and counter to the file name
value of the inner- selected. When you save the counter, it contains the current iteration
most 'Go To' value of the innermost GoTo loop (see "Go to a procedure in the pro-
counter to the file- cedure sequence (Go to the procedure)" on page 1848).
name

5. Confirm with OK.

The file name (without counter) is displayed in the Variant/file column.

Tips: Alternatively, you can edit the file name as follows:

double-click the entry in the Variant/file column and edit it directly

click the icon and select a file.

This will not affect the counter appended.

6. Start the procedure (see "Setting up and starting the procedure sequence" on page 2015).
During procedure execution, the version is saved according to the specified order of actions.

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 16.5.5.3 How to handle matrix data when opening or saving a version file

16.5.5.3 How to handle matrix data when opening or saving a version file
For each version file you can specify how the matrices contained in the version are read when
opening the version file. In addition, you can save the matrix data to a separate file.
1. Open the desired version file.
2. From the File menu, choose File properties.
The File properties window opens.
3. Make the desired changes.

Element Description
No special If this option has been selected, all matrix data is saved to the version file and
handling read immediately when the version is read from file.
Load matrix If this option has been selected, all matrix data is saved to the version file, yet
data from not read immediately when opening the version file. The matrix data will be
version file imported on demand. Thus, the version file is opened faster.
only when Notes
required This option can only be used if the matrix swap file is enabled.
Save as sep- If this option has been selected, all matrix data of the version is saved to a sep-
arate data arate file *.vmx . It is stored in the folder where the version file has been stored
file and has the same file name.
Notes
This option can only be used if the matrix swap file is enabled.
We recommend that you select this option when working with version files that
contain a large amount of matrix data. Using this option will accelerate the sav-
ing and opening of version files, for example after network editing operations.
Since the matrices are not concerned they do not have to be stored again in
this case.
Note
To re-integrate the matrix files in the version file, uncheck this option and save
the version to file.

4. Confirm with OK.

5. Save the version file.
The selected setting is transferred to the version file. When opened the next time it will be applied.

16.5.6 Opening and saving a network file and adding comments

Network files contain network model data, i.e. data of all network objects in tabular form. In Visum,
you can open and save network files like any other file type. Furthermore, you can read network
data additionally to the network being displayed on screen (see "Reading network data additively"
on page 1021).
By default, the network data file extension is *.net (see "File types" on page 3123).

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 16.5.6.1 Adding comments to the network

Note: You can write network files in the following languages: English, German, French, Italian,
Polish. The network file is generally written in one of the supported languages displayed in the
user interface of Visum. If another language is used, it is written in English.

16.5.6.1 Adding comments to the network

You can add an unlimited number of comments to the network model. These will be saved with
the network file and with the version file.
1. From the File menu, choose File info.
The Network notepad window opens.
2. Enter the comment.
3. Confirm with OK.
The comment is stored.

16.5.6.2 Opening a network file

1. Click the black triangle of the Open button.

2. Select the entry Open file > Network.
The Open: Network window opens.
3. Select the desired file.
4. Click the Open button.
The Read network window opens.
5. Make the desired changes.

Element Description
Show warnings Select this option to show warnings when loading files.
on screen
If this option is not selected, no warnings are shown when you load
files. This speeds up the loading process.
Note
If in the warning settings, you selected Save warnings and details to
the message file and in the log files, you selected Message file: Create
new file, warnings are saved to a message file (see "Specifying settings
for protocol files" on page 1049).
Show error mes- Select this option to show error messages when loading files.
sages on screen
If this option is not selected, no error messages are shown when you
load files. This speeds up the loading process.
Read network Select this option to read the network file in addition to the currently
file additively opened network. You can specify further settings (see "Reading network
data additively" on page 1021).

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 16.5.6.2 Opening a network file

Element Description
If this option is not selected, the network currently opened is closed
and the network of the network file is opened.
Show the 'Com- Select this option to open the window Read network (completing the
pleting line courses of line routes/system routes). Here you specify how Visum
routes' window shall read incomplete line or system routes (see "Reading a network file
with incomplete line routes or system routes" on page 1031).
Normalize cre- Select this option to normalize all newly added polygons and all poly-
ated and mod- gons changed through the import process.
ified polygons
If this option is not selected, no polygons are normalized.
(self-inter-
secting test) Notes
Polygons have to be normalized if, for example, you require the area or
want to intersect the polygons. You do not have to normalize polygons to
e.g. only show them in the background (see Fundamentals: Chpt. 3.5.2,
page 182).
You can also normalize polygons later on (see "Normalizing all surfaces"
on page 1174).
Merge points This option is useful, e.g., when the polygon points represent a municipal
with identical border. If two polygons are merged, both polygons automatically change
co-ordinates when shifting the polygon point.
You can also merge polygon points later (see "Merging all polygon points
with identical co-ordinates" on page 1175).
Select this option to merge polygon points with the same coordinates.
Number of decimal places
Enter the desired number of decimal places. Two points are considered
equal and combined if their coordinates are equal after they have been
rounded to the specified number of decimal places.
Notes
The default value for the number of decimal places is the entry set in
the network settings for Coordinates (see "Settings for decimal
places, aggregation functions, and connecting journeys" on
page 1068)
Enter a negative value manually if you want the value from the net-
work settings that exists after importing the network file to be used as
a parameter when merging.
If this option is not selected, the polygon points are not merged.

6. Confirm with OK.

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 16.5.6.3 Saving a network file

Notes: If the Show the 'Complete line routes' window option has been checked, the
Read network (completing the courses of line routes/system routes) window opens.
Here you can specify how you want to add the data (see "Reading a network file with incom-
plete line routes or system routes" on page 1031).
Network objects from tables labeled $-<Name of object type> are ignored during the import
(see "Creating a model transfer file" on page 1676).

The network file is opened and the network is displayed in the Network editor window. The name
of the network file is shown in the title bar.

16.5.6.3 Saving a network file

Note: When you save a network file, the attribute values are saved with a specific number of
decimal places (see "Settings for decimal places, aggregation functions, and connecting jour-
neys" on page 1068).

1. Click the black triangle of the Save  menu button.

2. Select the Save file as entry.
The Save network window opens.
3. Enter the file name and the path, if required.
4. Click the Save button.
The Save network file window opens.
5. If necessary, reduce the amount of data to be saved to file.

Element Description
Save only active If the option has been selected, only active network objects will be dis-
network objects played.
Filtering Hide attributes with default values
If this option has been checked, only selected attributes are saved
with their values.
Tip
Use this option to reduce the file size.
If this option has not been checked, all of the selected attributes are
saved with their values not regarding whether attribute value and
default value are identical or not.
Note
You can find the default attribute values in the Attribute.xls file in the
...\Program files\ folder.
Hide empty tables

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 16.5.6.3 Saving a network file

Element Description
If this option has been selected, only those tables containing objects
are saved to file.
Hide calculated attributes
If this option has been selected, the calculated attributes are hidden
and are not saved.
If this option has not been selected, calculated attributes are also
available for selection and can be saved.
Tables and attrib- Display tables and attribute names in English
ute selection If the option is selected, the names of the tables and attributes will be
displayed in English, i.e. in the language in which they are stored in the
target file.
Note
This option is only displayed if you have selected English (recom-
mended) in the user settings under Files & protocols > General >
Network and attribute files.

6. Select the data tables you want to save to file.

Element Description
The table has been selected and will be saved to file.

The table has not been selected and will not be saved to file.
Note
The Version data block table cannot be disabled.
Edit marking In the list of tables, you can select several entries by holding down the
CTRL key.
You can then use the button to include all markings of tables and attrib-
utes in the selection or remove them from the selection.
You can also select or deselect all direct attributes of the marked
tables.
Save selec- You can save the currently selected tables and attributes as a network
tion/Open selec- file *.net without content and read them again later as defaults (see
tion "Saving selected network data as selection" on page 1020).
Check all tables Via this button, you may check all tables.
Note
The status of the attributes in the tables remains unchanged.

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16.5.6.3 Saving a network file

Element Description
Uncheck all tables Use this button to deselect all tables except Version block.
Note
The status of the attributes in the tables remains unchanged.
Predefined cases The data required for the description of the objects of a particular net-
work object type are stored in just a single or in multiple tables. Link
object data, e.g., are included in the Link table. Links with an edited
shape are additionally part of the data block Link polygons.
Use this button to select all data tables required for the description of
specific network objects (so-called use cases) and their attributes at
the same time (see "Selecting data tables required for network object
type description for saving data to file" on page 1019).

7. Click a table name.

The table attributes are displayed.

Tip: Click the CTRL key and keep it pressed while clicking multiple tables one by one to show
the attributes of these tables simultaneously.

Note: Due to current option settings in the upper section of the window possibly not all of the
attributes might be displayed by table.

8. Select the attributes you want to save to file.

Element Description
The attribute has been selected and is saved to file.

The attribute has not been selected and is not saved to file.

The attribute is a key attribute and cannot be switched off.

Key attributes are attributes which serve for unique identification of net-
work objects.
The attribute is a mandatory attribute and cannot be excluded.

Attribute groups Via this button you can either select or switch off predefined groups of
attributes in a separate window (see "Switching on/off attribute groups
for saving" on page 1019).
Set default values Click this button to hide empty tables and calculated attributes. All other
attributes are selected. The Save only active network objects option
remains unchanged.

Tip: Right-click a table name. In the shortcut menu, activate or deactivate all table attributes
currently displayed.

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 16.5.6.3 Saving a network file

Note: Alternatively, you can read selected tables and attributes from a network file *.net (see
"Reading a selection from a network file" on page 1020).

9. Confirm with OK.

The network data is saved according to the current settings.

Switching on/off attribute groups for saving

1. Make sure that the Save network file window is open (see "Saving a network file" on
page 1016).
2. Click the Attribute groups button.
The Switch attribute groups on/off window opens.
3. In the selection list, mark the predefined attribute group you would like to switch on or off.
4. Click the desired button.

Element Description
Activate All attributes of the selected groups are enabled.
Deactivate Except key attributes and mandatory attributes, all attributes of the
selected group are deactivated.
Activate exclus- All attributes of the selected group are activated for saving data to file
ively and all attributes of other groups - except key attributes and mandatory
attributes - are excluded from saving data to file.

5. Click the Close button.

Depending on the current settings, the attributes are either selected or deselected.

Selecting data tables required for network object type description for saving data to file
In Visum network files, several tables contain data for the description of specific network objects,
for example zones and corresponding polygons, timetable or line blocking data.
To make sure that you save all the tables and attributes required (so-called use case) to the net-
work file, you can activate a predefined selection of tables and attributes adapted to the data you
wish to save.
1. Make sure that the Save network file window is open (see "Saving a network file" on
page 1016).
2. Click the Predefined cases button.
The Select tables for predefined use cases window opens.
3. Make the desired changes.

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16.5.6.3 Saving a network file

Element Description
Save polygons If the option is selected, all tables containing polygon-related data will
be selected and you can specify whether the tables of the associated
network object types (zones, main zones, main nodes, territories,
POIs, restricted traffic areas) should also be saved.
Save timetable If this option has been selected, all tables are selected that contain
data with regard to the timetable. You can decide whether data regard-
ing calendar period and valid days are to be saved.
Save calendar period and valid days
If this option has been selected, the tables Calendar period, Valid days
and Holidays are saved to file.
Note
This option is only provided if a weekly or an annual calendar has been
defined in the network.
Save blocks If this option has been selected, the tables storing PuT line blocks and
corresponding data is selected.
Note
Since line blocks refer to valid days, option Save calendar period and
valid days is selected automatically.
Save main nodes Click this option to select main node tables and their data.
Write tables for If this option is selected, the tables for graphics and presentation, such
graphics & present- as info boards and storyboard actions, are selected.
ation

4. Confirm with OK.

Saving selected network data as selection

You can save the currently selected tables and attributes as network file *.net without contents
and read them again later as default values.
1. Make sure the Save network window is open (see "Saving a network file" on page 1016).
2. Click the Save selection button.
The Save network window opens.
3. Enter the file name and the path, if required.
4. Click the Save button.
Selected tables and attributes are saved as data block templates without data.

Reading a selection from a network file

You can read selected tables and attributes from an existing network file or from an empty net-
work file that was saved just as selection file when saving network data to a file.
1. Make sure the Save network window is open (see "Saving a network file" on page 1016).

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 16.5.7 Reading network data additively

2. Click the Open selection button.

The Open network window opens.
3. Select the desired file.
4. Click the Open button.
The tables and attributes contained in the network file are adopted. Reading in the file may
change the current selection of options in the Save network window.

16.5.7 Reading network data additively

By reading additional network data, you can extend or edit an existing network.
To start, open your network. Then, open the additional network file whose data you want to read
in. Now specify which tables of the additional network file you want to adopt and how you want to
deal with conflicts. The whole process can be divided into the following steps:
Specifying settings for reading in additional network data
Selecting data tables you want to read in
Specifying settings for conflict avoidance and conflict handling
Additionally, you have the following options:
Saving settings for reading additional network data
Opening settings for reading additional network data
Note: If you want to read in an additional network file with coordinates, make sure your current
network version contains a predefined system of coordinates (see "Selecting a coordinate sys-
tem" on page 2413).

16.5.7.1 Specifying settings for reading in additional network data

1. Open a version or network file.

2. Click the black triangle of the  menu button.

The Select file type window opens.
3. Select Network and click OK.
The Open network window opens.
4. Select the file whose network data you want to read in.
5. Click the Open button.
The Read network window opens.
6. Make the desired settings for reading in files.

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16.5.7.1 Specifying settings for reading in additional network data

Element Description
Show warnings on Select this option to show warnings when loading files.
screen
If this option is not selected, no warnings are shown when you load
files. Then the loading is quicker.
Note
If in the warning settings, you selected Save warnings and details to
the message file and in the log files, you selected Message file:
Create new file, warnings are saved to a message file (see "Spe-
cifying settings for protocol files" on page 1049).
Display error Select this option to show error messages when loading files.
messages on
If this option is not selected, no error messages are shown when
screen
you load files. Then the loading is quicker.
Show the 'Com- Select this option to open the window Read network (completing
pleting line routes' the courses of line routes/system routes) when reading in a file.
window Here you specify how Visum shall read incomplete line or system
routes (see "Reading a network file with incomplete line routes or sys-
tem routes" on page 1031).

7. Select the Read network file additively option.

More options will be available.
8. Make the desired changes.

Element Description
Determine existing Select this option to check the network file you want to read in. Only
tables in advance the tables of this file are then displayed for table selection.
If this option is not selected, all tables are available for selection.
Create warnings Select this option to show warnings about existing network objects
for conflicts in the when reading in files in the "Ignore" mode (see "Selecting data tables
"Ignore" mode you want to read in" on page 1023).
Deactivate this option if you do not want to show warnings about
existing network objects when reading in files in the "Ignore" mode.
Then the loading is quicker.
Note
To save warnings to a message file, in the warning settings, select
Save warnings and details to the message file and in the log file
settings, select Create new file (see "Specifying settings for protocol
files" on page 1049).
Permit the deletion If this option has been selected, network objects in tables labeled $-
of objects <name of object type> will be deleted from the network.

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 16.5.7.2 Selecting data tables you want to read in

Element Description
If this option has not been selected, tables that are labeled $-
<Object type name> will be ignored.
Show statistics of Select this option to have Visum create a model transfer file while read-
modifications ing in a new file. The model transfer file contains all changes that are
made according to the new file. The file is saved to the project directory
specified for model transfer files, under the name <Current version
name> - ReadNetwork.tra. It is automatically opened when it is read in.

9. Make the settings of your choice under Polygon handling after import.

Element Description
Normalize created Select this option to normalize all newly added polygons and all
and modified poly- polygons changed through the import process.
gons (Self-inter-
If this option is not selected, no polygons are normalized.
secting test)
Notes
Polygons have to be normalized if, for example, you require the area
or want to intersect the polygons. You do not have to normalize poly-
gons to e.g. only show them in the background (see Fundamentals:
Chpt. 3.5.2, page 182).
You can also normalize polygons later on (see "Normalizing all sur-
faces" on page 1174).
Merge points with Select this option to merge polygon points with the same coordin-
identical co-ordin- ates.
ates
If this option is not selected, the polygon points are not merged.
Notes
This option is useful, e.g., when the polygon points represent a muni-
cipal border. If two polygons are merged, both polygons automatically
change when shifting the polygon point.
You can also merge polygon points later on (see "Merging all polygon
points with identical co-ordinates" on page 1175).

10. Confirm with OK.

The Read network data additionally window opens. Select the data tables you want to read
in.

16.5.7.2 Selecting data tables you want to read in

In the Read network data additionally window, select the data tables you want to read into the
existing network. Here you can also specify how you want Visum to deal with conflicts.
1. Make sure that the Read network data additionally window is open.
2. Select the data tables you want to read into your current network.

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16.5.7.2 Selecting data tables you want to read in

Element Description
The table is added to the existing network data.

The table is not read into the existing network.

Network objects This column lists the data tables you can read into your network.
(table) Depending on whether the option Determine existing tables in
advance is activated, this list either contains all tables available or only
those saved to the network file.
Check all Via this button, you may check all tables.
Uncheck all Via this button, you may uncheck all tables.
Edit Use this button to specify the settings for conflict avoidance and conflict
handling for several tables at the same time. To do so, highlight the
tables. Then click Edit (see "Specifying settings for conflict avoidance
and conflict handling" on page 1025).
Frequent cases Click this button to select additional data tables (required to describe
specific network objects) together with preset options for conflict avoid-
ance and handling (see "Frequent cases:reading in frequently required
data tables" on page 1024).
Conflict avoidance (see "Specifying settings for conflict avoidance and conflict handling"
on page 1025).
Conflict handling (see "Specifying settings for conflict avoidance and conflict handling"
on page 1025)
Save Click Save to save your settings, so you can use them again later on.
The settings specified here are saved to a *.arnp file and can be quickly
read in again when required.
Open Click Open to open the settings saved as a *.arnp file.

Frequent cases:reading in frequently required data tables

Data required to describe an object of a particular network object type is stored in one or multiple
tables. All link object data, e.g., is listed in the Links table. Links with an edited shape, additionally
save data to the Link polygons.
To make sure you read in all tables and attributes required (so-called use case), you can select a
predefined set of the tables and attributes you wish to read in, including the appropriate settings
for conflict avoidance and handling.
1. Make sure the Read network data additionally window is open (see "Reading network data
additively" on page 1021).
2. Click the Frequent cases button.
The Use cases for additive network reading window opens.
3. Make the desired changes.

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 16.5.7.3 Specifying settings for conflict avoidance and conflict handling

Element Description
Read polygons If the option is selected, all tables containing polygon-related data will
be selected and you can specify whether the tables of the associated
network object types (zones, main zones, main nodes, territories,
POIs, restricted traffic areas) should also be read in.
Read timetable Activate this option to select all tables containing timetable-based data
and specify how you want Visum deal to with vehicle journeys that
have the same number.
Retain all existing vehicle journeys
Existing vehicle journeys are not changed, while additional, new
vehicle journeys are read in.
Replace existing vehicle journeys if number is identical
If an existing vehicle journey has more sections than the read in vehicle
journey, the existing sections are replaced with the new, read in ones.
The other sections remain unchanged.
Note
These two options are only available if the read in data contains vehicle
journeys.
Read blocks If this option has been selected, the line block tables and cor-
responding data is selected for reading plus the data on valid days, cal-
endar period and holidays.
Note
Line blocks refer to valid days and cannot be read from file without this
data.
Read main nodes Activate this option to select main nodes with polygons, node alloc-
ations and main turns.
Read tables for If this option is selected, the tables for graphics and presentation, such
graphics & present- as info boards and storyboard actions, are selected.
ation

4. Confirm with OK.

The selected tables are read in according to the predefined settings. You can now specify the con-
flict handling settings.

16.5.7.3 Specifying settings for conflict avoidance and conflict handling

A conflict arises when a network object you want to read in and an already existing network object
have the same key. In this case, Visum allows you to specify how to proceed for each data table
you wish to read in.

Note: Key attributes are attributes which serve for unique identification of network objects (see
"Key attributes" on page 2541).

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16.5.7.3 Specifying settings for conflict avoidance and conflict handling

Tip: To make the settings for several data tables at the same time, highlight the respective
tables and then click the Edit button.

1. Select Conflict avoidance if you know that the network objects of your existing network and
the network objects you want to read in have the same key, but are not identical.

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 16.5.7.3 Specifying settings for conflict avoidance and conflict handling

Element Description
Conflict avoidance If this option has not been selected or if it is not provided, you can -
in the Conflict handling column - choose how to handle network
objects with identical keys.
If this option has been selected, in the Conflict handling column,
either a list with the options Offset and Compress with offset or Pre-
fix is displayed. Selecting an option, you can change the value of the
key attribute you want to read in, to make it unique.
Prefix
(In the Conflict handling column)
To an alphanumerical key attribute, you can add an alphanumerical
prefix in the first position.
Offset
(In the Conflict handling column)
To the value of a numerical key attribute you can add a constant value.
Note
When specifying offsets, make sure that the offset values you define
are added to all keys of the network object.
Example:
Link 1 has the following keys: link number 1, From node number 10
and To node number 20. If you specify the offset value 1 for links and 2
for nodes, Visum will read this link in as link number 2, From node 12
and To node 22.
Note the following: If Visum cannot add the link because it cannot find
To node 22, Visum will subtract the offset value from the To node and
try to add the link with the To node number 20.
Compress with offset
Select this option to renumber all network objects of the type selected,
starting with 1 up to the number of the network objects (N) before the
network is read. Network objects that are added with 'Read network
additively' are numbered starting with N + 1 up to the number of net-
work objects of both networks (N+M). The field into which the offset is
entered is not available.
This option is available for network object types that can also be
renumbered in the Program window, via the Edit menu (see "Auto-
matic renumbering of network objects" on page 1161), as well as for
the following network object types:
Turn standards
Leg templates
Ticket types
Operating periods

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16.5.7.3 Specifying settings for conflict avoidance and conflict handling

Element Description
Lane templates
Vacation days
Surfaces
Crosswalk templates
Time series
Geometry templates
Edges
Signal controllers
Matrices
Demand time series
Stage templates
Stage template sets
PuT operators
PuT vehicle units
PuT vehicle combinations
PuT coordination groups
PuT fare zones
PuT valid days (special case valid day Daily that is always number
1)
Signal group templates
Signal coordination groups
Fare systems
Faces
Line blocks (special case, here new IDs are assigned. Line blocks
do not have a number.)
Line block versions (special case, see line blocks)
Fleet compositions
Intermediate points

2. If you do not want to choose conflict avoidance, select an option for conflict handling.

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 16.5.7.3 Specifying settings for conflict avoidance and conflict handling

Element Description
Conflict handling (if Only check
Conflict avoidance This setting is only available for specific elements, e.g. transport sys-
is not selected or tem, mode, and demand segment. Visum checks whether the network
available) objects you want to read in already exist in the current network. If this
is not the case, an error message is displayed and the reading in pro-
cess is canceled.
Ignore
Ignored are those network objects in the network file being read that
have identical keys which are already in use in the currently open net-
work file. The existing network objects and their attribute values
remain unchanged.
Overwrite object/course
Existing network objects for which the network file contains network
objects with identical keys, are replaced by the objects read from file.
Attribute values of attributes which are not contained in the network file
are set to a default value.
Overwrite attributes
Existing network objects that have the same keys as objects in the net-
work file remain unchanged. Only their attribute values are overwritten.
Attribute values of attributes which are not contained in the network file
remain unchanged.
Overwrite structure
If the network file contains lanes for a leg, they are overwritten. With
leg templates, the leg template items are overwritten.
Cancel
Reading is canceled.

3. Confirm with OK.

It is checked whether the data on the system of coordinates of the network file are identical
with those of the existing network. Depending on the constellation either a warning or a window
opens or the data is read from file without any further query.
4. Make the desired changes, if applicable.

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 16.5.7.4 Saving settings for reading additional network data

Coordinates Coordinates Response when read in

data in the data in the
network file network
None Visum (no pro- The coordinates are read without transformation.
jection)
None From pro- The Select spatial reference system window opens. Select
jection file the system of co-ordinates of the network file via option From
*.prj file Visum transforms the co-ordinates of the network file into
co-ordinates of the network. If you select the option Visum
(untransformed reading) instead, the coordinates will be read
from file without transformation. Confirm with OK.
From pro- Visum (no pro- A warning is issued. Confirm with OK. The coordinates are read
jection file jection) without transformation.
*.prj Note
To match the data, it is generally recommended to first change
the coordinate system of the network (see "Selecting a coordin-
ate system" on page 2413).
From pro- From pro- The data is read without further queries. In case of different co-
jection file jection file ordinate systems the co-ordinates of the network file will be
*.prj *.prj transformed into co-ordinates of the network.

Note: If the Show the 'Completing line routes' window option has been checked, the
Read network (completing the courses of line routes/system routes) window
opens. Here you can specify how you want to add the data (see "Reading a network file
with incomplete line routes or system routes" on page 1031).

The network data is read in. If you select the option Show statistics of modifications, the model
transfer file with the changes made is opened. When you close this window, a query window is
opened that allows you to save or delete the file.

16.5.7.4 Saving settings for reading additional network data

1. Make sure the Read network data additionally window is open (see "Reading network data
additively" on page 1021).
2. Make sure the desired options are set (see "Reading network data additively" on page 1021).
3. Click the Save button.
The Save: Parameters for 'Read network additively' window opens.
4. Enter the file name and the path, if required.
5. Click the Save button.
The settings are saved as *.anrp file.

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 16.5.7.5 Opening settings for reading additional network data

16.5.7.5 Opening settings for reading additional network data

1. Make sure the Read network data additionally window is open (see "Reading network data
additively" on page 1021).
2. Click the Open button.
The Open: Parameters for 'Read network additively' window opens.
3. Select the desired *.anrp file.
4. Click the Open button.
The settings are read from file.

16.5.8 Reading a network file with incomplete line routes or system routes
If the network file to be opened contained incomplete line routes or system routes (i.e. one or
more link or stop point missing in the course of the route or being blocked for the route), you can
pre-define how to complete the given data when read in.
1. Open a network file or read network data additively (see "Opening a network file" on page 1014
and "Reading network data additively" on page 1021).
2. In the Read network window, select the Show the 'Complete line routes' window option.
During the import, the Read network (completing the courses of line routes/system
routes) window opens.
3. Make the desired changes.

Note: When opening the Read network (completing the courses of line routes/system
routes) window, the settings are read in for each transport system from the registry if they
exist there. If for the transport system used, there is no registry entry but a registry entry inde-
pendent of a transport system for the settings, then this is used.

Tip: Alternatively, save the settings for adding line route and system route paths under user
preferences. These settings are then saved as default settings in the registry regardless of
the transport system.
1. From the Edit menu, choose User preferences.
2. In the User preferences window, in the navigator, select Network > Lines.
3. In the section Completing of line route course and system route course, click the
button Edit default settings.
The window Read network (completing the courses of line routes/system routes)
opens.

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16.5.8 Reading a network file with incomplete line routes or system routes

Element Description
Transport From the selection list, select the transport system the settings are valid for.
system Note
This option is not available when you open the window from within User pref-
erences.
Delete exist- If this option has been selected, all lines defined in the currently open network
ing line and their corresponding data (line routes etc.) are deleted after the reading pro-
routes after cess.
reading Note
This option is only provided for Read network data additively (see "Reading
network data additively" on page 1021).
Stop points If stop points on nodes do not exist
section You can decide how to handle missing stop points in the route.
Do not create line route
If this option has been selected, line routes which should use the missing stop
point of the node are not read in.
Use stop point of node
If this option has been selected, the invalid stop point number in the route read
from file is ignored. The stop point defined (with identical number) for the node
will be used instead.
Create stop point
If this option has been selected, a stop point with the node's co-ordinates,
code and name is created for each node without stop point.
Notes
If there is a stop point already, the line route cannot be read in. No line route
items are created for stop points on links.
If stop points are closed to this transport system
You can decide how data shall be adjusted if lines of the selected transport
system are not permitted to serve certain stop points.
Do not create time profile
If this option has been selected, time profiles including stops at blocked stop
points are not read from file.
Remove stop event from time profile
If this option has been selected, time profiles including stop events at blocked
stop points are read from file but the stop point will not be served.
Open stop point to TSys
If this option has been selected, time profiles including stop events at blocked
stop points are read from file and the stop point will be opened to the transport
system, thus it will be served.

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 16.5.8 Reading a network file with incomplete line routes or system routes

Element Description
Links and Also use closed links for routing
turns section Select this option to also include links closed for the transport system selected
for routing.
Also use closed turns for routing
Select this option to also include turns closed for the transport system selected
for routing.
If links are either missing or blocked for the transport system
Use course of existing line routes first
If the option has been selected, existing line routes are checked to com-
plement the missing section.
Note
This option is only provided for Read network data additively (see "Reading
network data additively" on page 1021).
If no path could be found this way or else
You can decide how data shall be adjusted if no appropriate line route course
could be found due to missing links or blocked links.
Do not create line route / system route
If this option has been selected, the routes using the particular links will not be
read from file.
Open existing link or use type to insert new link
If this option has been selected, blocked links are opened to the selected trans-
port system and missing links are created. You can select the type for the new
links in the drop-down list (see "Specifying link types" on page 1217) or insert

a new link type with the default values using the symbol. The newly inser-
ted type is then automatically selected.
Find shortest path
If this option has been selected, a route course is searched for which has to
meet certain requirements (shortest path).
Parameters Search criterion
for the In the list, click the criterion you want to use for the shortest path search.
shortest Link length (direct distance): direct distance link length from start to
path search destination stop area
Link run time: transport system based run time on the link
Time from speed def. by link type: time calculated from the speed
defined for the transport system on the respective link type
Link length: calculated link length if not manually adjusted by the user
If no shortest path is found or length is > [detour factor] x direct dis-
tance

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16.5.8 Reading a network file with incomplete line routes or system routes

Element Description
You can decide how data is to be adjusted in the event that no route course is
found that meets the specified conditions or if the length of the found route
exceeds the direct distance between the two stop areas by the indicated
factor.
Enter the desired factor in the input field.
Do not create line route / system route
If this option has been selected, line routes and system routes are not read
from network file.
Insert only if a direct link can be opened
If this option has been selected, line routes and system routes are only read
from network file if those links can be permitted for the selected transport sys-
tem.
Always insert; direct link is opened if possible, otherwise it is inserted
If this option has been selected, line routes and system routes are read from
network file. Missing links (see "Specifying link types" on page 1217) in a route
course will be created. In the list, click the link type you want to use for newly
inserted links.
Link type of newly created links
Here you specify the link type for newly inserted links.
Set the link type of open links to
Here you can specify a link type for opened links. This way you can tell later
which links were opened during the read in process.
Apply to all Click this button to apply the settings set for the currently selected transport
transport system to all transport systems.
systems Note
This option is not available when you open the window from within User pref-
erences.

4. Click the Next > button.

The network data is read from file and incomplete line routes and system routes are completed
according to the current settings.

Note: Links that are created or opened for route completion will be logged to log file, as far as a
log file has been opened (see "Specifying settings for protocol files" on page 1049).

Defining default settings for completing line route and system route courses
As an alternative to completing line route and system route courses as part of the additional
import of networks, save the settings for adding line route and system route courses under User
preferences. These settings are then saved as default settings in the registry regardless of the
transport system.
1. From the Edit menu, choose User preferences.

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 16.5.9 Opening and saving a global layout

The User preferences window opens.

2. In the navigator, select Network  >Lines.
3. In the section Completing of line route course and system route course, click the button
Edit default settings.
The window Read network (completing the courses of line routes/system routes) opens.
Here you can define settings that will be valid for all transport systems in the future.

16.5.9 Opening and saving a global layout

If you rearrange program elements and edit the display, you can save your settings to a *.lay file
and thus save them outside the version file. You can read this global layout in again and apply it to
the user interface. The layout file contains the settings of the following elements:
Network editor
Matrix editor
Junction editor
Timetables (tabular and graphical)
Quick view
Lists
Line block editor
Schematic line diagram
Connecting journeys window
Transfers display of regular services
Model transfer view
3-D network view
Signal time-space diagram
Profiles (activity profile, line block profile, timetable profile, DRT vehicle profile)
Legends
Graphics tools (Shortest path search, Isochrones, Turn volumes, Desire line, Flow bundle)

The file, for example, contains the following information:

Arrangement of the windows and tool windows
Used layout for each window and set graphic parameters
Attribute selection
Settings of the column column charts
Other settings like filter settings, flow bundle definitions, isochrones
Current image section of the network editor and the junction editor
Notes: You can specify a layout file in the configuration file (see Changes to settings in the con-
figuration file on page 1061) or on the command line with option -Y (see Starting Visum with dif-
ferent settings on page 1058). During program start, this file will be loaded after the version file
and before the graphic parameters file.
The layout file only takes effect during program start, not when resetting the window con-
figuration.

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 16.5.9.1 Opening the global layout

16.5.9.1 Opening the global layout

You can open a saved global layout and specify the arrangement of program items, graphic para-
meters, and further settings (see Opening and saving a global layout on page 1035).
1. From the File menu, choose Open global layout.
The Open: Global layout window opens.
2. Open the desired file.
3. Confirm with OK.
The selected global layout is read in.

Tip: Alternatively, on the toolbar, in the list box, click Select global layout... to select a global
layout file and open it.

16.5.9.2 Saving a global layout

You can save the global layout of all windows to a *.lay file (see Opening and saving a global lay-
out on page 1035).
1. From the File menu, choose Save global layout as.
The Save: global layout window opens.
2. If necessary, select a different directory.
3. Enter a file name.
4. Click the Save button.
The project is saved as a *.lay file.

Tip: Alternatively, on the toolbar, in the list box, click Select global layout... to enter a name for
the file. Then press Enter.

16.5.10 Starting with an empty program interface

Note: Prior to starting with an empty program window, you should save your current state of
work to file (see "Opening and saving files" on page 1002).

1. On the Functions toolbar, click the New button.

Tip: To create a new version, from the File menu, choose > New or press CTRL+N.

In case of changes to the network that have not been saved to file yet a security prompt
appears.
2. Confirm the query with OK.
The empty program interface is displayed.

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 16.6 Selecting the direction of traffic

16.6 Selecting the direction of traffic

You can define the traffic direction in networks. When creating a new network, you can choose
another traffic direction than for an opened or saved network.

Notes: The direction of traffic you should define first for your project and you should not edit it
later.
In case of changes to the direction of traffic of an existing network existing node topologies are
discarded. The display is not adjusted automatically and calculated assignment results are not
reset automatically. Therefore, you should check your complete network and your data.

1. From the Network menu, choose Network settings.

The Network settings window opens.
2. Select the Basis tab.
3. Choose either right-hand traffic or left-hand traffic for network modeling.
4. Confirm with OK.
A query opens.
5. Confirm with Yes or Yes for all.
6. Confirm another security query with Yes.
In the network, the direction of traffic is changed and existing node topologies (see "Junction
editor and signal control" on page 1562) are deleted.

16.6.1 Selecting the default setting for the traffic direction in the current network
1. From the Network menu, choose Network settings.
The Network settings window opens.
2. Select the Basis tab.
3. Choose either right-hand traffic or left-hand traffic for network modeling.
4. Confirm with OK.
A query opens.
5. Confirm with Yes or Yes for all.
6. Confirm another security query with Yes.
In the network, the direction of traffic is changed and existing node topologies (see "Junction
editor and signal control" on page 1562) are deleted.

16.6.2 Selecting the default setting for the traffic direction in the new network
You can select which traffic direction to set as the default in new networks. Right-hand traffic is
preselected.
1. From the Edit menu, choose User preferences.

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 16.7 Specifying standard units for length and speed

The User preferences window opens.

2. In the navigator, select Network > General.
3. Choose either right-hand traffic or left-hand traffic for network modeling.
4. Confirm with OK.
The settings are applied.

16.7 Specifying standard units for length and speed

You can choose the units in which length and speed are displayed in the network. When creating
a new network, you can choose different units than for an opened or saved network.

Note: Internally, Visum always uses metric units for computation.

16.7.1 Selecting a default setting for the system of units in the current network
You can choose the units in which the opened network is displayed and saved in Visum. The set-
tings selected here also affect the calculation of surfaces, such as when calculating passengers
per unit of area.
1. From the Network menu, choose Network settings.
The Network settings window opens.
2. Select the Basis tab.
3. In the System of units of network section, check the desired option.

Element Description
Metric Indicated in meters, kilometers, kilometers per hour, and corresponding square
measures
Imperial Indicated in feet, miles, miles per hour, and corresponding square measures

4. Confirm with OK.

The settings are applied.

Tip: You can enter lengths with any unit (m, km, ft, mi). Then Visum will convert the value, so
that it is displayed in the unit selected.

16.7.2 Selecting standard units for length and speed in new networks
You can choose the units in which length and speed are displayed in new networks. You cannot
use this function to change existing networks.
1. From the Edit menu, choose User Preferences.
The User Preferences window opens.
2. In the navigator, select Network > General.
3. Select the desired option.

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 16.7.3 Defining the default setting for consistent lengths in public transport

Element Description
Metric Entry in meters, kilometers and kilometers per hour
Imperial Entry in feet, miles and miles per hour

4. Confirm with OK.

The settings are applied.

16.7.3 Defining the default setting for consistent lengths in public transport
You can specify that lengths in public transport are kept consistent with the lengths of the links in
the network. This allows you to ensure that the lengths of line and system routes as well as line
block items are automatically adjusted in case of changes in link lengths. As a result, calculated
operating indicators for public transport, for example, are discarded if link lengths are changed.
1. From the Network menu, choose Network settings.
The Network settings window opens.
2. Select the Network objects tab.
3. In the Lengths in public transport section, select the option Keep lengths in public trans-
port consistent with link lengths.
4. Confirm with OK.
The settings are applied.

16.8 Specifying time periods and points in time

You can enter a time in several dialogs in Visum. Examples are walk times at stops or the head-
way start and end in a tabular timetable.
You can enter times in the following formats:

Time periods

s (seconds)
min (minutes)
h (hours)
Example: 3s are 3 seconds.

Tip: If you enter a time period without a unit (s, h or min), it is generally interpreted in minutes -
in some exceptions in seconds. If you are not sure, we recommend that you enter the unit as
well.

Points in time

hh:mm:ss
hh:mm
Example: 06:10:00 stands for the point in time 06:10 a.m.

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 16.9 Editing user preferences

You can also enter this point in time as follows: 6,10 or 6:10. If you want to specify 6 o'clock, you
can simply enter 6.
In the attribute selection, you specify how you want times output in lists (see "Editing the display
properties of attributes" on page 1081).

Note: If you read or set time periods without a unit via COM, e.g. using the AttValue method,
these are generally interpreted in seconds.

16.9 Editing user preferences

In the User Preferences window (Edit menu > User Preferences), you specify basic settings for
Visum. These include settings for the user interface, protocols, backup files, standard units for
length and speed, etc.
Visum saves the settings and changes made in the User Preferences window (per user and
installation) to the Windows system database (registry). If you open several instances of Visum at
the same time, Visum will save the settings made in the instance you closed last to the registry.
The settings made in other Visum instances will be lost.
When you start Visum, it will load the basic settings saved to the registry.

Note: If you start Visum via the COM interface, your settings made in the User Preferences
window will not be saved to the registry when you quit the program. To save your settings in
this case, set the switch to SaveOptionsToRegistryOnClose.

User preferences overview

Saving, opening and restoring user preferences
Setting the language
Undoing and redoing actions
Selecting a decimal point
Specifying the number of processor cores to be used
Default settings for Visum updates
Setting a language for saving Visum files
Using protocol files
Specifying settings for warnings
Displaying document names in progress dialogs
Collecting usage data

16.9.1 User preferences overview

From the Edit menu, choose User preferences.

The User preferences window opens. Here you can make the following basic settings:

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 16.9.1 User preferences overview

Navigator first Navigator Description

level second level
GUI General (see "Setting the language" on page 1043)
Window con- (see "Resetting fonts" on page 977).
figuration (see "Making settings for windows upon opening version files
or program start" on page 978)
(see "Restoring window settings" on page 977)
Lists (see "Setting list options" on page 2512)
Network editor (see "Creating a boundary" on page 1165)
(see "Activating the Insert mode" on page 1113)
(see "Merging nodes" on page 1188)
Timetables (see "Setting options for the display of timetables" on
page 2790)
Junction editor (see "Adjusting the display and the input options of the list
view" on page 1567)
Matrix editor (see "Setting options for display in the Matrix editor window"
on page 1912)
(see "Specifying treatment of division by zero" on page 1913)
(see "Specifying a default value for new relations" on
page 1914)
Quick view (see "Editing Quick view settings" on page 982)
Attribute selec- (see "Specifying settings for the attribute selection windows"
tion on page 1068)
Warnings (see "Maximum number of entries in window 'Messages'" on
page 1056)
Miscellaneous (see "Setting the reference journey for a time profile" on
page 1423)
(see "Displaying document names in progress dialogs" on
page 1056)
(see "Creating a background from a file" on page 2451)
Background (see "Inserting background images of map services provided
map on the Internet" on page 2444)
Add-ons (see " Enabling or disabling add-ons" on page 1058)
Start page (see "Selecting a country for regional information on the start
page" on page 971)
3D graphics (see Specifying settings for 3D graphics on page 2683)
Files & pro- General (see "Specifying settings for protocol files" on page 1049)
tocols (see "Settings for opening and saving data files" on
page 1006)

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16.9.1 User preferences overview

Navigator first Navigator Description

level second level
(see "Setting a language for saving Visum files" on
page 1047)
Backup copy (see "Settings for opening and saving data files" on
page 1006)
Activity (see "Specifying settings for protocol files" on page 1049)
protocol
Matrices (see "Settings for reading matrices from file in $O format" on
page 1914)
Distributed (see "Defining a storage location for temporary files" on
computing page 2036)
Working General (see "Undoing and redoing actions" on page 1044)
environment (see "Specifying the number of processor cores to be used"
on page 1045)
(see "Default settings for Visum updates" on page 1047)
Script files (see "Editing procedure parameter sets" on page 1709)
Network General (see "Selecting standard units for length and speed in new
networks" on page 1038)
(see "Selecting the default setting for the traffic direction in
the new network" on page 1037)
Links (see "Specifying a rounding factor for the PuT run time on
links" on page 1217)
(see "Editing the link course" on page 1232)
Connectors (see "Specifying default values for connectors" on
page 1276)
Lines (see "Specifying default values for lines and line routes" on
page 1397)
Vehicle jour- (see "Defining settings for copying and pasting vehicle jour-
neys neys" on page 2799)
Matrix toll (see "Specifying the matrix toll of a restricted traffic area" on
page 1521)
Turns and (see "Creating turns" on page 1213)
main turns
Stop points (see "Creating a stop point" on page 1378)
Stops (see "Stops: Walk times / stop areas tab" on page 1358)
Formats (see "Selecting a decimal point" on page 1045)
(decimal
separator)
Usage data (see "Collecting usage data" on page 1056)

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 16.9.2 Saving, opening and restoring user preferences

16.9.2 Saving, opening and restoring user preferences

Saving user preferences

1. From the Edit menu, choose User preferences.
The User preferences window opens.
2. Click the Save button.
The Save user preferences window opens.
3. Select a path and enter the name of the file you want to save.
The basic settings are saved in XML format to the file you specified.

Tip: Alternatively, from the File menu, choose > Save file as > User preferences to save your
basic settings.

Opening the User preferences window

1. From the Edit menu, choose User preferences.
The User preferences window opens.
2. Click the Open button.
The Open user preferences window opens.
3. Select the path and name of the file you want to open.
The basic settings are opened. When you close Visum, they are saved to the Windows registry.

Tip: Alternatively, from the File menu, choose > Open file > User preferences to open the
basic settings.

Restoring the default user preferences

1. From the Edit menu, choose User preferences.
The User preferences window opens.
2. Click the Default values button.
All basic settings in the User preferences window are reset to the default values.

16.9.3 Setting the language

During a program session, you can change the language in the user interface.
1. From the Edit menu, choose User preferences.
The User preferences window opens.
2. In the navigator, select GUI > General.
3. Select the desired primary language and a fallback language.

Note: The fallback language is displayed if a translation is missing in the primary language.

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 16.9.4 Undoing and redoing actions

4. Confirm with OK.

16.9.4 Undoing and redoing actions

You can undo and redo several changes or actions.
To undo actions, the required functionality must be activated and you need to specify how many
actions you want to save for undoing (maximum 50) (see "Activating the undo command and spe-
cifying number of actions" on page 1044).
If you undo an action by mistake, you can redo it again.

16.9.4.1 Activating the undo command and specifying number of actions

You can specify whether you want to save actions for undoing and how many.

Note: If you are working with large networks, it might be advisable not to save any actions in
order to save memory space.

1. From the Edit menu, choose User Preferences.

The User preferences window opens.
2. In the navigator, select Working environment > General.
3. Make the desired changes.

Element Description
Command history If this option is selected, the most recently specified number of
(Redo / Undo) active actions performed is saved. If you need to, you can undo and redo
these.
If this option is not selected, no actions are saved. You cannot
subsequently undo any actions later on.
Maximum number of The number of actions saved that you can undo. You can specify
entries in command to save a maximum of 50 actions.
history

16.9.4.2 Undoing actions

You can either undo the last action or several actions at the same time.

Notes: When you use certain functions, your last actions are deleted. Then the Undo and the
Redo buttons are grayed out, showing that you cannot undo any actions. A security query will
inform you in time as soon as you call such a function.

1. On the Functions toolbar, next to the Undo icon, click the downward arrow.
The Undo window opens. It shows a list of the last actions performed. The latest action
undone is listed at the top.
2. In the list, click the actions you want to undo.
3. Confirm with OK.

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 16.9.4.3 Redoing undone actions

The actions selected are undone.

16.9.4.3 Redoing undone actions

You can redo one or several of the actions undone.

1. To do so, on the Functions toolbar, click the downward arrow next to the Redo icon.
The Redo window opens. It shows a list of the actions last undone. The latest action undone is
listed at the top.
2. In the list, click one or several actions that you want to redo.
3. Confirm with OK.
The actions selected are redone.

16.9.5 Selecting a decimal point

You decide whether a full stop or a comma shall be used as decimal point. This option applies to
the data display of the graphical user interface and for import and export of data.

Notes: Right after the installation Visum uses the decimal point as specified by the current set-
tings of system control.
Windows 10: Time and region > Change date, time, or number formats > Formats tab
> button More settings Numbers tab
When exporting data, you should select the same decimal point as in the program in which you
want to open the data.

1. From the Edit menu, choose User Preferences.

The User preferences window opens.
2. In the navigator, select Formats.
3. In the Decimal separator section, select the desired option.
4. Confirm with OK.
The settings are applied.

16.9.6 Specifying the number of processor cores to be used

If you work with a computer with more than one processor core, you can specify how many cores
shall be used for certain calculations.

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16.9.6 Specifying the number of processor cores to be used

Notes: Currently Visum can perform the following calculations on several processor cores at
the same time:
Incremental assignment (partly)
Equilibrium assignment (partly)
Equilibrium assignment LUCE
Equilibrium assignment Bi-conjugate Frank-Wolfe
Equilibrium_Lohse
Stochastic assignment
Dynamic stochastic assignment
Simulation-based dynamic assignment (SBA) (partly)
Timetable-based assignment
Headway-based assignment
Multimodal assignment
PrT skim matrix calculation
PuT operating Indicators
EVA weighting
EVA trip distribution and mode choice
Nested demand
OD pair filter evaluation of network volumes (PrT, PuT)
4-step model for trip distribution
Tour-based model - Combined trip distribution / mode choice
Line blocking with vehicle interchange
Import and export of PuT connections
Matrix correction (TFlowFuzzy and Least squares) (partly)
Combination of matrices and vectors
Edit attribute
Intersect
HBEFA calculation (partly)
Export of path lists
Flow bundle (PrT, PuT)
Parts of the evaluation of formulas
The more processor cores you use, the faster the computation speed. However, rounding dif-
ferences may occur - you can avoid these by using only one processor core.

1. From the Edit menu, choose User preferences.

The User preferences window opens.
2. In the navigator, select Working environment > General.
3. In the CPU selection list, select the appropriate entry.
4. Confirm with OK.
The settings are applied.

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 16.9.7 Default settings for Visum updates

Note: If you want to execute the Equilibrium assignment LUCE procedure, the number of pro-
cessor cores has to be defined with the procedure parameters. This parameter setting over-
rules the global settings (see "Parameters of Equilibrium assignment LUCE" on page 2109).

16.9.7 Default settings for Visum updates

You can specify default settings for updates. This way you make sure that the options of your
choice are automatically set after the next Visum update.
1. From the Edit menu, choose User Preferences.
The User Preferences window opens.
2. In the navigator, select Working environment > General.
3. Make the desired changes.

Element Description
Preset option 'Register Select this option to automatically activate the option Register
as COM server' as COM during the next Visum update.
Preset option 'Associate Select this option to automatically activate the option Associate
.ver files with Visum' .ver files with Visum during the next Visum update.

4. Confirm with OK.

The default settings for the options are now made for the Visum updates.

16.9.8 Setting a language for saving Visum files

You can set the language in which certain Visum text files will be saved. The setting applies to the
following files:
Network file
Attribute file
Demand file
Model transfer file
Interval file
Multiline survey data
1. From the Edit menu, choose User preferences.
2. In the navigator, select the entry Files & protocols > General.
3. In the section Network and attribute files, specify the desired setting.

Element Description
Language English (recommended)
for saving If this option is selected, the files will be saved in English, regardless of which lan-
files guage is selected for the user interface of Visum (see "Setting the language" on
page 1043).

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 16.9.9 Using protocol files

Currently set language, if possible, otherwise English

If this option is selected, the files are saved in the language selected for the pro-
gram interface (see "Setting the language" on page 1043).
The following languages are possible:
German
English
French
Italian
Polish

16.9.9 Using protocol files

Visum can log actions, program events, and errors and save them to different files. All three types
of protocol files are text files whose character code you can change (see "Settings for opening
and saving data files" on page 1006).

Protocol Standard file Meaning

file name
Log file Protocol.txt The log file logs the procedure, including start and end times of the
procedure steps, all steps carried out as well as internal program
procedures and their details. It also contains all messages that are
output.
Message Messages.txt The message file includes all error messages, notes, warnings and,
file from a certain priority, messages on the user interface as well as the
user response. Each message has a timestamp and a message
type ID. Especially when procedures are performed one by one or a
script file is run, the combination of warnings and error messages in
a single file might be helpful.
Running a script file does not produce messages on screen.
Thus errors do not become obvious. The message file allows
you to check error messages.
Prior to starting a procedure sequence you can select option
Suppress output of warnings during procedure execution
for an uninterrupted run. The message file allows you to check
warnings.
Note
You can configure the number of operations to be displayed (see
"Specifying settings for protocol files" on page 1049).
Activity [Filename].trc The activity protocol logs the user actions. The number of logged
protocol user actions depends on the selected level of detail. The activity pro-
tocol file has the same name as the file being currently open (ver-
sion file, network file or database) and the file extension is .trc. It will
be stored in the same directory as soon as the open file is saved.
For each version, network or database respectively exactly one
activity protocol is created.

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 16.9.9.1 Specifying settings for protocol files

16.9.9.1 Specifying settings for protocol files

1. From the Edit menu, choose User preferences.
The User preferences window opens.
2. In the navigator, select Files & protocols.
3. In the Message file (messages.txt) section, make the settings of your choice.

Element Description
Write no file Use this option if you do not want to save errors to a message file.
Create new file Use this option if you want to save errors to a new message file.
Note
If there is already a message file during program start, it is over-
written. If this is not possible, then file Messages1.txt will be cre-
ated.
Continue with file, if Click this option to save errors to an existing error file.
existing. Otherwise Note
create new file If there already is an error file, it is updated during program start.
Otherwise a new Messages.txt file is created.

4. Make the desired changes in the Log file (protocol.txt) section.

Element Description
Write no file Use this option if you do not want to save a log file.
Create new file Use this option if you want to save a new log file.
Note
If there is already a log file during program start, it is overwritten. If
this is not possible, then file Protocol1.txt will be created.
Continue with file, if Use this option to specify that information is recorded to an existing
existing. Otherwise cre- log file.
ate new file. Note
If there is already a log file during program start, it is overwritten.
Otherwise a new Protocol.txt file is created.

Note: By default, the message file and log file are saved to the folder specified in the project
directory file for the Log file (see "Editing the storage location of files" on page 1007). You
can change this setting (see " Starting Visum with different settings" on page 1058).

5. In the navigator, select Files & protocols > Activity protocol.

6. Make the desired changes.

© PTV Planung Transport Verkehr GmbH 1049

 16.9.9.2 Adding a comment to the activity protocol

Element Description
Level Via this selection list you decide whether the activity protocol is to be
saved and which of the provided levels of detail is to be used.
0 - No protocol: Visum saves no activity protocol.
1 - Top Level activities: Any transactions, calculations, and oper-
ations that generate new networks will be recorded.
2 - all activities: Any top level activities and actions will be recor-
ded.
3 - all activities in detail: Any top level activities and Edit actions
will be recorded with attribute data (old and new values).
4 - all activities in max. detail: Any top level activities and delete
actions will be recorded with all of the old attributes and values.
User With the changes, the entered name will be saved to the activity pro-
tocol.
Watch size Via this option you specify, whether Visum issues a security query as
soon as the user-defined size of the protocol file is exceeded.
Note
When the security query is issued, you can decide to either continue or
quit recording.

7. Confirm with OK.

The changes are applied and effective immediately.

16.9.9.2 Adding a comment to the activity protocol

1. Make sure that the activity protocol is saved (see "Specifying settings for protocol files" on
page 1049).
2. From the File menu, chose Comment in activity protocol.
The Comment activity protocol window opens.
3. Enter the desired comment.
4. Confirm with OK.
The comment is added to the activity protocol as a separate row.

16.9.9.3 Viewing log files

You can view log files saved to the log file folder specified (see "Editing the storage location of
files" on page 1007).
1. From the File menu, choose Show log files.
The Log files window opens.
2. Click the desired file.
3. Click the Open button.
The file opens in a text editor window.

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 16.9.9.4 Examples: Protocol files

16.9.9.4 Examples: Protocol files

Here you can find examples of a log file, message file, and an activity protocol.

Log file Log.txt – Example (excerpt)

Read version D:\Visum\EXAMPLE.VER
Reading version from file, start at 5/27/10 16.19.26
5 Transport systems
3 Modes
3 Demand segments
1 Calendar period
1 Valid days
2 Vehicle units
2 Vehicle combinations
2 Directions
2 Operators
2 Points
2 Edges
2 Faces
2 Surfaces
9 Nodes
2 Zones
100 Link types
22 Links
56 Turns
4 Connectors
4 Stops
4 Stop areas
4 Stop points
4 Transfer walk times between stop areas
1 Fare systems
2 Lines
4 Line routes
4 Time profiles
12 vehicle journeys
4 Specific transition times
1 Block versions
3 Matrices
1 Time series
1 Demand time series
6 Goodness of PrT assignment
13 Turn standards
End time of Read version from file 5/27/10 16.19.26
27.05.10 16.25.55 Procedure - start
27.05.10 16.25.55 Start Procedure step 1: "PrT assignment"
The shortest path graph has been reduced by 61.5%
Iteration 1 DSeg C Routes tot. 1
The shortest path graph has been reduced by 61.5%
Iteration 1 DSeg H Routes tot. 1
The shortest path graph has been reduced by 61.5%
Iteration 2 DSeg C Routes tot. 2
The shortest path graph has been reduced by 61.5%
Iteration 2 DSeg H Routes tot. 1
The shortest path graph has been reduced by 61.5%

© PTV Planung Transport Verkehr GmbH 1051

16.9.9.4 Examples: Protocol files

Iteration 3 DSeg C Routes tot. 3

The shortest path graph has been reduced by 61.5%
Iteration 3 DSeg H Routes tot. 2
Iteration 1 Network balancing partial step 1 modified
OD pairs 1 totalExcessCost 1842164.00000000 avgExcessCost 837.34727273
Iteration 1 Network balancing partial step 2 modified
OD pairs 0 totalExcessCost 46596.44689264 avgExcessCost 21.18020313
Iteration 1 Number of deleted paths after OD balancing 0
Iteration 1 Number of deleted paths after network bal-
ancing 0
The shortest path graph has been reduced by 61.5%
Iteration 2 DSeg Car Routes tot. 3 Routes new 0
The shortest path graph has been reduced by 61.5%
Iteration 2 DSeg HVeh Routes tot. 2 Routes new 0
Iteration 2 gap 0.01311459
Equilibrium assignment finished after 2 iteration steps
27.05.10 16.25.55 Time before WBRePack
27.05.10 16.25.55 Time after WBRePack
27.05.10 16.25.55 Time before WBRePack
27.05.10 16.25.55 Time after WBRePack
27.05.10 16.25.56 Start Procedure step 2: "PuT assignment"
Assignment with 3 computation core(s)
Assignment after Init 5/27/10 16.25.56
Search from zone 100: Search tree dimension = 28, time = 0s
Number of calculated search runs 1
Time Search = 0s
Time Choice = 0s
Time Storage = 0s
Time Skims = 0s
Time Summary = 0s
27.05.10 16.25.56 End of assignment
Save version D:\Visum\EXAMPLE_test

Message file Messages.txt

(incomplete)
Save matrix E:\Usability\Quickstart\oev_test.MZW not possible!!
Incorrect skim parameters, no assignment result calculated
No OD demand for any OD pair. Assignment is not possible.

Activity protocol [Version name].trc

The file usually saves one row per operation. Each row consists of 5 entries which are separated
by TAB:
<Time> <Record code> <User> <RefObject> <Description>
<Time>
The <Time> entry contains the timestamp of execution (local time) in the following format YYYY-
MM-DD hh:mm:ss. The particular entry is usually written before executing an operation so that
crashes can be allocated.
<Record code>
Field <Record code> may contain the following values:

1052 © PTV Planung Transport Verkehr GmbH

 16.9.9.4 Examples: Protocol files

Record Meaning
code
TRDO_S Transaction in Do-Direction: Start
TRDO_E Transaction in Do-Direction: End (successful, commit)
TRDO_C Transaction in Do-Direction: Cancelled (cancel)
TRUNDO_S Transaction in Undo-Direction: Start
TRUNDO_E Transaction in Undo-Direction: End
TRREDO_S Transaction in Redo-Direction: Start
TRREDO_E Transaction in Redo-Direction: End
D Command (in Do/Redo-Direction)
U Command (in Undo-Direction)
F File-I/O (Version, Network, Subnetwork, Database)
P Procedure (Assignment, ...)
O Changes to trace settings
C Comment (user entry ) (see "Adding a comment to the activity protocol" on
page 1050))
/ Continuation line

<Reference object>
Record code Reference object
Transactions start/ end/ canceled Empty
Commands that refer to a single network Name of the network object type + Blank + Extern-
object alKeyString
Other commands Empty
File I/O File name, exceptions:
for Read Attributes via clipboard empty
for Import from several files empty
Procedure Reference object(s) Procedures
Changes to trace settings Empty
Comment Empty
Continuation line Empty

<Description>
Depending on the trace level, field <Description> contains variably detailed descriptions of the
operations.

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16.9.9.4 Examples: Protocol files

Record code Trace Description

level
Transactions >0 <Name of transaction>
start/ end/
canceled
Create com- >1 Create
mand
Edit com- 2 Edit
mand 3+4 Edit in the first row, in other rows each
<Attribute short name>: <old value> -> <new value>
(for all edited input attributes)
Multi-edit com- 2 <Network object type> Multi-Edit
mand 3+4 in the first row <Network object type> Multi-Edit, Attribute <Attribute
short name>,
in any further row each
<ExternalKeyString>: <old value> -> <new value>
Delete com- 2+3 Delete
mand 4 Delete in the first row, in other rows each
<Attribute short name>: <old value>
(for all input attributes with a value different from the default value)
Other com- >0 Individual descriptions
mands
File I/O >0 Save version to file / Save network / Save sub-network / Save database
/ Read version from file / Read network/database / Read net-
work/database additively/ Read EDF / Read HAFAS / Read EMME /
Read attributes
Procedure >0 Consecutive number + Blank + Operation + Blank + Procedure / File
Changes to All Trace on Level X / Trace off / New trace level X
trace settings
Comment All Text entry by user

Example of an activity protocol of level 4:

1054 © PTV Planung Transport Verkehr GmbH

 16.9.10 Specifying settings for warnings

16.9.10 Specifying settings for warnings

You can set the extent to which warnings are displayed on the interface and whether they are
saved.
1. On the Edit menu, click User preferences.
2. In the navigator, select GUI > Warnings.
3. Make the desired changes.

Element Description
Save warnings and Click this option to save warnings and notes (e.g. when a network or
details to the mes- demand data is read in), in addition to error messages, to the error file.
sage file
Suppress output of Via this option you decide, that warnings which do not endanger the
warnings during running procedures shall not be displayed on screen. This is especially
procedure exe- helpful in case of iterative runs of operations (including Go to the oper-
cution ation), since the running operations are not interrupted unnecessarily.
Note
Warnings indicating that a procedure cannot be run are still issued on
screen. You can display all warnings independently of this option in the
Messages window (see "Messages window" on page 984).
Tips

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 16.9.11 Displaying document names in progress dialogs

Element Description

Alternatively, you can suppress the warnings by clicking the Sup-

press warnings button on the toolbar in the Procedure sequence.
You can log the suppressed warnings in the message file to check
them there afterwards.
Dialog boxes Show HBEFA warnings
If the option is selected, no warnings will be displayed during the
HBEFA import.
Show warnings when saving
If the option is selected, files are overwritten without prompting when
they are saved.
Show warnings when loading Bing tiles
If the option is not selected, warnings are suppressed when loading
Bing tiles.
Maximum number Enter the maximum number of entries to be displayed in the Mes-
of entries in win- sages window.
dow 'Messages'

4. Confirm with OK.

16.9.11 Displaying document names in progress dialogs

If calculations are executed in parallel with multiple Visum instances, multiple progress dialogs
are displayed. To be able to distinguish those, it may be useful to display the name of the respect-
ive network in the title of the progress dialog.
1. From the Edit menu, choose User Preferences.
The User Preferences window opens.
2. In the navigator, select GUI > Miscellaneous.
3. Then select the Show document name option.
4. Confirm with OK.

16.9.12 Collecting usage data

We want Visum to provide the functions you actually need and that make work easier for you.
Select Collect usage data to help us improve our software. We will then examine which parts of
the program you use and how often you access individual functions. All data collected and sent to
our servers is fully anonymized. The data cannot be traced back to you or your workplace.
1. From the Edit menu, choose User preferences.
2. In the navigator, select Usage data.
3. Make the desired changes:

1056 © PTV Planung Transport Verkehr GmbH

 16.10 Displaying information about Visum

Element Description
Collect If this option is selected, anonymized usage data is collected and sent to our
usage servers.
data
Log usage If this option has been selected, usage data is logged locally. After the first oper-
data loc- ation in Visum, you can view the log file via the link Usage data of the current
ally session.
The files from the previous day will be deleted at the start of Visum.
Note
This option is provided only if the option Collect usage data has been selected.

16.10 Displaying information about Visum

You can display various information on your Visum installation, for example about network ver-
sion, add-ons and dongle etc. and also for support and updates.

16.10.1 General information on Visum

1. From the Help menu, choose About PTV Visum.
The About info PTV Visum window opens.

Note: From here, you have access to the PTV GROUP webpage.

2. Click the Close button.

16.10.2 Displaying details on program and license

You can gain information on dongle, network size, installed add-ons, version number, build num-
ber and installation directory of your software.
1. From the Help menu, choose License.
The License window opens.

Note: Use the Manage licenses button to open the license management (see "Using the
License Management window" on page 28).

16.11 Registering Visum version as COM server

You can install the same Visum version several times on your computer. With the installation of
Visum the currently installed instance is automatically registered as COM server. If you want to
use a different Visum instance with the same version number as COM server, you have to register
it first.
1. Open the desired Visum instance.
2. In the Help menu, select Register as COM server.
The instance is registered as COM server.

© PTV Planung Transport Verkehr GmbH 1057

 16.12 Enabling or disabling add-ons

16.12 Enabling or disabling add-ons

If required, you can enable or disable installed add-ons. Thus, you can for example disable pro-
gram elements which are currently not required, for a better overview of your project.

Note: You can activate or de-activate add-ons automatically during program start via a com-
mand line parameter using their short cut (see "Specifying command line parameters for the
start of Visum" on page 1058).

1. From the Edit menu, choose User preferences.

The User preferences window opens.
2. In the navigator, select GUI > Modules.
3. Deactivate the desired modules in the Active column.
4. Confirm with OK.
The changes are applied.

Note: This configuration is saved to the Registry when the Visum session is terminated and will
be used automatically when the program is started again.

16.13 Starting Visum with different settings

During program start, Visum uses the configuration file (*.cfg) which stores references to other
files. These files are either automatically opened during program start or updated by default.
By default Visum uses the settings of the configuration file ...\PTV Visum 2022\exe\VISUM.cfg.
There are three ways to start Visum with different settings:
Enter the particular settings in the command line of your Visum start connection. They will
overwrite the settings of the configuration file.
Edit the settings in the standard configuration file ..\PTV Visum 2022\exe\Visum.cfg. Then,
Visum will always use these settings for program start.
Create a copy of the file Visum.cfg – for example a separate one for each project – and
rename it or save it to a different folder. In this file you can adopt the settings to your project.
Then you create a connection to Visum and enter the name of the newly created con-
figuration file. In this way you can start Visum with project-specific settings.
Note: Changes to the configuration of Visum should only be performed by experienced Visum
users.

16.13.1 Specifying command line parameters for the start of Visum

You can create a shortcut to start Visum in which you specify your settings.
1. On your desktop, create a shortcut to the file...\Program files\PTV Vision\PTV Visum
2022\Exe\Visum2022.exe.
2. Right-click the shortcut.
The context menu opens.

1058 © PTV Planung Transport Verkehr GmbH

 16.13.1 Specifying command line parameters for the start of Visum

3. Select the Properties entry.

The Properties of Visum window opens.
4. Select the Shortcut tab.
5. In the Target entry field, add a blank at the end and the desired parameter(s).

Notes: A path that contains a blank needs to be put in quotes.

Multiple parameters need to be separated by blanks.

Parameters Description
-c <path> Path is specified for the provision of user-specific registry files * .reg,
which at the start of Visum are written to the registry (see "Changes to
settings in the configuration file" on page 1061).
Example: -c "C:\Regfiles\Visum20\users\<user>"
-d <path> Path for providing default registry settings in *.reg registry files (see
"Changes to settings in the configuration file" on page 1061)
Example: -d "C:\Regfiles\Visum20\default"
-f <Directory and Specifies the message file in which error messages are output (see
name of message "Using protocol files" on page 1048)
file>
-g <Directory and Opens the specified graphic parameters file (see "Printing the network
name of graphic display" on page 2651)
parameters file>
-h <Directory and Opens the specified version file (see "Opening a version file" on
name of version page 1010)
file> Example: -h „D:\ProjectA\ProjectA.ver“
-h [<path and name Opens Visum and performs a version comparison of two version files.
of version file 1>] -j The comparison shows the differences of network 2 (comparison net-
[<path and name of work) and network 1 (current network) (see "Showing differences
version file 2>] between the current network and a version file" on page 1670)
-l<3-digit language Starts Visum in the desired language, if available.
code> Example: The parameter -IDEU starts Visum in German.
Note
Currently available languages are: German (DEU), English (ENG),
French (FRA), Italian (ITA), Spanish (ESP), Portuguese (POR), Polish
(POL), Russian (RUS), Hungarian (MAG), Greek (GRE), Chinese (CHI),
and Japanese (JAP)
-L <path> of Starts Visum with the desired license
license cache file Example: -L c: "\ tmp \ test" The path must be local to your computer. For
licenses.data different start scenarios you need different paths because the name of
the license cache file must not be changed.

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16.13.1 Specifying command line parameters for the start of Visum

Parameters Description
Note
You can find the required file licenses.data under:
..\User\ <user> \ AppData\Roaming\PTV Vision\PTV Visum 2022 . Your
personal settings for managing licenses are saved to this file.
1. Make the desired changes to the license settings in Visum.
2. Close Visum.
3. Copy the licenses.data file to the folder of your choice.
4. Adjust the properties of the desktop shortcut.
-modoff<Add-on> Deactivates an add-on
Example: -modoffPUT
Notes
Here you have to use the defined codes of the add-ons (see "Add-ons"
on page 19).
Some add-ons only make sense in combination with others. Thus, it may
occur that further add-ons will be deactivated at the same time.
You can enable the add-on again after program start (see " Enabling or
disabling add-ons" on page 1058).
-modon<Add-on> Activates an add-on, if available
Example: -modonPUT
Note
Here you have to use the defined codes of the add-ons (see "Add-ons"
on page 19).
-nw Suppresses the message when opening a read-only version file
-o <Directory and Opens the specified list layout file (see "Adjusting the list layout" on
name of list layout page 2514)
file>
-p <Directory and Opens the specified project directory file (see "Opening a project dir-
name of project dir- ectories file" on page 1009)
ectory file>
-reg Registers Visum as COM server. An additional message appears.
-regs Registers Visum as COM server without further query
-regserver Corresponds to -reg
-s Saves the version file under the same name without a prompt and then
quits Visum
-t <Directory and Specifies log file to which the information is recorded (see "Using pro-
name of log file> tocol files" on page 1048)

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 16.13.2 Changes to settings in the configuration file

Parameters Description
-u <Directory and Opens specified procedure parameters file (see "Saving procedure para-
name of procedure meters to a file and loading them from a file" on page 2042)
parameters file>
-unregserver Deletes the registration of the Visum instance as COM server
-vj Enlarges windows in Visum
-x Executes the current procedure sequence. Warnings are not displayed,
errors lead to cancellation of the procedure.
-y <Directory and Opens specified layout file (see Opening and saving a global layout on
name of layout file> page 1035)

5. Confirm with OK.

This reference is saved to Settings on your personal computer. Your parameter settings will be
regarded for Visum program start via this reference.

16.13.2 Changes to settings in the configuration file

1. Use a text editor to open the configuration file.

Note: After installation, you can find the standard configuration file here: ...\Programs\PTV
Vision\PTV Visum 2022\exe\VISUM.cfg

Entry Standard Description

* -E emiss.dat Emission calculation factors published by the
EmissionFile Swiss Federal Department for Environment and
Environmental Impact Assessments read in during
program start
Note
You should not edit this setting.
* -F messages.txt Message file to which error messages are output
MessageFile (see "Using protocol files" on page 1048)
* -G Graphic parameters (binary format) for the net-
GParFile work display that are read during program start
(see "Reading and saving graphic parameters of
the Network editor window" on page 2647
* -H Network version file to be opened during program
VersionFile start (optional) (see "Opening a version file" on
page 1010)
* -0 Standard list layout which is read during program
StdListLayoutPath start (optional) (see "Adjusting the list layout" on
page 2514)

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16.13.2 Changes to settings in the configuration file

Entry Standard Description

* -P std.pfd Standard project directories to be read during pro-
PathFile gram start (see "Opening a project directories file"
on page 1009)
* -R rls.dat Correction factors for different types of road sur-
RlsFile faces for noise emission calculation which are
read during program start
Note
You should not edit this setting.
* -T protocol.txt Log file to which records are logged (see "Using
LogFile protocol files" on page 1048)
* -U Procedure parameters read during program start
ProceduresettingsFile (optional) (see "Saving procedure parameters to a
file and loading them from a file" on page 2042)
* -C Path is specified for the provision of user-specific
CustomRegFiles registry files * .reg, which at the start of Visum are
written to the registry. When you exit Visum, your
user-specific registry settings are saved to the
same location, to the following files:
CurrentUserAllInstallations.reg
The file contains data for each user and install-
ation, such as user preferences and various
settings of the Visum user interface.
CurrentUserOneInstallation.reg
The file contains data for each user that is com-
bined for all installations, such as script menu
items and the list of recently used files.
* -D Path specification for providing default registry set-
DefaultRegFiles tings in registry files * .reg, e.g. for the provision of
a new main vesion of Visum
* -Y Standard layout file that can be read in during pro-
LayoutFile gram start (see Opening and saving a global lay-
out on page 1035)

2. Edit the desired paths and file names.

Note: You can enter the file name with or without path/directory. Exceptions are the para-
meters * -C and * -D, for which no filename is specified. If only the file name is entered,
Visum checks the directory currently set for this file type in the Project directories file (see
"Opening and saving a project directories file" on page 1008).

3. If necessary, save the configuration file to another directory and/or with a different file name.

1062 © PTV Planung Transport Verkehr GmbH

 16.13.3 Using a different configuration file during program start

Note: To avoid overwriting by a program update we recommend to store this file in a folder
different from the program folder or to change the file name at least. If, for example, you
stored the file together with your project data, you could save all data to archive together.

The configuration file is saved. If you have saved the file to another directory or under a different
file name, you must specify that it is used during program start (see "Using a different con-
figuration file during program start" on page 1063).

Example: User-defined configuration file

* -E
EmissionFile emiss.dat
* -F
MessageFile C:\Projects\Project_xy\ProtocolFiles\Messages.txt
* -G
GParFile C:\Projects\Project_xy\ListLayout\Layout.gpa
* -H
VersionFile C:\Projects\Project_xy\Version_B.ver
* -0
StdListLayoutPath C:\Projects\Project_xy\ListLayout\Layout.lla
* -P
PathFile C:\Projects\Project_xy\aktdrv.pfd
* -R
RlsFile rls.dat
* -T
LogFile C:\Projects\Project_xy\ProtocolFiles\Protocol.txt
* -U
ProceduresettingsFile C:\Projects\Project_xy\ProcSettings\PrPar.par
*-C
CustomRegFiles C:\Regfiles\Visum17\users\<user>
*-D
DefaultRegFiles C:\Regfiles\Visum17\default
* -Y
LayoutFile C:\Projects\Project_xy\globallayout.lay

16.13.3 Using a different configuration file during program start

You can specify that Visum shall use another configuration file for program start. Additionally, you
can define further parameters.
1. On your desktop, create a shortcut to the file ...\Program files\PTV Vision\PTV Visum
2022\Exe\PTV Visum 2022.exe.
2. Right-click the shortcut.
The context menu opens.
3. Select the Properties entry.
The Properties of Visum window opens.
4. Select the Shortcut tab.
5. In the Target entry field, delete the name of the specified configuration file at the end, if applic-
able.

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 16.13.4 Starting Visum without graphical user interface

6. To the Target entry field, add a blank at the end and the complete path to the particular con-
figuration file.

Note: A path that contains a blank needs to be put in quotes.

7. Add further parameters, if necessary (see "Specifying command line parameters for the start of
Visum" on page 1058).
8. Confirm with OK.
This reference is saved to Settings on your personal computer. Your parameter settings will be
regarded for Visum program start via this reference.

Note: If you have specified different settings via parameters in the Target entry field, the
respective configuration file entries are ignored and the Target parameter settings are used.

16.13.4 Starting Visum without graphical user interface

You may use Visum without a user interface for COM applications.
1. On your desktop, create a shortcut to the file ...\Program files\PTV Vision\PTV Visum
2022\Exe\PTV Visum 2022.exe.
2. Right-click the shortcut.
The context menu opens.
3. Select the Properties entry.
The Properties of Visum window opens.
4. Select the Shortcut tab.
5. To the Target entry add a blank at the end and parameter -modonNOUI.
6. Confirm with OK.
This shortcut is saved to your settings on your personal computer. If you double-click this short-
cut, Visum will start without a user interface. In your Windows user interface, you can see the
Visum icon in the Windows tool bar bottom right.

Notes: In the Windows tool bar, right click the Visum icon to open the context menu and ter-
minate your Visum session.
The setting to start Visum without a user interface is saved to the registry when the session is
terminated. Therefore, you have to specify explicitly if you want to start Visum with a user inter-
face again. There are two possibilities.
Right-click the Visum icon in the Windows tool bar and select Visible after restart.
Start Visum with the -modoffNOUI parameter.

Tip: Alternatively, you can start Visum via COM interface without a user interface. To do so, you
have to register the desired Visum instance as COM server (see " Registering Visum version
as COM server" on page 1057).

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 17 Editing the network

17 Editing the network

The supply data of a transport network are described in a network model consisting of various net-
work objects. To describe the transport supply, Visum distinguishes between the following net-
work object types:
Nodes and main nodes
Links
Turns and main turns
Zones and main zones
Zone connectors
Territories
Paths and paths sets
Stops with stop areas and stop points (PuT)
PuT lines with line routes, time profiles, and main lines
System routes (PuT)
The network model also contains the following data:
Operational data on PuT vehicles and on public transport operators
Points of Interest (POIs), count locations, detectors, restricted traffic areas, and screenlines
Territories for precise PrT and PuT indicator calculations (with user-defined territory bound-
aries)
GIS objects, which are active within the network only during a Personal Geodatabase con-
nection
Visum provides different kinds of network objects:
Point objects are defined by means of co-ordinates.
Line objects have a spatial course.
Polygonal objects are point objects with a spatial extent. They are modeled by means of a
centroid and a boundary polygon (see "Managing boundaries of polygonal network objects"
on page 1165).
Network objects are described by means of attributes. You can enter the values of some attrib-
utes; other attribute values are calculated (see "Managing attributes" on page 1066).
Network processing modifies the properties of the transport network. This may produce different
indicator values and assignment results.

Notes: As long as you modify only attribute data of network objects, for example, the length of
a link, the current assignment result will not be initialized, even though a new calculation of the
assignment might produce a different result.
In the case of modifications to the network structure, a current assignment result is initialized.
Inserting, deleting, or renumbering a network object as well as merging nodes, splitting zones
or links, and aggregating zones are changes to the network structure. PuT assignment results
are kept if new zones and connectors are inserted.

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 17.1 Network object types

Topics
Network object types
Managing attributes
Editing attribute values of network objects
The operating modes of the network model
Finding network objects in the network
Marking network objects in the network
Using filters to set network objects active or passive
Setting network objects active/passive via the spatial selection
Deleting network objects
Automatic renumbering of network objects
Checking the state of network objects
Managing boundaries of polygonal network objects
Managing transport systems, modes and demand segments
Junction editor and signal control
Checking the network and fixing errors
Specifying a calendar and valid days
Using the graphical and tabular timetable
Using the subnetwork generator

17.1 Network object types

The Fundamentals volume provides an overview of all network object types of the Visum network
(see Fundamentals: Chpt. 3.1, page 85).

17.2 Managing attributes

Network objects are described by means of attributes. The Basics manual provides detailed
information on attributes (see Fundamentals: Chpt. 3.3, page 157). Here is a short overview of the
types of attributes in Visum:
Direct attributes
Direct attributes describe an attribute directly. As a rule, they are predefined and can be sub-
divided into the following types:
Input attributes: The user enters the values of these attributes.
Output attributes (or calculated attributes): The values of these attributes are calculated
automatically by Visum.
Indirect attributes
Indirect attributes are direct attributes of other network objects, which bear a network model rela-
tion to the currently selected network object.
User-defined attributes
In addition to the predefined attributes, the user can define any desired attributes, which they can
edit or manage like predefined attributes. Formula attributes are a particular form of user-defined

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 17.2.1 Specifying general settings for attributes

attributes. They are not used for direct storage of data, but represent an operand which encom-
passes other attributes (see Fundamentals: Chpt. 3.3.3.1, page 170).
Time-varying attributes
Time- varying attributes only affect the procedures Dynamic User Equilibrium and Dynamic
Stochastic assignment. Time variations can only be set for specific network objects with a time ref-
erence.

Characteristics of attributes

Each attribute has a unique attribute ID in English, as well as a short name and a long name.
Example: The attribute Number has the attribute ID No, the long name Number and the short
name No.
The Attributes.xls file contains the complete list of all network object types and their attributes
with IDs, short names and long names.

Topics

Specifying general settings for attributes

The Attribute.xls file
Accessing attributes
Selection of attributes
Managing user-defined attributes
Managing time-varying attributes

17.2.1 Specifying general settings for attributes

Displaying short names or long names of attributes
Specifying settings for the attribute selection windows
Settings for decimal places, aggregation functions, and connecting journeys

17.2.1.1 Displaying short names or long names of attributes

You can specify the display of the short name or the long name of attributes separately for lists,
the Quick view and the Junction editor.
1. From the Edit menu, choose User Preferences.
The User Preferences window opens.
2. In the navigator, select the GUI entry.
3. Select one of the entries Lists, Quick view or Junction editor.
The page Lists, Quick view or Junction editor opens.
4. Specify the desired setting under Column headers or Row labels.
5. Confirm with OK.

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 17.2.1.2 Specifying settings for the attribute selection windows

17.2.1.2 Specifying settings for the attribute selection windows

You can specify basic settings for the attribute selection windows (see "Selection of attributes" on
page 1073).
1. From the Edit menu, choose User preferences.
The User preferences window opens.
2. In the navigator, select the GUI > Attribute selection entry.
The Attribute selection page opens.
3. Define the desired settings:

Element Description
Hide analysis horizon by If the option is selected, the following analysis periods are
default in attribute selec- filtered when selecting attributes:
tion Analysis period (AP)
Current time interval if time intervals exist in the network
The entire calendar as a period
By default, the option is selected.
Sorting for attribute Select the sorting that shall be displayed by default: Classical,
selection alphanumerical, hierarchical (see "Selection of attributes" on
page 1073).

4. Confirm with OK.

17.2.1.3 Settings for decimal places, aggregation functions, and connecting journeys
1. From the Network menu, choose Network settings.
The Network settings window opens.
2. Select the Attributes tab.
3. Make the desired changes.

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 17.2.1.3 Settings for decimal places, aggregation functions, and connecting journeys

Standard number of decimal places by data type section

Element Description
Co-ordinates The co-ordinates are displayed with the set number of decimal places.
The setting has an effect on the following points in Visum, for instance:
Editing background objects (see "Editing a background" on
page 2455)
Editing graphic parameters (see "Specifying basic settings" on
page 2551)
Editing network objects: Zones, territories, detectors, main zones,
nodes, POIs, stops, stop areas
Status bar of program window (cursor position) (see "Program
interface" on page 971)
Note
The setting does not affect the normalization of surfaces. When mer-
ging surfaces, the value can be set directly in the corresponding win-
dow. The value set here is accepted as the default setting, but can be
changed (see "Merging all polygon points with identical co-ordinates"
on page 1175 and "Importing Shapefiles" on page 2427).
Speed Speed is displayed with the set number of decimal places. The setting
has an effect on the following points in Visum, for instance:
Graphic parameters of isochrones (see "Setting graphic para-
meters for the display of isochrones" on page 2495)
Default values of connectors (see "Specifying default values for
connectors" on page 1276)
Short length (m, ft) The short length is displayed with the set number of decimal places.
The setting has an effect on the following points in Visum, for instance:
Intersecting objects (see "Intersecting objects" on page 2423)
Long length (km, The long length is displayed with the set number of decimal places. The
mi) setting has an effect on the following points in Visum, for instance:
Detectors, editing stop points (see "Managing detectors" on
page 1511 and "Managing stop points" on page 1378)
Window PuT fares (see "Defining PuT fares" on page 2374)
Displaying turn volumes (see "Adjusting the basic settings for the
display of turn volumes" on page 2631)
Aggregating nodes (see "Aggregating isolated nodes" on
page 1200)
Currency The currency is displayed with the set number of decimal places. The
setting has an effect on the following points in Visum, for instance:
Window PuT fares (see "Defining PuT fares" on page 2374)
Editing operators (see "Editing the attribute values of operators" on
page 1389)

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17.2.1.3 Settings for decimal places, aggregation functions, and connecting journeys

Standard number of decimal places by data type section

Element Description
Vehicle units and vehicle combinations (see "Properties and
options of vehicle units" on page 1390 and "Properties and options
of vehicle combinations" on page 1392)
t0 at (main) turns The attribute value at turns and main turns is displayed with the set
number of decimal places. The setting has an effect on the following
points in Visum, for instance:
Editing turns (see "Editing main node attributes in the list view" on
page 1578)
Editing main turns (see "Editing main turn attributes in the list view"
on page 1581)
Other floating- The attribute value at user-defined attributes is displayed with the set
point numbers number of decimal places. The setting has an effect on the following
points in Visum, for instance:
Creating user-defined attributes (see "Creating a user-defined
attribute" on page 1084)
Output to file with This option is enabled by default. Values are saved in files of the type
maximum *.net, *.dmd, *.tra and *.att with the maximum possible number of
precision decimal places (twelve at maximum). Other settings for numbers with
decimal places are ignored.
Note
This setting does not affect files of the type *.xml. Parameters are
always saved to these files with maximum accuracy.

Aggregation function section

Element Description
Separator You can specify the separator that separates multiple listed output
attribute values (e.g. in lists).
The comma is set as default.
Note
The semicolon ;, the dollar sign $ and the double prime sign ” are not
permitted.
Maximum text You can enter any desired value or leave the field blank. If the length of
length (empty = the output attribute values exceeds the specified value, the output is
unlimited) cut off. If no value is specified, the output is not cut off.
The default value is 255.

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 17.2.2 The Attribute.xls file

Connecting journeys section

Element Description
Show connecting If this option is selected, only transfers to vehicle journeys of different
journeys only lines are counted as connecting journeys.
between different
lines
Maximum wait time Enter the transfer wait time up to which a transfer from one vehicle jour-
for reached con- ney to another is classified a connecting journey. The wait time only
necting journeys applies to the connecting journeys reached.
Maximum negative Enter the maximum time period that may elapse between arrival and
wait time for missed vehicle journey so that this vehicle journey is counted as a
missed connecting missed connecting journey. This period does not include the walk time
journeys between vehicle journeys. The walk time is added when calculating the
missed connecting journeys.

Tip: Alternatively, you can access the settings by clicking the Network settings for con-
necting journeys button in the Connecting journeys list.

4. Confirm with OK.

17.2.2 The Attribute.xls file

The Attribute.xls file (...\Program files\PTV Vision\PTV Visum 2022\Doc\Eng) contains a complete
list of all network object types (or all tables) and all attributes (with ID, short name, and long name)
in all languages provided by Visum.
The attributes are listed in the following tabs:
All attributes are listed in the Attributes tab (completed by the ENumStrings (enums) tab).
The relations of the attributes are listed in the Relation tab.
The file contains the following information on each attribute:

Column Description
In/output Input attribute or output attribute
Type Compulsory/optional (input) or calculated/optional (output)
Editable Editable (yes/no)
ValueType Data type (for example integer, real, time period, string, string long)
SubAttr Subattribute, for example transport system or analysis horizon
Category Group of the attribute
Source Data source, for example assignment
Modules Depending on the add-on
Min/Max Value range

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 17.2.3 Accessing attributes

Column Description
DefaultVal Default value for the default
CrossValue Treatment of undirected values
CanBeTemporary Can be time-varying (yes/no)
Description Description of the attribute

17.2.3 Accessing attributes

Visum provides several ways to access attributes. You can, for example, click the Select
attributes icon.
This is where you can access attributes in the program:
In the Quick view window (see "Quick view window" on page 981)
In the list view of a network object type (see "Editing the properties of objects in lists" on
page 2535)
In the junction editor (see "Junction editor and signal control" on page 1562)
In the Create or Edit window of a network object
In the Multi-edit window in the Edit mode
In the Edit graphic parameters window (see "Specifying basic settings for the Network
editor window" on page 2551)
In the filter window (see "Opening a filter window" on page 1125)
In the Marking window

17.2.4 Duplicating attributes

You can duplicate standard attributes and user-defined attributes. Standard attributes are inser-
ted as user-defined attributes.
1. In the Lists menu, select Attributes.
The List (Attributes) opens.
2. In the list, mark the attributes you want to duplicate.

3. Click the Duplicate marked attributes symbol.

The Duplicate attribute window opens.
4. In the Target network object drop-down list, select the desired network object type.
5. Make the desired changes.

Element Description
Duplicate attrib- If this option is selected, the attribute values of the original attribute are trans-
ute values ferred to the new attribute.

6. Confirm with OK.

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 17.2.5 Selection of attributes

The selected attributes are inserted, the entries in the Attribute ID, Short name and Long name
columns are suffixed with "_Copy"/" (copy)".

17.2.5 Selection of attributes

In Visum you can specify which attributes are displayed or used in a window. The window for
selecting attributes provides less functionality when selecting a single attribute than when select-
ing several attributes.

Selection of a single attribute

If you can select only one attribute in the program (for example, when choosing an attribute for the
classified drawing mode in the graphic parameters), a search field is displayed that also functions
as a selection field.

1. Click in the search field.

An attribute selection list is displayed.
2. Enter a search term or an attribute name in the field to restrict the attribute selection list, where
applicable.
Each input filters the attribute selection list accordingly.
3. Click the desired attribute in the list to select it.
The attribute is displayed in the selection field and the attribute selection list is closed.

Tip: Alternatively, you can click the  symbol. The attribute selection list then opens in a sep-
arate window <Network object type>: Select attributes.

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17.2.5 Selection of attributes

Notes: If you position your mouse pointer over an attribute, a tooltip appears. It shows its long
name, for indirect attributes it specifies additionally the related network object type and, if
applicable, the aggregation function of the attribute.
The full path to the selected attribute is displayed above the list of attributes. If you click an ele-
ment in the path, the corresponding attribute is automatically highlighted in the attribute selec-
tion:

Below the attribute list, the Description of the selected attribute is displayed.
As soon as you add an attribute from the left list to the right list, the Quick access section
appears below the left list and the attribute is displayed in it. The quick access displays a max-
imum of the five previously selected attributes. The attributes last selected within the last hour
are at the top.
You can expand and collapse the Description and Quick access sections.

Section Name Description

Network object types can have many attributes and indir-
ect attributes. To quickly find the attribute or indirect
attribute you are looking for, you can enter the name of
the attribute or indirect attribute in the search field in the
attribute selection window. The list is narrowed down to
matching entries.
To search for attributes at a lower level of the structure
or to search for indirect attributes, enter the character \
for each level: for example From-node\Number.
Filtered by: Time This symbol opens the Attribute filter window. You can
intervals define by time intervals before selecting an attribute. The
filter is relevant for attributes with a time reference, for
example the Volume. Only the attributes for the time
intervals defined here are then displayed.
You can edit the Time period of the calendar period
using Edit time range. The setting options depend on
the calendar used (see "Selecting a calendar " on
page 1540).
Notes
Not all options are available in every network.

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 17.2.5 Selection of attributes

Section Name Description

You can adjust the default setting (see "Specifying
settings for the attribute selection windows" on
page 1068).
Creating a user- This symbol open the Create user-defined attribute
defined attribute (network object type) window (see "Creating a user-
defined attribute" on page 1084).
Systematic sort- Default setting
ing The most frequently used attributes are listed at the top
of the list, indirect attributes are listed at the bottom.
Note
You can adjust the default setting (see "Specifying set-
tings for the attribute selection windows" on page 1068).
Alphanumerical When picking this sorting, special entries (for example
sorting 1.0 or no selection) are listed first, and then, in alpha-
betical order, the direct attributes, and finally the indirect
attributes. Attributes on lower levels are also arranged in
alphabetical order.
Hierarchical sort- When picking this sorting, special entries are listed first.
ing Then, one directory is listed for each existing attribute
category (marked by a c). These contain the direct attrib-
utes of the respective category in alphabetical order. Fin-
ally, the indirect attributes are listed in alphabetical
order.
User-defined Indicates a user-defined attribute that is assigned values
attribute
User-defined Indicates a user-defined attribute for which no values
attribute exist yet
Indicates a user-defined alias for the name of an input
attribute
Indicates a user-defined alias for the name of an attrib-
ute that has not yet been calculated
Create alias Use the icon to specify a user-defined alias for an attrib-
ute name for a faster access. The alias is listed in addi-
tion to the preset short or long name (see "Specifying an
alias for attribute names" on page 1080).
Edit alias Click the symbol to edit a user-defined alias (see "Editing
an alias" on page 1080).
Delete alias Click the symbol to delete a user-defined alias (see
"Deleting an alias" on page 1080).
Circle Green filled

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17.2.5 Selection of attributes

Section Name Description

Signifies existing attribute values, i. e. input attributes
and calculated output attributes, each without sub-
attributes
Green filled, with ellipsis
Signifies existing attribute values, i. e. input attributes
and calculated output attributes, each with subattributes
Gray filled
Signifies attributes for which the respective add-on mod-
ule is not activated or matrices that are not available
Ring Green
Signifies output attributes that are not calculated yet.
Green, with ellipsis
Indicates output attributes with subattributes that have
not yet been calculated
Gray
Indicates output attributes that are not calculated yet, for
which the respective add-on module is not activated or
matrices that are not available
(only in the Indicates attribute categories that contain the direct
hierarchical sort attributes of the respective category in alphabetical
view) order.

Selection of multiple attributes

If you can select more than one attribute, for example in the Quick view or in the tabular timetable,
the <Network object type>: select attributes window opens.
The window is separated in two sections:
The left section shows the attributes that you can add to the attribute selection. This window
essentially corresponds to the one that is used to select one attribute.
The right section shows the current attribute selection. These are the currently selected attrib-
utes and their settings. You can edit these settings.
1. In the right section, mark the attribute below which you want to insert a new attribute.
2. If required, edit the preselection of the analysis periods of the attributes with a time reference
for which you want to display attribute values.
3. In the left section of the navigator, click the desired attribute.

4. Click the Add symbol .

The attribute is inserted in the desired position in the list of selected attributes.
Deleting attributes from the selection

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 17.2.5 Selection of attributes

1. In the right section, mark the desired attributes.

2. Click the Delete symbol .

The marked attributes are deleted from the selection.
Including version comparison attributes in the selection
You can transfer the attributes of all open version comparisons to the selection.
1. In the left section of the navigator, mark the desired attributes.

2. Click the  Add from all version comparisons symbol.

The selected attributes of the opened network including the comparison attributes from the ver-
sion comparisons are transferred to the selection and displayed in the right area of the window.
In comparison to selecting a single attribute, you have the following additional functions in the win-
dow for selecting several attributes:

Section Name Description

Add Adds the selected attributes to the display
Tip
You can select multiple attributes from the list by holding down the
CTRL key and pressing the ARROW UP or ARROW DOWN keys, or by
holding down the SHIFT key and clicking the first desired attribute
and then the last desired attribute of a set of attributes.
Add from all Adds the selected attributes including the corresponding attributes
scenario com- of all existing version comparisons.
parisons
Delete Removes the selected attributes from the display

Move row(s) Moves the selected attributes one row up in the list
up

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 17.2.5.1 Indirect attributes: relation types and aggregation functions

Section Name Description

Move row(s) Moves the selected attributes one row down in the list
down

Add group of Adds a group of attributes from the left section to the display:
attributes All user-defined attributes
If this option has been selected, all user-defined attributes are
added.
All input attributes
If this option has been selected, all input attributes are added.
All attributes
If this option has been selected, all all attributes are added.

Duplicating an attribute in the selection window

In the multiple attribute selection window, you can duplicate a selected attribute. This way, you
can, for example, easily insert variants of indirect attributes by changing the aggregation function
of the duplicated attribute.
1. In the list of attributes selected on the right, right-click the desired attribute.
2. Select Duplicate from the shortcut menu.
The attribute is inserted directly below the duplicated attribute.

Copying an attribute ID
In the attribute selection window, you can copy the attribute ID of individual attributes to the clip-
board as follows, for example, to use them in a script.
1. Open the desired attribute selection window (see "Accessing attributes" on page 1072).
2. Right-click the attribute whose attribute ID you want to copy to the clipboard.
3. From the shortcut menu, choose Copy attribute ID.
The attribute ID is copied to the clipboard.

17.2.5.1 Indirect attributes: relation types and aggregation functions

Relation types of indirect attributes

In the classical sorting, indirect attributes are listed at the bottom of the list. They can be related to
the network object in three different ways. These relations are called relation types in Visum. The
following indicators depict the relations between the currently selected network object type and its
indirect attributes:

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 17.2.5.1 Indirect attributes: relation types and aggregation functions

Indicator Description
The network object has got exactly one associated network object in the respective
category.
The network object has got either exactly one or no associated network object in the
respective category.
The network object has got several associated network objects in the respective cat-
egory. These are aggregated by aggregation functions.
Aggregation function

Note: If you position the mouse pointer on an indirect attribute, a tooltip indicates the full path,
the name, an explanation and the origin of the attribute.

Aggregation functions of indirect attributes

If you expand a relation of a network object with several associated network objects, aggregation
functions are displayed. These indicate how the associated network objects are aggregated. They
refer to either all objects (Count) or all active objects (CountActive) of the relation.
Count and CountActive (Number of all associated network objects)
Min and MinActive
Max and MaxActive
Sum and SumActive
Avg and AvgActive
Concatenate and ConcatenateActive
Histogram and HistogramActive
Distinct and DistinctActive
Compare and CompareActive
First and FirstActive
Last and LastActive
ExactOne (returns the value of an object if there is exactly one object)
For relations that refer to several objects, you can also specify a condition in the aggregation func-
tion (see Fundamentals: Chpt. 3.3.3.2, page 171). In this case, only the objects that fulfill this con-
dition are output and aggregation takes place using these objects.
Example
[SUM:TURNS([TYPENO]=2)\VOLVEHPRT(AP)] as a formula for the sum of all straight turns at
a node.

Notes: You can use the aggregation function Histogram to get a quick overview of an attribute
of another network object, for example, the link types of all links of a node. Identical values will
then be displayed in groups.
These aggregation functions only refer to the output of attribute values in lists, graphic para-
meters, filters or in the Quick view.

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 17.2.5.2 Specifying an alias for attribute names

17.2.5.2 Specifying an alias for attribute names

Specifying an alias can be useful if you frequently click on an indirect object which is found at the
bottom of the display hierarchy. An alias is listed in addition to the predefined attribute name. If an
alias has been specified, the attribute is thus listed twice.

Note: If, on the Network menu, you choose Aliases, you can get an overview of all existing ali-
ases of the network. In the window you can display the aliases of individual or all objects. In the
list you can create new aliases and edit or delete existing aliases.

1. In the list, mark the attribute for which you want to specify an alias.

2. At the end of the row, click the Create alias symbol  .

The Create alias for <network object type> window opens.
3. Enter the desired alias.
4. Confirm with OK.
The alias appears at the top of the list.

Editing an alias

To edit, click the Edit alias symbol in the row of the desired alias.
The Edit alias for <network object type> window opens, in which you can change the name of
the alias.

Deleting an alias

To delete an alias, click the Delete alias symbol in the row of the desired alias.
The alias is deleted.

Notes: In the systematical and in the hierarchical sorting, aliases are displayed at the very top.
In the alphabetical sorting they are sorted alphabetically.
Aliases are saved with the network file and with the version file when saving networks. Intern-
ally, only the attribute ID is saved.

17.2.5.3 Preselection filter of the analysis period

In the Attribute filter filter window, you can select the analysis period in the Time intervals sec-
tion. It is relevant to attributes with a time reference, for example the Volume. If you select an
attribute with a time reference, it will be set automatically for the analysis time slot selected here.
The Fundamentals manual provides further information on analysis time slots (see Fun-
damentals: Chpt. 3.2.4, page 151).
The following entries are available:

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 17.2.5.4 Editing the display properties of attributes

Show all time intervals: No limitation of the display

Show only selected time intervals: Displays the subattributes of the analysis periods selec-
ted in the list
Analysis horizon: Displays the subattributes of the analysis horizon
Analysis period: Displays of the subattributes of the analysis period
Current time interval: Time interval currently selected in the Network editor window
User-defined analysis time intervals

17.2.5.4 Editing the display properties of attributes

In the right window section, specify how the selected attributes shall be displayed when output.
The settings that you can specify depend on the type of the attribute. In the List view and the
Quick view, the <Network object type>: select attributes window contains additional func-
tionalities. They are used to define an aggregated view.

Column Description
AttributeName Name of the selected attribute
You cannot edit the name of the attribute.
Grouping You can aggregate network objects with the same attribute value in
(in list view only) one row. If you activate this option for an attribute, for all other attrib-
utes (or columns) you need to specify how their attribute values shall
be aggregated. You can specify a grouping for one or multiple
columns.
Example: You want to determine the average length of links of type
20. For that purpose, group the links by attribute TypeNo in the list.
This aggregates all links of type 20 in one row. For the length attrib-
ute, select the aggregate function Average. Visum then determines
the average length of links of type 20 and displays the value in the
Avg(Length) column.
Aggregate Here you determine which aggregate function shall be used (see
function "Selecting an aggregate function for a column in a grouped list" on
(only in list view page 2521).
and Quick view)
WeightAvgAttrID If you have selected Weighted average as aggregate function,
(only in list view weighting 1.0 is set as a default. Click the box and the Attribute
and Quick view) (<Network object type>) window opens where you can select the
attribute by which you want to weight (see "Selecting an aggregate
function for a column in a grouped list" on page 2521).
This option is only available for numerical attributes.
Decimal places Number of displayed decimal places
You can use these buttons to increase or decrease the number of
decimal places.

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17.2.5.4 Editing the display properties of attributes

Column Description
The option is only available for attributes of the type floating-point
number.
You can edit the default value (see "Settings for decimal places,
aggregation functions, and connecting journeys" on page 1068).
ShowUnit If the option has been selected, the set output unit with the attribute
value is displayed in the Format column.
This option is only available to times and lengths.
Text alignment The alignment of the attribute value in the column of the output list
For numerical attributes, we recommend a right alignment, for alpha-
numerical attributes a left alignment.
Format For some attributes you can specify the format in which the attribute
values shall be output by using the drop-down list. The format also
affects the data entry (see "Editing attribute values in a list" on
page 2535):
Scientifical: Some numerical attributes can be output in scientific
notation. The numbers are output in exponential notation which
leads to an abbreviated display of large numerical values.
Example: 0.000234 would be 2.34e-004 in scientific notation.
Times can be displayed in seconds (s), minutes (m) or hours (h)
or in the formats hh:mm and hh:mm:ss.
Lengths can be displayed in different units (e.g. kilometers or
meters).
In the basic settings, you can specify whether the data shall be
output in metric or in imperial units (see "Specifying standard
units for length and speed" on page 1038).
For example, by default, volumes are displayed in their respect-
ive unit (e.g. vehicles, PCU, passengers). They can, however,
also be displayed as percentages of the total volume or in sci-
entific notation.
Use the arrow to move one or several attribute up in the list. To do this
mark the attribute and click the arrow.

Use the arrow to move one or several attribute down in the list. To do
this mark the attribute and click the arrow.

Specifying analysis time intervals for attributes with a time reference

In case of attributes that refer to a specific time period, for example the volume, you first need to
specify the analysis time slot for which you want to display the attribute value, and then the attrib-
ute. For each selected analysis time slot, an entry will be added. The time slot will be added in
brackets to the attribute name.

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 17.2.5.4 Editing the display properties of attributes

If required, you can also apply the analysis time slot selected to attributes already selected (see
Fundamentals: Chpt. 3.2, page 146).
1. Make sure that the <Network object type>: select attributes window is open.
2. Click the button next to the Preset the analysis time slots label.

Note: The button is labeled with the currently selected analysis time slots. If no analysis time
slot has been selected, the button is labeled with ....

The Preset the analysis time slots window opens.

3. In the drop-down list, select one or several entries. To select multiple entries press and hold
down the CTRL key and click the desired entries.

Element Description
Select none Use this button to cancel an earlier selection of entries.
Select all Use this button to select all entries at the same time.

Notes: If you preselect one or several time slots, attributes with a time reference are dis-
played without subentries in the navigator. In this case, if you add an attribute with a time ref-
erence to the list in the upper section, the attribute is added for each applicable analysis time
slot.
If you do not select an analysis time slot, attributes with a time reference are displayed with
subentries in the navigator. The subentries correspond to the existing analysis time slots. In
this case, in the navigator you can select the attribute directly with the desired analysis time
slot.

4. Confirm with OK.

A query opens.

Element Description
Yes If there is already an attribute with a time reference in the list in the upper
section of the window, for this attribute, an entry will be inserted for each
selected analysis time slot. Entries with other analysis time slots will be
removed. If you have not selected an analysis time slot, one entry each will
be inserted for all existing analysis time slots.
No If, in the list in the upper section of the window, there already is an attribute
with a time reference, it will not be changed.

5. Confirm with Yes.

The button is labeled with the set analysis time slots. As soon as you add an attribute with a time
reference, an entry is added for each selected analysis time slot.

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 17.2.6 Managing user-defined attributes

17.2.6 Managing user-defined attributes

For network objects and some geometry and signal control objects, you can define your own attrib-
utes (UDAs) in addition attributes predefined in Visum.
A user-defined attribute is marked with one of the following symbols in the attribute selection:

for an attribute that already contains values

for an attribute that does not yet contain any values

Topics
Creating a user-defined attribute
Generating user-defined attributes when reading attributes
Editing attribute values of user-defined attributes
Editing a user-defined attribute
Deleting user-defined attributes

17.2.6.1 Creating a user-defined attribute

1. From the Network menu, choose User-defined attributes.
The List (Attributes) opens and the display is already restricted to user-defined attributes.

Notes: If you select the entry Only user-defined in the selection list, only the user-defined
attributes are displayed. If you select All attributes, all attributes of all objects are listed. If
you Only network object types, only the attributes of the network object types are listed.

2. On the toolbar, click the Create button .

The Create user-defined attribute window opens.
3. Select the object type from the Network object list, for which you want to define a user-defined
attribute.
4. Confirm with OK.
The Create user-defined attribute (<network object type>) window opens.
5. Make the desired changes.

Element Description
Attribute ID Unique attribute name
Note
An attribute ID must start with a character. Allowed are letters, figures as well
as the special characters -, _ and /.
Code Unique code of the attribute
Name Name of the attribute

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 17.2.6.1 Creating a user-defined attribute

Element Description
Comment Description of the attribute (optional)
Data type Use the list to select a data type. Select from the following data types:
Bool
For logical statements, that is true (Yes) or false (No)
Note
If the Allow empty value option is selected for default values, the Empty
option is enabled.
File
Reference to a file
Surface
Surface according to your settings (see "Specifying standard units for length
and speed" on page 1038)
Integer
Whole number
Precise duration
Precise duration, with decimal places, e.g. 35.004s
Speed
Speed in kilometers per hour
Floating-point number
Real number with a fixed number of decimal places (see "Selecting a decimal
point" on page 1045)
Length (kilometers/miles)
Long length according to setting (see "Specifying standard units for length
and speed" on page 1038)
Length (meter/foot)
Short length according to setting (see "Specifying standard units for length
and speed" on page 1038)
Long text
String with an unlimited number of characters in case of an undefined Max.
length
Alternatively, under Max. length, you can enter a value > 255.
Text
String with a maximum string length of 255
Currency
Number with a fixed number of decimal places, e.g. to display cost attributes
(see "Selecting a decimal point" on page 1045).
Time
Duration in seconds, display format 12h35min12s

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17.2.6.1 Creating a user-defined attribute

Element Description
Time
Time in format hh:mm:ss (12:23:12) or hh:mm (12:23)
Subattribute From the drop-down list, choose the desired entry:
type Empty
Analysis time intervals (subattributes of the type AHPI are created for
analysis time intervals)
Time interval set [name of time interval set]: With this selection you can
enter fixed values for user-defined time intervals. An important use case
is, for example, the input of count values per time interval, which can be
used as input for dynamic matrix correction.
Attribute type Data attribute
If this option is selected, you can enter the values directly.
Formula attribute
If this option is selected, the attribute values are generated based on a for-
mula. In most cases, you will select the type Integer. With the functions Text
to number and Number to text you can use the types Text and Long text in
combination with formulas.
Note
For the following network objects, which are not always available, you can
only create formula attributes:
PuT paths
PuT path legs
PrT paths
PrT paths on link level
Path sequences
Path sequence items
Connecting journeys
Transfers and stop area walk times in stop
OD pairs
Main OD pairs
Directed edge course

Type-dependent attributes
Depending on the selected Type, you can also specify the following attribute values and options:

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 17.2.6.1 Creating a user-defined attribute

Element Description
Default Input field for a default value
value Note
If you do not enter a value for numerical attributes, the empty value is interpreted
as 0 in case of arithmetic operations.
Allow If the option is selected, empty values are permitted in case of numerical or
empty boolean data attributes.
value If the option is not selected, a value must be entered.
Minimum If the option has been selected, you can enter a minimum permitted value.
Note
If you do not want to define a minimum permitted value, select theUnlimited
option.
Maximum If the option has been selected, you can enter a maximum permitted value.
Note
If you do not want to define a maximum permitted value, select the Unlimited
option.
Decimal Number of decimal places
places
Max. Maximum number of characters
length
Options For some types, the following option is provided for the calculation of attribute val-
for split / ues when splitting or connecting links.
connect Copy values (default setting)
If the option has been selected, an identical attribute will be created for both
new links when splitting a link (see "Splitting a link" on page 1238).
If the option has been selected, the attribute will be created for just one of the
links when connecting the links (see "Deleting a node" on page 1205).
Scale values
If the option has been selected, the attribute will be distributed to each new link
in proportion to the length of the two new links. The total of both values thus
equals the original value.
If this option has been selected, the attribute is summed up when connecting
the links.
Note
You can verify the Values are copied/scaled setting in the Scalable column of the
network file. 0 means that the values are copied, 1 means that the values are
scaled.

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17.2.6.1 Creating a user-defined attribute

Element Description
Cross-sec- For attributes of network object types that have a direction (like links or con-
tion logic nectors), you need to specify how the cross-section values shall be calculated. The
cross-section value is determined on the basis of the values of the two directions.
You have the following options:
Sum
Mean
Minimum
Maximum
Depending on the selected option, the total, mean, minimum, or maximum of the
two directions will be used as cross-section value.
Ignore blocked directions
If this option has been selected, blocked directions are ignored in the calculation.
Attribute whose values enter the formula
Use the button to select direct or indirect attributes (and subattributes, if provided)
of the network object type.
The selection is done in a separate window (see "Selection of attributes" on
page 1073).
Notes
Make sure that your formula does not contain direct or indirect circular references.
In the List (Attributes), you can change the formula of a user-defined attribute by
clicking the symbol in the Formula column to open the formula editor.
Click this button to select an operator for the formula. The selection available
depends on the operand type, of which the values are used in the formula.
Available operators and their priority:

The parenthesis operator has the highest priority. Click the symbol to insert
it. In the following, the other operator groups are listed in decreasing priority:
1. unary operator:
! Negation of a subsequent term
2. multiplicative binary operators:
* generates the product of two terms
/ generates the quotient of two terms
3. additive binary operators:
+ generates the sum of two terms
Note
You can also use this function to merge two texts.
- generates the difference of two terms
4. relational binary operators:

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 17.2.6.1 Creating a user-defined attribute

Element Description
> compares two terms as to which one is "greater"
>= compares two terms as to which one is "greater" or whether they are
"equal"
<= compares two terms as to which one is "smaller" or whether they are
"equal"
< compares two terms as to which one is "smaller"
5. binary equality operators:
= checks whether the two terms are equal
!= checks whether the two terms are unequal
& links two terms with a logical AND
| links two terms with a logical OR
When binary operators have the same priority, the order of evaluation is from left to
right (left associative).
Example 4/2/2 is evaluated as (4/2)/1 = 2, not as 4/(2/2) = 4
Click the button to select a function for the formula.
Min (x, y) forms the minimum of x and y
Max (x, y) forms the maximum of x and y.
Abs (x) absolute value of x.
Round (x,p) rounds x to p decimal places, the text ROUND(,) is inserted at
the mouse pointer position.
Floor (x) rounds to the highest integer which is smaller or equal to x. FLOOR()
is inserted at the mouse pointer position.
Ceil (x) rounds to the lowest integer which is higher or equal. CEIL() is inser-
ted at the mouse pointer position.
Truncate (x) cuts the decimal places of x. TRUNCATE() is inserted at the
mouse pointer position.
Reciprocal (x) generates the reciprocal value of x, that is 1/x; RECIPROCAL()
is inserted at the mouse pointer position.
Percent (x, y) corresponds to 100*x/y, the text PERCENT(,) is inserted at the
mouse pointer position.
Power (x, y) corresponds to xy, the text POW(,) is inserted at the mouse
pointer position.
Root (x) generates the square root of x. The text SQRT() is inserted at the
mouse pointer position.
Exp (x) generates the exponential function of x.
Log (x) generates the natural logarithm of x.
GEH statistics (x, y) calculates the GEH statistics for x and y.
If (b, w, f) forms a conditional branch that outputs value w if condition b is true,
or outputs value f if condition b is false. The text If(,,) is inserted at the
mouse pointer position.
Mod (x, y) calculates the remainder of a division of dividend x and divisor y.
The text MODULO(x,y) is inserted at the mouse pointer position.

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17.2.6.1 Creating a user-defined attribute

Element Description
Examples
MODULO(5,2) = 1
MODULO(9,3) = 0
Div (x, y) calculates the integer quotient of dividend x and divisor y. The text
IDIV(,) is inserted at the mouse pointer position.
Examples
IDIV(5,2) = 2
IDIV(9,3) = 3
IDIV(7,−3 = −2
IDIV(-7,−3 = 2
Sin (x) calculates the sine of x. SIN() is inserted at the mouse point position.
Cos (x) calculates the cosine of x. COS() is inserted at the mouse pointer pos-
ition.
Tan (x) calculates the tangent of x. TAN() is inserted at the mouse pointer pos-
ition.
ArcSin (x) calculates the arc sine of x. ARCSIN() is inserted at the mouse
pointer position.
ArcCos (x) calculates arc cosine of x. ARCCOS() is inserted at the mouse
pointer position.
ArcTan (x) calculates the arc tangent of x. ARCTAN() is inserted at the mouse
pointer position.
Current iteration () has no parameters and shows the current value of the iter-
ation counter within a feedback loop. For formula attributes, null is always
shown. The text Iterationcounter() is inserted at the mouse pointer pos-
ition.
Variable value text inserts the current value of the specified variable into the
formula. Write the desired variable name in the bracket, for example ("ID").
Variable value number inserts the current numerical value of the specified
procedure variable into the formula. Write the desired variable name in the
bracket, for example ("ID").
Seconds returns the value of the character string in seconds.
MSA (x, y) returns the weighted mean of x and y. MSA(,) is inserted at the
mouse pointer position. The calculation formula is MSA (x, y) = 1 / (Iter-
ationCounter() + 1) * x + IterationCounter() / (IterationCounter() + 1) * y. When
using the function outside of the procedure sequence, the iteration counter is
always 0. The result therefore equals the x-value (see Average determination
using the Method of Successive Averages (MSA) on page 312).
Text to number (x) converts a string x into a floating point number. The text
STRTONUM() is inserted at the mouse pointer position.

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 17.2.6.1 Creating a user-defined attribute

Element Description
Number to text (x) converts a floating point number x into a string. The text
NUMTOSTR() is inserted at the mouse pointer position. Optionally, you can
enter a number as second parameter for the number of decimal places.
Note
If under User preferences you selected a point as your decimal separator, a
comma is used as separator between the elements. Otherwise, a semicolon is
used (see "Selecting a decimal point" on page 1045).
Click the button to open the Insert aggregation function window, in which you
can select matrix conversion functions (see Fundamentals: Chpt. 5.3.12,
page 318).
Matrix sum (x, b) calculates the sum of the matrix x, MATRIXSUM(,) is inser-
ted at the mouse cursor position. Variable b is optional. If the value of b is not
zero, only active OD pairs will be taken into account.
Matrix diagonal sum (x, b) calculates the sum of the diagonal of the matrix x,
MATRIXDIAGONALSUM(,) is inserted at the mouse cursor position. Variable
b is optional. If the value of b is not zero, only active OD pairs will be taken into
account.
Matrix row sum (x, i, b) calculates the sum of the row i of the matrix x,
MATRIXROWSUM(,,) is inserted at the mouse cursor position. Variable b is
optional. If the value of b is not zero, only active OD pairs will be taken into
account.
Matrix column sum (x, i, b) calculates the sum of the column i of the matrix
x, MATRIXCOLSUM(,,) is inserted at the mouse cursor position. Variable b is
optional. If the value of b is not zero, only active OD pairs will be taken into
account.
Matrix minimum (x, b) finds the minimum of the items of matrix x,
MATRIXMIN(,) is inserted at the mouse cursor position. Variable b is
optional. If the value of b is not zero, only active OD pairs will be taken into
account.
Matrix maximum (x, b) finds the maximum of the items of matrix x,
MATRIXMAX(,) is inserted at the mouse cursor position. Variable b is
optional. If the value of b is not zero, only active OD pairs will be taken into
account.
Matrix average (x, b) calculates the average of all items of matrix x,
MATRIXAVG(,) is inserted at the mouse cursor position. Variable b is
optional. If the value of b is not zero, only active OD pairs will be taken into
account.
Matrix value (x, i, j) displays the value of row i and column j of matrix x,
MATRIXVAL(,) is inserted at the mouse cursor position. Variable b is
optional. If the value of b is not zero, only active OD pairs will be taken into
account.

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 17.2.6.2 Duplicating user-defined attributes

Element Description
The button opens the Insert TableLookup window. Here, you can insert a function
of the type TableLookup in the formula (see Fundamentals: Chpt. 5.3.15,
page 322). With this function, you can extract a value from any Visum table and
edit it in the formula. This is useful, for example, when managing parameter values
which are used for the calculation of attributes. Alternatively, you can, for example,
transfer data from one network object to another.
Network object type
From the drop-down list, select the network object type which represents the base
of the function. All following conditions of the function refer to the selected network
object type. Procedure variables can also be selected.
Variable name
Enter a variable name which starts with a letter. The first matching value in the
table is used for further calculation. If no matching value is found, an empty value is
used.
Click this icon to insert a bracket term without content into the formula.

Confirm with OK.

The user-defined attribute is inserted. You can edit the values in the list.

Tip: Alternatively, you can add user-defined attributes as follows:

By right-clicking a network object type in the Network window and choosing Create user-
defined attribute from the shortcut menu
Directly in the window used for the selection of an attribute (see "Selection of attributes" on
page 1073)
By copying the values of a column in a list (see "Saving values of a column as user-defined
attribute" on page 2539).

17.2.6.2 Duplicating user-defined attributes

You can duplicate user-defined attributes in the List (Attributes) window. Standard attributes can
also be copied but they are inserted as user-defined attributes.
1. From the Network menu, choose User-defined attributes.
The List (Attributes) opens and the display is already restricted to user-defined attributes.
2. In the list, click the user-defined attribute that you want to duplicate.

Note: If you want to duplicate multiple attributes at the same time, hold down the CTRL key
and click the attributes.

3. Click the Duplicate marked attributes symbol.

The Duplicate attribute window opens.

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 17.2.6.3 Copying user-defined attributes via the clipboard

4. In the Target network object drop-down list, select the desired network object type.
5. Make the desired changes.

Element Description
Duplicate attrib- If this option is selected, the attribute values of the original attribute are trans-
ute values ferred to the new attribute.

6. Confirm with OK.

The user-defined attributes are inserted as duplicates, the entries in the Attribute ID, Short
name and Long name columns are suffixed with "_Copy"/" (copy)".

17.2.6.3 Copying user-defined attributes via the clipboard

Definitions of user-defined attributes can be transferred from one network to another or to another
Visum instance. The values of the attributes for each network object are not copied.
1. From the Network menu, choose User-defined attributes.
The List (Attributes) opens and the display is already restricted to user-defined attributes.
2. In the list, right-click the user-defined attribute that you want to copy.

Note: You can also mark multiple attributes at the same time.

3. Select Copy marked user-defined attributes to clipboard from the shortcut menu.
4. Switch to the list of user-defined attributes of the network where you want to insert the attribute.
5. Right-click in the list.
6. Select Paste user-defined attributes from the clipboard from the shortcut menu.
The attribute definition is inserted into the list.

17.2.6.4 Generating user-defined attributes when reading attributes

You can create user-defined attributes as target attributes when reading an attribute file. When
reading in attributes, the generated attributes store the values of the source attributes.
1. Read an attribute file (see "Reading an attribute file" on page 3054).
The Read attributes window opens.

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 17.2.6.5 Editing attribute values of user-defined attributes

2. Click the Create button.

The Type selection window opens.

Note: If you want to create just one user-defined attribute, in the desired row, click the New
button and create a user-defined attribute (see "Creating a user-defined attribute" on
page 1084).

3. In the drop-down list, select a data type (see "Creating a user-defined attribute" on page 1084).
4. Confirm with OK.
For all source attributes that are not allocated, user-defined attributes of the selected type will be
generated.

17.2.6.5 Editing attribute values of user-defined attributes

For a lot of network object types, a window is displayed when creating or editing a network object
in which you can specify attribute values. For these network object types, you can modify attribute
values as follows.

Notes: User-defined attributes of the type network can be on the menu Network > Network
settings on the User-defined attributes tab or in the Network attributes list.
The attribute values of user-defined attributes of the type node are edited in the junction editor
(see "Editing a node in the junction editor" on page 1568). Here you can also edit the user-
defined attribute values of turns, lanes, etc.

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 17.2.6.6 Editing a user-defined attribute

1. Create a user-defined attribute for the desired network object type (see "Creating a user-
defined attribute" on page 1084).
2. Insert a network object of the network object type or edit a corresponding network object.
The Create <Network object type> window or the Edit <Network object type> window
opens.
3. Select the User-defined attributes tab.

Notes: The tab is only displayed if a user-defined attribute exists for the network object type.
It contains a list of all user-defined attributes of the network object type.

4. If required, use the buttons to select the attributes to be displayed.

Element Description
Show all Click the button to display all user-defined attributes.
Rows Use the button to select the user-defined attributes in a separate window that you
want to display (see "Selection of multiple attributes" on page 1076).

5. In the Value column of the row of the desired attribute, enter the desired value.
Attribute of type file: Via the button, select the desired file.
Attribute of type Bool: Tick the checkbox.
Other types: Click the cell and enter a number or a text.
Note: In case of direction-based network object types (links, connectors) an attribute value is
highlighted in yellow if the attribute values of the two directions differ.

6. Enter the desired value.

7. Confirm with OK.
The attribute value is changed.

Notes: You can also edit the attribute values of user-defined attributes like other attribute val-
ues (see "Editing attribute values of network objects" on page 1100 and "Editing attribute val-
ues in a list" on page 2535).
Exception: You cannot edit the attribute values of user-defined formula attributes. Therefore,
the user- defined formula attributes are not displayed in the Edit <network object type>
window, User-defined attributes tab and the Multi-edit <network object type> windows.
In the List (Attributes), you can change the formula of a user-defined attribute by clicking the
symbol in the Formula column to open the formula editor.

17.2.6.6 Editing a user-defined attribute

1. From the Network menu, choose User-defined attributes.
The List (Attributes) opens and the display is already restricted to user-defined attributes.
2. In the list, click the user-defined attribute that you want to edit.

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 17.2.6.7 Deleting user-defined attributes

3. On the toolbar, click the Edit icon.

The Edit user-defined attribute <Network object type> window opens.
4. Edit the desired attribute (see "Creating a user-defined attribute" on page 1084).
5. Confirm with OK.
The values are modified.

Tip: You can also edit the definition of user-defined attributes directly in the lists of the cor-
responding network objects. Call the shortcut menu via the column header of the desired user-
defined attribute and select Edit attribute definition.

17.2.6.7 Deleting user-defined attributes

1. From the Network menu, choose User-defined attributes.
The List (Attributes) opens and the display is already restricted to user-defined attributes.
2. In the list, click the user-defined attribute that you want to delete.

Note: If you want to delete multiple attributes at the same time, hold down the CTRL key and
click the attributes.

3. On the toolbar, click the Delete symbol .

The user-defined attribute is deleted.

Tip: You can also delete user-defined attributes directly in the lists of the corresponding net-
work objects. Call the shortcut menu via the column header of the desired user-defined attrib-
ute and select the entry Delete attribute.

17.2.6.8 Editing user-defined network attributes

You can insert, view, and edit user-defined network attributes in the Network attributes list.
The list is used to display the values of all attributes of the network, i.e. the network settings and
the user-defined values of the network. You can edit only the latter in the list. The remaining
entries are grayed out.
1. In the Lists menu, select the entry Network > Network attributes.

2. Click the symbol on the toolbar to select the desired attributes for display (see "View-
ing/Hiding attributes" on page 2514).
3. Use the symbols above the list to create, edit, or delete user-defined network attributes.

Note: The grayed out network attributes, which are not user-defined attributes, can be
edited for the most part in the Network > Network settings menu.

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 17.2.7 Managing time-varying attributes

17.2.7 Managing time-varying attributes

With the aid of time-varying attributes, you can override the regular value of an attribute with a
deviating value for a defined amount of time. This way you can, for example, model the impact of
tidal flow lane allocation or transient road works.
You can allocate time-varying attributes to the following network object types:
Node
Main node
Links
Turn
Main turns
To set a time-varying value, you first need to specify which attribute shall be time-varying. Then
you specify the duration of the deviating value and enter the value that shall apply during the spe-
cified time.

Topics
Creating time-varying attributes
Entering and editing time-varying data for time-varying attributes
Deleting time-varying attribute data

17.2.7.1 Creating time-varying attributes

1. From the Network menu, choose Time-varying attributes.
The Time-varying attributes window opens.

2. Click the Create button.

The Create time-varying attribute window opens.
3. In the Network object list, select the network object type for which you want to create a time-
varying attribute.
4. In the Attribute list, select the attribute for which you want to specify time-varying values.
5. Confirm with OK.
The attribute is created. In the next step, you enter the duration of the deviating value and enter
the value that shall apply during the specified time.

17.2.7.2 Entering and editing time-varying data for time-varying attributes

Once you have specified that an attribute is time-varying, you need to enter the data for the time
variation. Here you specify the time during which the variation applies and the value which is used
for the attribute during the specified time.
Time-varying attributes of links are edited in the Network editor window. Time-varying attributes
of nodes, main nodes, turns and main turns are edited in the Junction editor. To do so, click the

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17.2.7.2 Entering and editing time-varying data for time-varying attributes

Edit time-varying attributes symbol . Independent of the type of access the Edit time-vary-
ing attributes window opens. Below the process is described using the example of links.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Links button.
3. In the network, click a link for which you want to specify time-varying data.
The Edit link window opens.
4. Select the Time-varying attributes tab.

Notes: The tab lists all attributes that you have inserted at the network object as time-varying
attributes (see "Creating time-varying attributes" on page 1097).
For links and turns, you need to specify the attributes data for each direction.

5. Then click the Create time-varying attribute symbol.

The Create time-varying attribute at <Network object> window opens.
6. Make the desired changes:

Note: Depending on the network object, there are different elements are available. You can
change the attribute values of time-varying attributes directly in the table.

Element Description
Inserts a time-varying attribute.

Duplicates the selected time-varying attribute.

Deletes the selected time-varying attribute.

Attribute Name of the selected time-varying attribute

Click this button to select a time-varying attribute from the ones you created for
the network object type (see "Creating time-varying attributes" on page 1097).
Periodical If the option has been selected, the allocated deviant value of the attribute will be
effective every day of the selected Valid day within the time range specified.
This option is only provided if a calendar has been set.
Valid day Use the list to select a valid day.
The selection depends on the calendar settings (see "Specifying a calendar and
valid days" on page 1540).
From Specify a starting time and an ending time of the deviant attribute value.
To

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 17.2.7.3 Editing time-varying user-defined attributes

Element Description
As From - To time slot, you can enter a time interval between two points in time
(also stretching over several days if a calendar is in use). When using the Peri-
odical option, you can enter the combination of a valid day and a time interval
(within a day).
Value Specify an attribute value.
This deviating attribute value applies at the specified time.
Optional You can specify additional descriptive attributes for the respective time-varying
descriptive attribute.
attributes Name
Name of the additional attribute
AddValue
Attribute for entering additional values

7. Confirm with OK.

Tip: In lists you can perform a copy-and-paste operation to transfer the values of time-varying
attributes to other network objects.

17.2.7.3 Editing time-varying user-defined attributes

You can edit and delete time-varying attributes provided that you have inserted user-defined attrib-
utes for the network object type Time-varying attributes (see "Creating a user-defined attribute"
on page 1084).
1. From the Network menu, choose Time-varying attributes.
The Time-varying attributes window opens.
2. In the Actions section, click Select attributes.
3. Select the time-varying user-defined attribute of your choice.
4. Confirm with OK.
The desired time-varying user-defined attribute is displayed as a new table column in the
Time-varying attributes window. You can edit its values directly in the table.

17.2.7.4 Deleting time-varying attribute data

You can delete time-varying attribute data in two ways:

Deleting the time variation of an attribute

1. From the Network menu, choose Time-varying attributes.
The Time-varying attributes window opens.
2. In the list, click the attribute whose time-varying data you want to delete.

3. Click the Delete button.

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 17.3 Editing attribute values of network objects

The time variation for the attribute is deleted at the respective network object. All time variation
data of the attribute are deleted.

Deleting time variation data of an attribute

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the button of the desired network object type.
3. In the network, double-click the desired network object.
The Edit <Network object> window opens.
4. Select the Time-varying attributes tab.
The tab lists all time-varying attributes of the network object type.
5. Click the Edit button.
The Edit time-varying attributes window opens.
6. In the list, mark the attribute with the time variation data that you want to delete.
7. Click the Delete button.
The time variation data is deleted.

17.3 Editing attribute values of network objects

You can edit the attribute values of several marked, all active or for all network objects. Some
attribute values cannot be edited. You cannot edit the IDs of the network objects (e.g. Number) or
calculation results (e.g. Volume).

Topics

The attribute value zero

Assigning a constant value to an attribute or adding attribute values
Editing attribute values of set attributes
Multiplying an attribute value with a factor
Allocating an attribute value to a different attribute
Calculating attribute values from the values of other attributes
Rounding attribute values
Editing attribute values during a procedure sequence
Allocating attribute values by intersecting a source attribute
Exchanging attribute values via the clipboard
Modifying attribute values in the Quick view
A detailed description on how to edit the attribute values of individual network objects is given with
the respective network object type, for example links (see "Editing the attribute values of links" on
page 1231).

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 17.3.1 The attribute value zero

Procedure for several marked network objects

1. Mark the network objects whose attribute values you want to edit (see "Marking network
objects in the network" on page 1121).
2. Press the ENTER key.
The Multi-edit <Network object type>: <Number> objects window opens.
3. Edit the values of the desired attributes.

Procedure for all or all active network objects

1. If required, set the network objects active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected network objects are active.

2. In the Network editor window, click the Edit mode icon .

3. With the right mouse button, click the button of the desired network object type in the Network
window.
A shortcut menu opens.
4. Select the Multi-edit entry.
The Multi-edit <Network object type> window opens.
5. Select whether you want to edit the attribute values of all network objects or just the active
ones.

Element Description
Only active If the option has been selected, only active network objects are taken
ones into account.
If the option has not been selected, all network objects are taken into
account.

6. Select the Formula tab.

7. Edit the values of the desired attributes.

17.3.1 The attribute value zero

For attributes calculated by assignment or line costing, the Visum display mode distinguishes
between the following types of the attribute value zero:
Attributes which are undefined, have not been calculated and thus have the attribute value 0:
These undefined output attributes are displayed as empty strings.

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 17.3.2 Assigning a constant value to an attribute or adding attribute values

Attributes which are defined, have been calculated in the network version and have the attrib-
ute value 0 as a result: These defined output attributes (calculated attribute value 0) are out-
put as digit 0.
Note: In internal calculations (for example in filters), attributes not yet calculated are still
regarded as zeros. When setting a filter, you thus always have to enter the digit 0 as upper and
lower limit of the value range.

17.3.2 Assigning a constant value to an attribute or adding attribute values

1. Make sure that the Multi-edit <Network object type> window is open and that the Formula
tab is selected (see "Editing attribute values of network objects" on page 1100).
All input attributes of the selected network object type can be selected.
2. Select the attribute to which you want to allocate a constant value and a subattribute, if avail-
able.
3. Click the Constant button.
The Attribute: Constant value window opens. Depending on the selected network object
type, you can either select or enter a value.
4. Enter the desired value.

Note: When entering numerical attribute values with a length or time reference, you need to
consider the units:
If you enter just the value, it is saved in standard format.
You can enter a value with unit. In this case, Visum converts the value so that it is dis-
played in the specified format. Example: The format minutes is specified for an attribute.
You enter 2h. The entry field then contains the value 120.

5. Make the desired changes.

Element Description
Add If the option has been selected, the entered value is added to the existing attrib-
value ute value.
If this option has not been selected, the current attribute value is replaced by
the input value.

6. Confirm with OK.

The attribute value is changed.

Tip: Alternatively, you can assign a constant value to an attribute during the procedure
sequence (see "Editing attribute values during a procedure sequence" on page 1107).

17.3.3 Editing attribute values of set attributes

This functionality affects all attributes which contain quantities or sets of entries. You can allocate
or remove one or multiple entries. In the case of link attribute TSys set, you can, for example,

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 17.3.3 Editing attribute values of set attributes

open or block the transport system Bus for all or all active links.
1. Make sure that the Multi-edit <Network object type> window is open and that the Formula
tab is selected (see "Editing attribute values of network objects" on page 1100).
All input attributes of the selected network object type can be selected.
2. Select whether you want to edit the attribute values of all network objects or just the active
ones.

Element Description
Only active If the option has been selected, only active network objects are taken into
ones account.

3. Select the attribute that you want to edit.

Note: You can allocate a constant value to the entry sets of the following attributes.
TSys set of the network object type Links
Is depot for vehicle combinations of the network object type Stop points
Fare system set of the network object type Lines
Vehicle combination set of the network object type Vehicle journey section

4. Click the Constant button.

The Attribute: Constant value window opens.
5. Make the desired changes.

Note: Depending on the network object you are editing different buttons are available.

Element Description
Open Use this button to select a transport system which you want to open for all
or all active links of the network. The entry with the transport system is
moved to the list Actions to be executed.
Note
This button is only provided for the attribute TSys set of the network object
type Link.
Close Use this button to select a transport system which you want to block for all
or all active links of the network. The entry with the transport system is
moved to the list Actions to be executed.
Note
This button is only provided for the attribute TSys set of the network object
type Link.
Open all This button opens all transport systems for all or all active links of the net-
work. The entries with the transport system are moved to the Actions to
be executed list.

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 17.3.4 Multiplying an attribute value with a factor

Element Description
Note
This button is only provided for the TSys set attribute of the Link network
object type.
Close all This button closes all transport systems for all or all active links of the net-
work. The entries with the transport system are moved to the Actions to
be executed list.
Note
This button is only provided for the TSys set attribute of the Link network
object type.
Delete all in list Via this button, you can delete the Actions to be executed list. You can
delete individual rows via the X at the end of the row.
Note
This button is only provided for the TSys set attribute of the Link network
object type.
Allocate Use this button to pick an attribute value that you want to allocate to all or
all active network objects of the selected type. The entry with the attribute
value is moved to the list Actions to be executed. You can, for example,
allocate the value Bus to the stop point attribute Is depot for vehicle com-
binations.
Delete Use this button to pick an attribute value that you want to delete from all or
all active network objects of the selected type. The entry with the attribute
value is moved to the list Actions to be executed. You can, for example,
delete the value Train from the stop point attribute Is depot for vehicle
combinations.

The selected actions are displayed in the list Actions to be executed.

Note: If you want to remove an action from the list Actions to be executed, click the X next
to the action.

6. Confirm with OK.

The attribute values are edited.

17.3.4 Multiplying an attribute value with a factor

1. Make sure that the Multi-edit <Network object type> window is open and that the Formula
tab is selected (see "Editing attribute values of network objects" on page 1100).
All input attributes of the selected network object type can be selected.
2. Select the attribute that you want to multiply with a factor, and a subattribute, if available.
3. Click the Factor button.

Note: This functionality is only available to numerical attributes.

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 17.3.5 Allocating an attribute value to a different attribute

The Multiply attribute by factor window opens.

4. Enter the desired factor in the input field.
5. Make the desired changes.

Element Description
Add If the option has been selected, the calculated value is added to the existing
value attribute value.
If the option has not been selected, the existing attribute value is replaced by
the calculated value.
Cut off If this option has been selected, all decimal places of the calculated value are
dropped.
Note
The option is only available for attributes of the type integer.
Round If this option has been selected, the calculated value is rounded. Decimal places
up to and including four are rounded off, from five they are rounded up. This
applies to negative numbers, too.
Note
The option is only available for attributes of the type integer.

6. Confirm with OK.

The attribute value is changed.
7. Click the Close button.

Tip: Alternatively you can multiply an attribute value by a factor during the procedure sequence
(see "Editing attribute values during a procedure sequence" on page 1107).

17.3.5 Allocating an attribute value to a different attribute

1. Make sure that the Multi-edit <Network object type> window is open and that the Formula
tab is selected (see "Editing attribute values of network objects" on page 1100).
All input attributes of the selected network object type can be selected.
2. Select the attribute to which you want to allocate the value of a different attribute (target attrib-
ute), and a subattribute, if available.
3. Click the Attribute button.
The Use the following attribute data for the selected attribute window opens.
4. Click the <Attribute> button.
The Attributes (<Network object type>) window opens.
5. Select the attribute whose value you want to allocate to the attribute (source attribute), and a
subattribute, if available (see "Selection of attributes" on page 1073).
6. Confirm with OK.

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 17.3.6 Calculating attribute values from the values of other attributes

The attribute is selected.

7. Enter a factor in the input field, if required.
8. Make the desired changes.

Element Description
Add If the option has been selected, the calculated value is added to the existing
value attribute value.
If the option has not been selected, the existing attribute value is replaced by
the calculated value.
Note
This option is only available for numerical target attributes.
Cut off If this option has been selected, all decimal places of the calculated value are
dropped.
Note
The option is only available in case of numerical target attributes of the type
integer.
Round If this option has been selected, the calculated value is rounded. Decimal places
up to and including four are rounded off, from five they are rounded up. This
applies to negative numbers, too.
Note
The option is only available in case of numerical target attributes of the type
integer.

9. Confirm with OK.

The attribute value is changed.

Note: If you want to edit other attribute values, repeat step 2 to 9.

10. Click the Close button.

Tip: Alternatively, you can allocate the value of a different attribute to an attribute during the pro-
cedure sequence (see "Editing attribute values during a procedure sequence" on page 1107).

17.3.6 Calculating attribute values from the values of other attributes

1. Make sure that the Multi-edit <Network object type> window is open and that the Formula
tab is selected (see "Editing attribute values of network objects" on page 1100).
All input attributes of the selected network object type can be selected.
2. Select the attribute whose value you want to calculated based on the values of other attributes
(target attribute), and a subattribute, if available.
3. Click the Formula button.

Note: This functionality is only available to numerical attributes.

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 17.3.7 Rounding attribute values

The window <Network object type> window: Create attribute value with formula result
<Attribute name> opens.
4. Into the text box, enter the desired formula for calculation, or click the buttons next to the text
box to create a formula (see "Creating a user-defined attribute" on page 1084)
5. Confirm with OK.
The attribute value is changed.
6. Click the Close button.

Tip: Alternatively, you can calculate an attribute value based on the values of other attributes
during the procedure sequence (see "Editing attribute values during a procedure sequence" on
page 1107).

17.3.7 Rounding attribute values

1. Make sure that the Multi-edit <Network object type> window is open and that the Formula
tab is selected (see "Editing attribute values of network objects" on page 1100).
All input attributes of the selected network object type can be selected.
2. Select the attribute whose values you want to round, and a subattribute, if available.
3. Click the Round button.

Note: This functionality is only available to numerical attributes.

The Round window opens.

4. Enter the rounding factor in the input field.
5. Confirm with OK.
The attribute value is changed.

Note: If you want to edit other attribute values, repeat step 2 to 5.

6. Click the Close button.

Tip: Alternatively, you can round off an attribute value during the procedure sequence (see
"Editing attribute values during a procedure sequence" on page 1107).

17.3.8 Editing attribute values during a procedure sequence

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. In the desired position of the procedure sequence, insert the Edit attribute procedure of the
Miscellaneous category (see "Setting up and starting the procedure sequence" on
page 2015).

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17.3.8 Editing attribute values during a procedure sequence

3. Make sure the added procedure is marked. Then, in the Operations section, click the Edit but-
ton.
The Parameters 'Edit attribute' window opens.
4. Enter the desired data.

Element Description
Network Use the drop-down list to select the network object type whose attribute values
object you want to edit.
type Note
Moreover, you can select Network to edit user-defined attributes of the network,
for example.
Target Attribute whose value you want to edit.
attribute Use the button to select an attribute (and a subattribute, if available). The selec-
tion is done in a separate window (see "Selection of attributes" on page 1073).
Note
You can change the values of numerical and alphanumerical input attributes.
Only act- If the option has been selected, only active objects of the selected network object
ive ones type will be taken into account.

5. Into the text box, enter the desired formula for calculation, or click the buttons next to the text
box to create a formula.

Note: In Visum, you create uniform formulas for attributes and matrices. Depending on the
context, the program provides different elements for creating a formula. For attributes, the
functionality is described via user-defined attributes (see "Creating a user-defined attribute"
on page 1084).

6. Confirm with OK.

7. Execute the procedure (see "Setting up and starting the procedure sequence" on page 2015).
The attribute values are edited.

Note: For attributes, you can also calculate mean values according to the Method of Suc-
cessive Averages (MSA) (see Fundamentals: Chpt. 5.2.17.2, page 312).

Example 1

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 17.3.8 Editing attribute values during a procedure sequence

These settings yield all active links in the network with the name Pedestrian zone.

Example 2

These settings yield the AddValue 1 of all nodes in the network according to the following for-
mula:
AddVal1 = |AddVal2 + AddVal3| + AddVal1 • (1.5 • Number of Connectors(C)) + Main node num-
ber + 4

Example 3

These settings yield the value of the alphanumerical, user-defined target attribute Plot label (type
text) of all nodes in the network from the node attributes Number, Name, and TypeNo.

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 17.3.9 Allocating attribute values by intersecting a source attribute

Notes: If you combine several numerical values, we recommend the use of a separator. For
this, you can create a user-defined attribute (UDA) of the type text with a non-numerical char-
acter as default value (see "Managing user-defined attributes" on page 1084) and insert this
UDA as an additional attribute each between two numerical attributes to ensure the readability
of the consecutive attribute values.
The separator should be neither a full stop, nor a comma (decimal separator), nor a semicolon
(readability of network data).

17.3.9 Allocating attribute values by intersecting a source attribute

You can intersect the attribute values of any desired network objects that overlap spatially (see
"Intersecting objects" on page 2423).

17.3.10 Exchanging attribute values via the clipboard

You can exchange attribute values via the clipboard as follows:
Copying attribute values to the clipboard
Pasting attribute values from the clipboard

17.3.10.1 Copying attribute values to the clipboard

You can copy the values of selected or all input attributes (except IDs) of a network object to the
clipboard.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the button of the desired network object type.
3. Mark the desired network object in the network (see "Marking network objects in the network"
on page 1121).

4. In the Quick view window, click the Select attributes icon .

The <Network object>: select attributes window opens.
5. Select the attributes whose values you want to copy to the clipboard (see "Quick view window"
on page 981).
6. Confirm with OK.

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 17.3.10.2 Pasting attribute values from the clipboard

The selected attributes are displayed in the Quick View.

7. In the Quick view window, click the Copy attributes symbol .

The values of the input attributes displayed in the Quick view window are copied to the clipboard
(except IDs).

Tip: You can also copy the attribute values to the clipboard via the shortcut menu > Copy attrib-
utes entry, or by pressing the CTRL and C keys.

17.3.10.2 Pasting attribute values from the clipboard

You can allocate the attribute values from the clipboard to any number of objects of the same or of
a different network object type.
The values of input attributes (except IDs) are allocated, which are both defined for the source
and the target network object type and lie within the value range of the target network type.

Notes: Some attributes are not provided for all network object types (AddValue-TSys is, for
example, only provided for links).
Some attributes have a different value range depending on the network object type (for zones,
the value range of the attribute Type is, for example, 0-9, and for links 0-99).

1. Make sure that the clipboard contains attribute values (see "Copying attribute values to the clip-
board" on page 1110).

2. In the Network editor window, click the Edit mode icon .

3. In the Network window, click the button of the desired network object type.
4. In the network, mark the network objects whose attribute values you want to allocate (see
"Marking network objects in the network" on page 1121).

5. In the Quick view window, click the Paste attributes symbol .

The values of the input attributes contained in the clipboard (except IDs) are copied.

Note: If you have edited the attribute selection of the network object type or switched to a dif-
ferent network object type before pasting the attributes from the clipboard, only the values for
the input attributes displayed in the Quick view window will be copied.

Tip: You can also paste the attribute values from the clipboard via the shortcut menu Paste
attributes entry, or by pressing the CTRL and C keys.

17.3.11 Modifying attribute values in the Quick view

You can only edit attribute values that are highlighted in white. The following options are provided:
Editing attribute values in the Quick view
Editing attribute values in the Quick view with arithmetic operations

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 17.3.11.1 Editing attribute values in the Quick view

17.3.11.1 Editing attribute values in the Quick view

1. Make sure that the network objects are selected in the network whose attribute values you
want to edit.
2. In the Quick view, mark one or more cells (see "Quick view window" on page 981).

Notes: If you insert a new network object, you can make all necessary settings in the quick
view which can be made in the Create <Network object type> window (see "Activating the
Insert mode" on page 1113).
If you mark a link, the Quick view shows the attribute values of the marked direction only.
You thus only edit the attribute values of one link direction.
If several network objects are marked with different attribute values, an asterisk * is dis-
played instead of the attribute value.

3. Enter the desired value in a marked cell and press ENTER.

Note: When entering numerical attribute values with a length or time reference, you need to
consider the units:
If you enter just one digit, the value is interpreted in the format in which the attribute is
displayed. Example: If an attribute is displayed in the minutes format, the value 5 is read
as 5 minutes.
You can change the format in the attribute selection window (see "Selection of multiple
attributes" on page 1076).
You can enter a value and the unit. In this case, Visum converts the value in such a way
that it is displayed accordingly in the selected format. You can enter length units either
with metrical (m, km) or imperial (ft, mi) units.
Example: If an attribute is displayed in format minutes, you can enter 2h. After the con-
firmation, the value 120 will be displayed.

The new attribute value is displayed in all marked cells.

17.3.11.2 Editing attribute values in the Quick view with arithmetic operations
1. Make sure that the network objects are selected in the network whose attribute values you
want to edit.
2. In the Quick view, mark one or more numerical cells (see "Quick view window" on page 981).
3. In a marked cell, enter one of the below arithmetic operations:

Operation Syntax
Addition =+2
Subtraction =-2
Multiplication =*2
Division =/2

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 17.4 The operating modes of the network model

Operation Syntax
Raise to power =^2
Form the minimum =min2
Form the maximum =max2
Use an exponential function =exp
Take logarithm =log
Form reciprocal value =1/

The operation is run for all marked cells with a numerical value. The result is entered as attribute
value.

Note: If you have selected an alphanumerical cell, the text of the arithmetic operation is entered
in the cell.

17.4 The operating modes of the network model

Visum provides several possibilities to model a network. You can create, edit, and delete network
objects or set them active or passive. The Network editor window provides three different oper-
ating modes.

 Insert mode

 Edit mode

 Spatial selection mode

Note: If you cannot execute an instruction step, check that you have selected the right oper-
ating mode.

17.4.1 Activating the Insert mode

In the Insert mode, you can create network objects.

In the Network editor window, click the Insert mode icon.

Tip: Alternatively, switch to the Insert mode. To do so, press the INS key or from the Net-
work editor menu, choose Insert mode.

A detailed description on how to insert network objects is given with the respective network object
type, for example, links (see "Managing links" on page 1217).

Note: Open the menu Edit > User preferences > GUI > Network editor to select Show dia-
logs when inserting objects. This setting opens additional windows for editing attribute val-
ues when you insert new network objects. If the option has not been selected, the network
object is inserted without further messages and you can edit the attributes in the Quick view
(<network object type>) window.

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 17.4.2 Activating the Edit mode

17.4.2 Activating the Edit mode

In the Edit mode, you can search for (see "Marking network objects in the network" on
page 1121), mark, edit, or delete network objects.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the button of the network object type that you want to edit.
The Edit mode is activated. In the network, you can select a network object that you want to edit.

Note: You can use the INS key in the network editor to switch between Edit mode and Insert
mode.

A detailed description on how to search for, mark, edit, and delete network objects is given with
the respective network object type, for example links (see "Managing links" on page 1217).

17.4.3 Activating the Spatial selection mode

In the Spatial selection mode, you set network objects active or passive. This way, you can limit
the number of network objects that you want to edit.

Note: Network objects are active if they are both included in the spatial selection and comply
with the current filter settings (see "Using filters to set network objects active or passive" on
page 1125).

In the Network editor window, click the Spatial selection mode icon.
The Spatial selection toolbar opens and, in the Network window, the Switch on/off spatial
selection option is displayed for each network object type.

Tip: Alternatively, you can switch to the Spatial selection mode. To do so, from the Network
editor menu, choose Spatial selection mode.

The Spatial selection toolbar provides the following buttons:

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 17.4.3 Activating the Spatial selection mode

Icon Name Description

Set spatial Sets specific network objects active (see "Setting network objects act-
selection ive/passive via the spatial selection" on page 1152)
exclusively Any former active/passive states of network objects are discarded.
Add objects Sets network objects active. The network objects are added to the set of
to spatial already active network objects. Already active network objects stay act-
selection ive (see "Extending and reducing the spatial selection of network objects"
on page 1157)
Remove Sets network objects passive. The network objects are removed from the
objects from set of already active network objects. Already passive network objects
spatial selec- stay passive (see "Extending and reducing the spatial selection of net-
tion work objects" on page 1157)
Note
One of the three modes above is always selected.
Mark objects Sets the network objects active that lie within territory polygons by selec-
in territory tion of territories (see "Setting network objects active within territories" on
for spatial page 1156)
selection
Include all Setting all network objects active (see "Setting all network objects active"
objects in on page 1154)
the spatial
selection
Invert spatial Sets all active network objects passive, and all passive network objects
selection active (see "Inverting the active/passive state of network objects" on
page 1157)
Remove all Setting all network objects passive (see "Setting all network objects pass-
objects from ive" on page 1153)
the spatial
selection
For selec- In the Network window, select all network object types for the Spatial
tion oper- selection mode
ations,
check all
types
For selec- In the Network window, exclude all network object types from the Spatial
tion oper- selection mode
ations,
uncheck all
types

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 17.5 Finding network objects in the network

Icon Name Description

Read spatial Read in a saved spatial selection (see "Reading a spatial selection of net-
selection work objects" on page 1158)
from file
Save spatial Save the current spatial selection (see "Saving a spatial selection of net-
selection to work objects" on page 1157)
file

Note: How to set network objects active or passive via a spatial selection is described in a sep-
arate paragraph (see "Setting network objects active/passive via the spatial selection" on
page 1152).

17.5 Finding network objects in the network

In a search window, you can search for network objects with a specific attribute value. All attrib-
utes of the network object type are available. This function is provided for nearly all network object
types.
1. In the Network window, click the button of the desired network object type.

2. On the toolbar of the Network editor window, click the Find a network object symbol .
The Find <network object type> window opens and in the Network object field the desired
network object type is already preset.

Search called in Network editor window Search called in List (Links) window

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 17.5 Finding network objects in the network

Note: If you call the search for network objects in another window than the Network editor
window, the functionality is limited.
The following operations are not possible then:
Marking all entries
Synchronization with other windows
Editing the attributes directly from the list of results

3. If necessary, click the symbol to display more details concerning the search.
4. Make the desired changes.

Element Description
Search for Input field for the string you want to find. The search starts as soon as you
enter something into the field. It takes place in the background and reacts

immediately to modifications of the string. The symbol indicates that

the search process is running. If you click the symbol, the search process
will be stopped. The cross then turns gray. The input in the search field and
the list of results remain unchanged. Via the small triangle at the end of the
row you can open the last queries and select again.
Notes
This is not a case-sensitive setting, blanks may be used.
You can search for all attribute values.
You can also indicate time or length units if they are part of the entered
attribute value. This reduces the list.
If no string is entered in the field, the list displays all network objects of
the respective network object type.
If any changes in the network are made during the search process, it is
immediately aborted. After the network change you have to restart the
search manually.
Network object Selection list for the network object or object searched for
Only search For some network objects or objects, it is possible to limit the search to a
within smaller subset by selecting only a category or a line. The selection list is
e.g. only available for the network objects:
POI: Selection of a POI category
GIS objects: Selection of a GIS category
Line route, time profile, vehicle journey, block item: Selection of a line
Search in attrib- In the selection list, all attributes of the list are displayed. You can extend
ute
the selection list via the icon. The selection is saved in the registry for
the network objects and is available after the re-start of Visum.
Notes

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17.5 Finding network objects in the network

Element Description
If you have selected the All attributes of the results list entry, the search
process considers all attributes that appear in the list. An object is dis-
played as search result if one of the attributes matches the query.
If you search for in an attribute which is not listed in the results list, this
attribute is added to the list as the first column.
Compare You can define the search method.
Part of field content
The string searched for can be at any position within the entry in the list
field.
Note
If the string in the Search for field contains blanks, the string is separated
at the blanks and it will be searched for its components. Hereby, the com-
ponents do not overlap. For example, if you search for Haus str,
Hausstr and Hausdorfstrasse would be search results, but not
Haustr.
Entire field
String searched for and field content of the list have to match.
Beginning of field content
Search value has to be identical with the beginning of the field content, the
rest can be completed variably. For example, if you search for 123,
123405 and 1231 would be search results, but not 0123.

5. Use the toolbar to adjust the settings accordingly.

Element Description
Switch on/off so that only active objects will be displayed in the list (see
"Using filters to set network objects active or passive" on page 1125 and
"Setting network objects active/passive via the spatial selection" on
page 1152).
Note
The function is activated if the icon is pressed (red).
Marks all entries of the list
Note
The marking is not automatically extended if due to a change of the query,
for example, the list becomes longer.
The search window is not synchronized with other windows.
Note
This option is only available if you start the search from the Network editor
window.

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 17.5.1 Editing search results

Element Description
The objects marked in the list are highlighted in other windows and vice
versa.
This option is only available if you start the search from the Network editor
window.
Resets in the list the attributes displayed in the columns to the default set-
tings.
Calls the <Network object>: select attributes window. Here, you can
select the attributes for display in the columns of the results list (see "Selec-
tion of multiple attributes" on page 1076).
Confirm selec- Click this button to close the search window. The selection marked in the
tion results list is adopted in the window from which the search was started, for
example, from a list window or the graphical or tabular timetable.
Note
The button is only available if the search has not been started from the Net-
work editor window.
Accept empty Use this button to close the search window. No search result will be adop-
selection/All ted for the window from which the search was started, for example, from a
list window or the graphical or tabular timetable.
Note
The button is only available if the search has not been started from the Net-
work editor window.

In the table rows the list contains all network objects of the network object type searched for
matching the criteria. The attributes of the network objects are listed in columns. The number of
search results found is indicated at the top left of the list. Passive network objects are displayed in
gray.

Tip: You can sort the search results. In the desired column, right-click the column header and
select the desired sort direction from the shortcut menu.

17.5.1 Editing search results

You can edit the search results in the Find <network object type> window via the shortcut menu
or via the Quick view window. Depending on the network object type all available operations can
be distinguished.

Editing attributes in the Quick view window

You can edit the attributes of the network objects directly from the list in the Quick view window.
The Find <network object type> window can stay open.
1. Make sure that the Find <network object type> window is open and that the desired search
has been performed (see "Finding network objects in the network" on page 1116).

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17.5.1 Editing search results

2. Make sure that on the toolbar of the Find <network object type> window, the icon has
been selected. Thus, network objects marked in the list are equally marked in other windows.
3. In the search results list, mark the network object you want to edit.
The network object is displayed in the Quick view window.
4. Edit the desired attributes of the network object (see "Modifying attribute values in the Quick
view" on page 1111).

Editing search results via the shortcut menu

Via the shortcut menu, you can call various functionalities to edit the search results. Depending on
the network object type the available functionalities may be different.
1. Make sure that the Find <network object type> window is open and that the desired search
has been performed (see "Finding network objects in the network" on page 1116).
2. In the results list, mark the network object that you want to edit.
3. Right-click the marked row.
A shortcut menu opens.
4. Select the desired entry.

Element Description
Zoom The network section is enlarged and the network object is positioned in the
middle of the section. Multiple network objects can be marked, too. Possible for
all network objects.
Edit Opens the window to edit the network object
Tip
Alternatively, you can double-click the desired row.
Edit line Opens the Edit line route window (see "Editing attribute values of line routes"
route on page 1440)
Timetable Opens the Timetable (tabular) (see "Using the graphical and tabular
(tabular) timetable" on page 2770). Available for all network objects of the line hierarchy
and for links. Multiple network objects can be marked, too.
Timetable Opens the Timetable (graphical) (see "Using the graphical and tabular
(graphical) timetable" on page 2770). Available for all network objects of the line hierarchy
and for links. Multiple network objects can be marked, too.
Both Opens both timetable windows
timetables
Line block Opens the Line block editor and shows the selected object. This button is
editor only available for line blocks, line block items and line block versions.

The desired function is executed and the chosen window opens.

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 17.6 Marking network objects in the network

17.6 Marking network objects in the network

In the network, you can mark network objects as follows.
Marking active and passive network objects
Marking only active network objects
Accessing associated objects on the View menu

17.6.1 Marking active and passive network objects

You can mark network objects regardless of whether they are active or passive. You can edit or
delete marked network objects.

Note: Below, the standard procedure is described, which applies to most of the network
objects. Deviations from the standard procedure are described with the respective network
object.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the button of the desired network object type.
3. In the network, click the desired network object.

Note: If in the toolbar the Click only active objects button is activated, you can only
click active network objects (see "Marking only active network objects" on page 1122). In
this mode passive network objects are ignored.

The network object is marked. It is highlighted in red according to the default settings of the
graphic parameters. The Quick view window displays the attribute values of the network
object.

Note: In case of polygons, click the centroid of the network object or anywhere within the
boundary.

4. Press the CTRL key and click on further network objects.

The network objects are marked.

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 17.6.2 Marking only active network objects

Tip: You can also mark network objects:

in lists (see "Working with lists" on page 2507)
in the graphical and tabular timetable (see "Using the graphical and tabular timetable" on
page 2770)
in the Network window (see "Marking window" on page 980),
in the Quick view window (see "Quick view window" on page 981)
in signal time-space diagrams (see "Displaying signal time-space diagrams" on
page 2748),
in the matrix editor (see "Managing, showing and analyzing matrices" on page 1866)
in the schematic line diagram (see "Creating schematic line diagrams" on page 2707)
by searching the network object (see "Finding network objects in the network" on
page 1116).

Note: If there are a lot of marked network objects, synchronization may slow down the pro-
gram. Automatic synchronization is therefore deactivated after a certain number. If you still
want to synchronize a large number of marked objects, you can synchronize them manually
using the Synchronize marking item in the shortcut menu.

17.6.2 Marking only active network objects

You can specify that a user can only click active network objects in the network. This is useful, for
example, if you want to mark a network object that lies very close to other network objects of the
same type which shall yet not be marked. In this case passive network objects are ignored.

1. On the toolbar, click the Click only active objects button.

The icon is activated. You cannot click passive network objects.
2. In the network, click the desired network objects (see "Marking network objects in the network"
on page 1121).
Only active network objects are marked.

3. If you want to use all network objects, on the toolbar click the Click only active objects
button again.
All network objects can be clicked.

17.6.3 Selecting multiple network objects

In the network editor, you can select several objects of the selected network object type at the
same time.
1. Use the mouse to draw a rectangle containing the desired objects.
The objects within the rectangle are marked and can be edited together.

17.6.4 Accessing associated objects on the View menu

If you have marked one or several network objects, you can easily access associated objects.

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 17.6.4 Accessing associated objects on the View menu

1. Mark the desired network object(s) (see "Marking network objects in the network" on
page 1121).
The network objects are marked and highlighted in the network display.

Note: You can specify the colors and the line styles for the display of network objects marked
in the network and all associated network objects on the Graphics > Edit graphic
parameters > menu, Basis > entry, Marking 1 and Marking 2 option (see "Specifying
basic settings" on page 2551).

2. From the View menu, choose Tool window. Then click Marking.
You see a list of the selected network objects in the navigator.

Notes: A red dot indicates an object that is marked in the network. Green dots indicate asso-
ciated network objects.
If a network object is marked, the marked network object will be the first entry in the nav-
igator. All associated objects are arranged in categories and will be listed as subordinated
entries.
If several network objects are marked, the list of objects will be hierarchical:
The network object types and the categories will be listed as superordinated entries.
The network objects currently marked in the network (red) and their associated objects
(green) will be listed as subordinated entries.
Graphic elements that indicate the type of the relation to other network objects are described
elsewhere (see "Selection of attributes" on page 1073).

In the toolbar of the window, you can use the following icons to edit the display.

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17.6.4 Accessing associated objects on the View menu

Icon Name Description

Show Switch on/off so that only active objects will be displayed in the navigator
only act- (see "Using filters to set network objects active or passive" on page 1125
ive and "Setting network objects active/passive via the spatial selection" on
objects page 1152).
Note
The function is activated if the icon is pressed (red).
Expand Open all subordinated entries in the navigator
all Tip
If you want to open the subordinated entries one by one, click the icon.
Collapse Close all subordinated entries in the navigator
all Tip
If you want to close the subordinated entries one by one, click the icon.
Back to Back to previous marked network object
previous
marking
Go to Go to next marked network object
next mark-
ing

3. Click the desired associated object.

The selected network object is highlighted in the network display.

Notes: In the navigator, you can also select several objects at the same time if you hold
down the CTRL key while clicking the desired entries.
If you click on a category, all objects of the category are selected.

4. Click the Mark selected network objects icon.

The selected object is marked in the network. In the Marking window of the navigator, it is dis-
played at the top of the list of entries. In the Network window, the respective network object type
is selected.

Tip: Alternatively, you can double-click the desired object.

Note: With the Back to previous marking symbol , you return to the previously marked

network object. With the Go to next marking symbol , you get back to the later marked
network object.

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 17.7 Using filters to set network objects active or passive

Tip: You can edit marked network objects or objects associated with them by right-clicking the
object in the navigator and selecting the desired entry in the shortcut menu. The available edit-
ing functionalities are identical to those for editing marked network objects in the network dis-
play.

Note: In addition to the marked objects, you can highlight those network objects which are net-
work model-related to the marked network object (see "Showing/hiding extended markings" on
page 2554).

17.7 Using filters to set network objects active or passive

If you want to edit several network objects at the same time, you can filter them on the basis of
specified attributes. You can thus limit the entire network to a specific selection of network
objects.
By default, a filter affects the network objects of exactly one network object type (standard filter).
However, there are also hierarchical filters, where the filter conditions of a network object type
may affect other network object types, too (see "Working with hierarchical filters" on page 1134).
The following applies to standard filters:
Network objects, whose attributes comply with the filter settings, are set active.
Network objects, whose attributes do not comply with the filter settings, are set passive.
Notes: Network objects are only active if they comply with the current filter conditions and are
contained in the spatial selection (see "Setting network objects active/passive via the spatial
selection" on page 1152).
The OD pair filter works differently. It filters OD pairs between active zones (see "Modeling
demand" on page 1737).
The GIS object filter does not apply to all network objects of the network object type, but just for
one category of the GIS objects.
The POI filter is defined per category. Optionally, it also applies to the POIs of its sub-
categories. Furthermore, there is a filter over all POIs.
The Network > Network statistics menu provides an overview of how many network objects
per network object type are currently contained in the spatial selection, how many are filtered
and how many are active (see "Checking the state of all network objects" on page 1165).

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The example Filter shows the use of complex filters.

17.7.1 Opening a filter window

1. Right-click the Switch on/off filter symbol of the desired network object type.
The Filter for <Network object type> window opens.

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 17.7.2 Specifying filter conditions and applying filters

Tip: You can also call the Filter for <Network object type> window via the Filter > <Network
object type> menu.

Notes: For POIs and GIS objects, at least one category needs to be defined so that the window
opens.
For the network object types stops, stop areas, and stop points, the same window Filter for
PuT stops etc. opens in each case.

The upper part of the Filter for <Network object type> window contains options which apply to
the entire filter.
The lower part of the window usually contains a list in which you can define the filter conditions. In
hierarchical filters, several lists are arranged in tabs - one tab for each network object type of the
hierarchy.
In the list, each row is equivalent to a filter condition. The options in the list apply line by line (see
"Specifying filter conditions and applying filters" on page 1126).

17.7.2 Specifying filter conditions and applying filters

Note: Network objects are only active if they comply with the current filter conditions and are
contained in the spatial selection (see "Setting network objects active/passive via the spatial
selection" on page 1152).

1. Make sure that the filter window of the desired network object type is open (see "Opening a fil-
ter window" on page 1125).
2. Select the desired tab (hierarchical filters) or the desired category in the list (POI filter and GIS
object filter), if required.
3. Set up the filter conditions (see "Specifying a filter condition" on page 1127).
4. Select the desired options in the upper part of the filter window.

Element Description
Complement If the option has been selected, all network objects that comply with the fil-
ter conditions are set passive. All others are set active.
If the option has not been selected, the network objects that comply with
the filter conditions are set active. All others are set passive.
Note
If the Complement option has been selected for individual filter conditions, it
first has an effect on the individual filter conditions. They result in an overall
complement. The Complement option applies to the entire filter condition.
Undirected If the option has been selected, all network objects are active of which the
undirected values based on both directions comply with the respective filter
conditions.

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 17.7.2.1 Specifying a filter condition

Element Description
If the option has not been selected, only the directions of the network
objects will be active which comply with the respective filter conditions.
Example
A link has the following PrT volume:
From node 10 - To node 11 = 500
From node 11 - To node 10 = 700
As a filter condition, Volume[Veh] PrT ≤ 500 is specified.
If the option has been selected, no direction of the link will be active since the
undirected value of the volume is 1200 and the filter condition is thus not met.
If the option has not been selected, only the direction From node 10 - To
node 11 will be active, since the value lies within the specified range.
Note
The option is only provided in the link filter, turn filter, main turn filter and in
the connector filter.

5. Select the Use filter option.

Note: In the Filter applies to section of hierarchical filters, you also have to specify, to which
network object types the filter conditions shall apply (see "Working with hierarchical filters"
on page 1134).

6. Click the Preview button.

The network objects are displayed active and passive according to the current settings. The Fil-
ter for <Network object type> window remains open.
7. Edit the filter settings, if required.

Note: If you edit the filter settings, you need to click the Preview button again to refresh the
display.

8. Confirm with OK.

Tip: Alternatively, you can confirm your changes with ALT + ENTER.

The network objects are set active and passive according to the current settings.

17.7.2.1 Specifying a filter condition

1. Make sure that the filter window of the desired network object type is open (see "Opening a fil-
ter window" on page 1125).
2. Select the desired tab (hierarchical filters) or the desired category in the list (POI filter and GIS
object filter), if required.
By default, a row is displayed for the definition of a filter condition.
3. Click the empty button under the Attribute column header.

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17.7.2.1 Specifying a filter condition

The Attributes (<Network object type>) window opens.

4. Select the desired attribute (see "Selection of attributes" on page 1073).
5. Confirm with OK.
The selected attribute is displayed.
6. For each row, select the desired operator in the Operation column.

Note: Depending on the attribute type, different operations can be selected.

Element Description
Is contained in is contained in
Between (limits included) greater/equal to value 1 and smaller/equal to value 2
< Value smaller than value
< Attribute smaller than attribute
> Value greater than value
> Attribute greater than attribute
≤ Value smaller/equal to value
≤ Attribute smaller/equal to attribute
≥ Value greater/equal to value
≥ Attribute greater/equal to attribute
= Value equal to value
= Attribute equal to attribute
≠ Value unequal to value
≠ Attribute unequal to attribute
Is empty there is no entry
Contains all contains all (e.g. transport systems)
Contains none contains none (e.g. transport systems)
Contains at least one contains at least one (e.g. transport system)

7. In the Operand column, specify the desired value range.

Note: Depending on the selected attribute different input options are provided.

Tip: The number of decimal places shown for an attribute value depends on the attribute
unit. You can change the number of decimal places (see "Settings for decimal places,
aggregation functions, and connecting journeys" on page 1068).

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 17.7.2.1 Specifying a filter condition

Input Input of the value range

option
Two If you have selected a numerical attribute, two input fields are provided.
input If required, enter the lower limit of the value range in the left input field and the upper
fields limit of the value range in the right input field.
Notes
The upper and the lower limit are always included in the value range.
Empty entries are permitted, i.e. if you do not enter an upper limit, all values greater
than or equal to the lower limit are contained in the value range. If you do not specify
a lower limit, all values smaller than the upper limit are contained in the value range.
If you specify neither a lower limit nor an upper limit, only the network objects
without attribute values will be active.
One If you have selected an alphanumerical attribute, one input field is provided. Enter
input the string by which you want to filter.
field You have two input options:
complete string (sequence of characters), for example market
All network objects with the attribute value market are set active.
One or more characters in the correct order with a wildcard (*), for example
mark* or *et
All network objects with an attribute value that starts with mark or ends in et are
set active.
Notes
You can specify multiple wildcards in one string (* and ?). A question mark replaces
exactly one character. Wildcards can be located anywhere within the string.
This is a case-sensitive setting.
If you do not enter a value, only network objects without attribute values are active.
Field If the attribute has predefined attribute values, a button is provided instead of input
with but- fields. A click on the button opens a window in which you can select the desired
ton entries.
Tips
You can select several non-consecutive entries if you hold down the CTRL key while
clicking the desired entries.
You can select all entries by clicking the Select all button. You can discard your
selection by clicking the Select none button.

8. If required, select the Complement option in the column in which you define filter conditions.

Note: This option inverts the filter conditions of the respective row. If it has been selected,
exactly those network objects will be active which would usually be passive and vice versa.

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 17.7.2.2 Specifying combined filter conditions

Example 1

The link filter activates all links of the transport system Car and of the selected link types, whose
saturation exceeds 100%.

Example 2
Links are filtered by their link numbers.

Input of the filter conditions Effect

Attribute Value range Complement (all) Complement (line by line) Filtered links
from To
No. 2 5 2 ≤ No. ≤ 5
No. 2 5 No. < 2, No. > 5 *
No. 2 5 No. < 2, No. > 5 **
No. 2 5 2 ≤ No. ≤ 5*
No. 2 - No. ≥ 2
No. - 5 No. ≤ 5
No. 5 5 No. = 5

*) The complement applies to all value ranges of all selected attributes.

**) The complement only applies to the respective attribute.

Notes: If you want to delete a filter condition, mark the desired row and click the Delete
symbol.
You can duplicate (see "Duplicating filter conditions block by block" on page 1133) and move
(see "Moving filter conditions" on page 1133) filter conditions individually or in blocks.

17.7.2.2 Specifying combined filter conditions

1. Make sure that the filter window of the desired network object type is open (see "Opening a fil-
ter window" on page 1125).
2. Select the desired tab (hierarchical filters) or the desired category in the list (POI filter and GIS
object filter), if required.
3. Set up the filter conditions (see "Specifying a filter condition" on page 1127).
4. Click the Create button.

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 17.7.2.2 Specifying combined filter conditions

Another filter condition is created. In the first column, And is set automatically.

Concatenation Description
And The filter conditions linked with And are additive, i.e. a network object is
only active if it complies with all filter conditions linked by And.
Or A network object will be active if it complies with at least one of the filter con-
ditions linked by Or.
The input logic follows Morgan’s law:
A or B = not (not A and not B)

5. Click the And button, if required.

In the column, Or is set.
6. Specify another filter condition (see "Specifying a filter condition" on page 1127).
7. Insert further filter conditions, if required, and specify the kind of operation.

Notes: If you want to delete or copy a filter condition, select the desired row and click the
Delete or Duplicate button.
If you want to delete or copy multiple filter conditions, press and hold down the C TRL key,
select the desired rows and click the Delete or Duplicate button.

Examples for filter conditions

Filter conditions for links
Volume[Veh] PrT ≤ 1000
Saturation PrT < 100

The link filter filters all links that comply with both filter conditions (And operation).

The link filter filters all links that comply with at least one of the two filter conditions (Or operation).

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 17.7.2.3 Setting filter conditions in brackets

17.7.2.3 Setting filter conditions in brackets

In a filter with multiple conditions you can set brackets to ensure that the filter conditions are
applied correctly.
Brackets are only permitted in a filter condition if at least three rows exist with filter conditions.
1. Make sure that the Filter for <Network object type> window of the desired network object is
open and three or more filter conditions are defined.
2. In the filter window, mark the rows that you want to put in brackets. Press and hold down the
CTRL key and click at least two row numbers displayed one below the other.
The rows with the filter conditions are marked.
3. Click the Put into brackets button.
The marked filter conditions are put in brackets.
4. If you want to remove the brackets, mark the respective filter conditions and click the Remove
brackets button.
The brackets are removed.

Example
Filter conditions for links
Volume[Veh] PrT ≤ 1000
Saturation PrT < 100
Capacity PrT ≤ 1200

The link filter filters all links that have a maximum volume of 1000 and saturation below 100% or
have a maximum capacity of 1200 vehicles.

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 17.7.2.4 Duplicating filter conditions block by block

17.7.2.4 Duplicating filter conditions block by block

1. Make sure that the filter window of the desired network object type is open (see "Opening a fil-
ter window" on page 1125).
2. Hold down the CTRL key and select the filter conditions you want to duplicate.

Note: You can select single or multiple rows. Entire brackets are duplicated. If you have not
entirely marked bracket blocks, the closing bracket is moved backwards. The opening
bracket remains in position (see examples below).

3. Click the symbol.

The marked block of filter conditions is duplicated and inserted after the selection.

Example 1: Extend bracket term at the front

Original with marking A Or (B And C) Or D

After duplication A Or (B Or B' And C) Or D

Example 2: Extend bracket term at the end

Original with marking A Or (B AndC) Or D

After duplication A Or (B And C Or C') Or D

Example 3: duplicate entire bracket term

Original with marking A Or (B And C) Or D

After duplication A Or (B And C) AndA' Or (B' And C') Or D

Example 4: Extend bracket term at the front

Original with marking A Or (B And C) Or D

After duplication A Or (B And A' Or B' And C) Or D

17.7.2.5 Moving filter conditions

1. Make sure that the filter window of the desired network object type is open (see "Opening a fil-
ter window" on page 1125).
2. Hold down the CTRL key and select the filter conditions you want to move.

3. Click the  or  symbol to move the selected filter conditions up or down.

Note: You can select single or multiple rows. If you move filter conditions without enclosing
the opening or closing brackets, the brackets remain in place. In the other cases, the bracket
is removed.

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 17.7.2.6 Working with hierarchical filters

The selected filter conditions are moved up or down.

Example: Moving a single filter condition without including the brackets

Original with marking A Or B And C Or D

After moving up B Or A And C Or D
After moving down A Or C And B Or D

17.7.2.6 Working with hierarchical filters

By default, a filter affects the network objects of exactly one network object type. However, there
are also hierarchical filters, where the filter conditions of a network object type may affect other
network object types, too. This applies to stops, stop areas, stop points, lines, line routes, line
route items, time profiles, time profile items, vehicle journeys, vehicle journey items, vehicle jour-
ney sections, path sets, paths, and path items.
If, for example, you only want to filter the vehicle journey sections of a certain transport system,
proceed as follows. Filter the lines by the TSys Code attribute and thus at the same time all asso-
ciated vehicle journey sections. If, however, you want to filter, for example, all lines which use a
specific vehicle combination proceed as follows. Filter the vehicle journey sections by the Vehicle
combination number attribute and thus at the same time all lines.
For the hierarchical filter, you always need to specify two settings, which are independent of each
other:
Specify the filter conditions. These can be specified for one or more network object types.
Moreover, you can restrict a network object filter to single network objects.
Example: Out of a hierarchy A-B-C-D-E, set filter conditions for B and D.
Specify to which of the hierarchically linked network object types the filter shall apply. If you
exclude a network object type from the filter, this type will not be filtered and all network
objects will be active.
Example: Specify that the filter only applies to level C and D.
The network objects of the network object types to which the filter applies, are active if all of the fol-
lowing conditions apply:
The network object complies with its filter conditions.
On each higher level, the predecessor complies with the specified filter conditions.
On each lower level, either no filter conditions have been specified or filter conditions have
been specified and a consistent path exists to this level, on which each network object com-
plies with the conditions specified for that level.
In the above example, only network objects of level C and D can thus be filtered, depending on
the filter conditions that have been specified for B and D. The network objects of level A, B and E
will all be active, since the filter does not apply to them.

Example of a hierarchical filter of the line hierarchy

The line filter distinguishes between hierarchy objects (line, line route, time profile, vehicle jour-
ney, and vehicle journey section) and item objects (line route item, time profile item, vehicle jour-
ney item).

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 17.7.2.6 Working with hierarchical filters

A hierarchy object is active if, from this object, a path exists up and down in the hierarchy along
which the following applies on each level (even on the level of the object):
The hierarchy object fulfills its own filter criterion if one has been defined.
At least one associated item object fulfills its own filter criterion, if defined.
An item object is active if the associated hierarchy object is active and fulfills its own condition, if
defined.
In the following example, conditions have been defined for the levels line, line route, line route
item, time profile, time profile item and vehicle journey.

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17.7.2.6 Working with hierarchical filters

Active network objects Passive network objects

L1, since at least one item object fulfills its own con- P1, since none of the item
ditions objects fulfill their own con-
R1, since its own conditions are fulfilled and all item ditions
objects fulfill their conditions P1V1, P1V2, P1V3, since
P2, since it fulfills its own conditions and at least one they do not fulfill their own fil-
associated item object fulfills its own conditions ter conditions
R1V1, R1V2, R1V3 and R1V4, since they fulfill their F1 and F2, since their time
own conditions and the associated hierarchy object profile P1 is not active
(R1) is active
P2V1 and P2V3 are active, since they fulfill their own
conditions and the associated hierarchy object (P2) is
active

Note: Network objects are only active if they comply with the current filter conditions and are
contained in the spatial selection (see "Setting network objects active/passive via the spatial
selection" on page 1152).

1. Make sure that the filter window of the desired network object type is open (see "Opening a fil-
ter window" on page 1125).
2. Select the desired tab.
3. Set up the filter conditions (see "Specifying a filter condition" on page 1127).
4. Click the Selection on/off button.
The Selection window opens.

Note: This button is not provided for line route items, time profile items, and vehicle journey
items.

5. Select the network objects to which the specified filter conditions shall apply by clicking in the
desired rows of the list.

Element Description
Check all Use this button to select all rows.
Uncheck all Use this button to initialize a selection.
Invert Use this button to select the non-selected rows and vice versa.

Note: You can select several successive rows if you hold down the CTRL key and left-click
the desired rows.

6. Select the Use selection option.

7. Confirm with OK.
The button label is displayed in a different color.

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 17.7.2.7 Working with relations in filters

8. Select the Use filter option.

9. Select the Complement option, if required.

Note: If the option has been selected, all network objects that comply with the filter con-
ditions are set passive. All others are set active.

10. If required, select other tabs and specify further filter conditions.

Note: The labels of tabs, in which filter conditions have been specified, are displayed in a dif-
ferent color.

11. In the Filter applies to section, specify to which network object types the filter shall apply.

Note: In the line filter, you can select all options via the Check all button and deselect all
options via the Uncheck all button.

12. Confirm with OK.

The network objects of the network object types to which the filter applies, are set active or pass-
ive according to the filter conditions and the hierarchical relations.

17.7.2.7 Working with relations in filters

You can define filter conditions for indirect attributes using 1:n relations. So network objects can
be filtered for compliance with one or all relations. Thus, in each filter condition, select a relation,
an attribute of the network object at the other end of the relation, a set operation and an operator.
For example, you can filter all lines which do not traverse a certain link, or all zones connected to a
node.
1. Make sure that the filter window of the desired network object type is open (see "Opening a fil-
ter window" on page 1125).
2. Select the desired tab (hierarchical filters) or the desired category in the list (POI filter and GIS
object filter), if required.
By default, a row is displayed for the definition of a filter condition.
3. If required, select the Complement option in the column in which you define filter conditions.

Note: If it has been selected, exactly those network objects will be active which would usu-
ally be passive and vice versa.
If you use the Complement option together with a 1:n relation, please note that Com-
plement refers to the entire condition including the set operation. Applied to a 1:n relation,
this means that an All x =Value A condition becomes the One x ≠ Value A condition.

4. Click the (<Network object type>) button under the Relation column header.
The Relations (<Network object type>) window opens.
5. Open the desired relation.
6. Confirm with OK.

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17.7.2.7 Working with relations in filters

The desired relation is displayed.

Tip: By default, the first entry (<Network object type>) of the selection list is displayed, which
does not correspond to any relation.

7. Click the empty button under the Attribute column header.

The Attributes (<Network object type>) window opens.

Note: In the window not the attributes of the current network object are displayed but all
attributes for the destination of the selected relation.

8. Select the desired attribute.

9. Confirm with OK.
The selected attribute is displayed.
10. In the drop-down list, select the desired set operation from the Set operation column.

Element Description
One The operation is performed for the selected object.
All The operation is performed for all objects.

Note: The field is empty if no 1:n relation has been selected in the Relation column.

11. For each row, select the desired operator in the Operation column.

Element Description
Is contained in is contained in
Between (limits included) greater/equal to value 1 and smaller/equal to value 2
< Value smaller than value
< Attribute smaller than attribute
> Value greater than value
> Attribute greater than attribute
≤ Value smaller/equal to value
≤ Attribute smaller/equal to attribute
≥ Value greater/equal to value
≥ Attribute greater/equal to attribute
= Value equal to value
= Attribute equal to attribute
≠ Value unequal to value
≠ Attribute unequal to attribute
Is empty there is no entry

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 17.7.3 Switching filters on or off

Element Description
Contains all contains all (e.g. transport systems)
Contains none contains none (e.g. transport systems)
Contains at least one contains at least one (e.g. transport system)

12. Specify the desired value range.

Note: Depending on the selected attribute different input options are provided.

13. Confirm with OK.

The filter is applied.

Example 1
Find all lines not using link A
Network object is Line
Relation is Line routes\line route items
Attribute is InLink\name
Set operation is All
Operator is ≠ value
Value is A

Example 2
Find all zones connected to node 4711
Network object isZone
Relation is Origin connectors
Attribute is Node\number
Set operation is One
Operator is = value
Value is 4711
If you want to find all zones which are only connected to node 4711, you have to select the All set
operator.

17.7.3 Switching filters on or off

You can switch on/off filters quickly without having to delete the filter conditions.

Note: An overview of the active network object filters is available under Network > Network
statistics (see "Checking the state of all network objects" on page 1165).

17.7.3.1 Switching on filters

1. Make sure that filter conditions are specified (see "Specifying filter conditions and applying fil-
ters" on page 1126).

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 17.7.3.2 Switching off individual filters

2. Click the Switch on/off filter symbol of the desired network object type.

Note: If no filter conditions are specified, a window opens. If you confirm the query with Yes,
the filter window of the respective network object type opens. Specify the filter conditions
here (see "Specifying filter conditions and applying filters" on page 1126).

The filter will be switched on and the network objects are filtered according to the specified filter
conditions. The Switch on/off filter icon is pressed and displayed in a different color.

Tip: Alternatively, you can enable a network object filter by selecting the Use filter option in the
respective filter window (see "Specifying filter conditions and applying filters" on page 1126); in
case of hierarchical filters, in combination with the Filter applies to option (see "Working with
hierarchical filters" on page 1134).

17.7.3.2 Switching off individual filters

1. Click the Switch on/off filter symbol of the desired network object type.
The filter is switched off. All network objects which are contained in the spatial selection are act-
ive. The Switch on/off filter icon is not highlighted any more.

Tip: Alternatively, you can switch off a network object filter by selecting the Use filter option in
the respective filter window (see "Specifying filter conditions and applying filters" on
page 1126), and in case of hierarchical filters, in combination with the Filter applies to option
(see "Working with hierarchical filters" on page 1134).

17.7.3.3 Switching off several filters at the same time

1. On the Filter menu, click Set passive.
The Disable filter window opens.
2. Select the network object filters that you want to switch off.

Notes: You can only select the network object types with currently active filters.
Use the Check all button to select all network object filters and the Uncheck all button to
switch off all network object filters.

3. Confirm with OK.

The selected filters are switched off.

17.7.4 Initializing filter conditions

There are several ways to initialize filter conditions:
Initializing the filter conditions of a filter
Initializing the filter conditions of several filters
Initializing all filters during a procedure sequence

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 17.7.4.1 Initializing the filter conditions of a filter

17.7.4.1 Initializing the filter conditions of a filter

1. Make sure that the filter window of the desired network object type is open (see "Opening a fil-
ter window" on page 1125).
2. If required, select the desired category in the list (POI filter and GIS object filter).
3. Click the Initialize button.
All filter conditions of the filter are initialized. In case of hierarchical filters, the filter settings are ini-
tialized in all tabs.

17.7.4.2 Initializing the filter conditions of several filters

1. On the Filters menu, click Initialize.
The Initialize filter window opens.
2. Select the network object filters whose filter conditions you want to initialize.

Element Description
Uncheck all Use this button to deselect all network object filters.
Check all Use this button to select all network object filters.

Note: You can only select the network object types with currently active filters.

3. Confirm with OK.

The filter conditions of the selected network object filters are initialized.

17.7.4.3 Initializing all filters during a procedure sequence

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. In the desired position of the procedure sequence, insert the Initialize all filter settings pro-
cedure of the Miscellaneous category (see "Setting up and starting the procedure sequence"
on page 2015).
3. Execute the procedure (see "Setting up and starting the procedure sequence" on page 2015).
All filters are initialized.

17.7.5 Saving, reading and copying filters

You can read and save filter settings as follows.
Saving filters
Reading filters
Reading filters during a procedure sequence
Copying filters to a different Visum instance

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 17.7.5.1 Saving filters

17.7.5.1 Saving filters

You can save all filter settings in one file or save filters for individual network objects.

Saving all filters

You can save the currently specified filter settings of all network object types to a file.

Note: Specified filter conditions and active filters are also saved with the version file (see "Open-
ing and saving a version file" on page 1009).

1. On the Filters menu, click Save filter file.

The Save: Filter window opens.

Tip: You can also call the Save: Filter window in menu File > Save file as > > Filters

2. Enter the file name and the path, if required.

3. Click the Save button.
The filter conditions of all network object filters are saved.

Alternative method
1. Specify the desired filter settings for a network object type.
2. On the toolbar, click the Load/save filter button.
3. In the Save as field, enter a name for the file.
4. Press the ENTER key.
The settings are saved under the entered name to a filter file *.fil in the project directory for filter
files (see "Saving a project directories file" on page 1008).

Saving filters for a network object type

You can save the filter conditions for an individual network object type directly in the filter window.
1. Specify the desired filter settings for a network object type.
2. In the Filter for ... window, click the Load/save filter button.
3. Select the entry Save as new filter file.
4. In the entry field, enter the desired file name.

5. Confirm with .

Notes: You can cancel the process by clicking the symbol.

In the filter windows that contain several network objects (for lines, for example), you will find
the button on the tab pages of the individual network object types. The saved filter then only
contains the filter settings for the respective network object type.
The POI filter stores the filter settings for each category.

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 17.7.5.2 Reading filters

The settings are saved under the entered name to a filter file *.fil in the project directory for filter
files (see "Saving a project directories file" on page 1008).

17.7.5.2 Reading filters

You can import all filter settings of the network or of individual network object types.

Reading all filters

1. On the Filter menu, click Open filter file.
The Open: Filter window opens.

Tip: You can also call the Open: Filter window via menu File > Open > Open file > > Fil-
ters.

2. Select the desired file.

3. Click the Open button.
The Read filter window opens.
4. Select the network object filters that you want to read in.

Element Description
Initialize exist- If the option has been selected, all currently set filters which are not con-
ing filters first tained in the filter file are initialized when reading the filters.
Uncheck all Use this button to deselect all network object filters.
Check all Use this button to select all network object filters.

Note: Network object filters are grayed out in the list if they are not contained in the filter file.

5. Confirm with OK.

The selected network object filters are read in.

Alternative method
In the toolbar, select the desired filter file by clicking the respective entry using the small black
triangle next to the Save/Load filter button.

Notes: The list contains all filter files that are stored in the set project directory (see "Saving a
project directories file" on page 1008).
You can also delete filter files directly from the project directory using the Delete filter entry.

Reading filters for individual network object types

1. Open the filter window of the required network object type.
2. In the Filter for ... window, click the Load/save filter button.
All available filters are listed.
3. Select the name of the desired filter file from the list.

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 17.7.5.3 Deleting a filter

Notes: In the filter windows that contain several network objects (for lines, for example), you
will find the button on the tab pages of the individual network object types. The filter then only
contains the filter settings for the respective network object type.
In the POI filter, the filter settings are read in for each category and the filter is only read in for
the selected category.
The settings of the options Use filter, Complement, Undirected and Include sub-cat-
egories are also taken from the imported file.

The selected filter is read in.

17.7.5.3 Deleting a filter

You can delete filter files directly from the selected project directory via the filter window.
1. Open the filter window of the required network object type.
2. In the Filter for ... window, click the Load/save filter button.
3. Select Delete filter.
4. Click the name of the filter you want to delete.
The filter file is deleted from the set project directory.

17.7.5.4 Reading filters during a procedure sequence

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. In the desired position of the procedure sequence, insert the Read filter operation of the Mis-
cellaneous category (see "Setting up and starting the procedure sequence" on page 2015).

3. In the row of the inserted procedure, in the Variant/file column, click the symbol.
The Open: Filter window opens.
4. Select the desired file.
5. Click the Open button.
6. Execute the procedure (see "Setting up and starting the procedure sequence" on page 2015).
The filter file is read in.

Tip: Alternatively you can double-click the field in the Variant/file column and enter manually
path and file name.

17.7.5.5 Copying filters to a different Visum instance

You can copy a filter to the Clipboard and then to a different Visum instance.
1. Open the desired target file in another Visum instance.

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 17.7.6 Exception: Filter for OD pairs

2. In the source file, on the Filters toolbar of the program window, click the Store filter to tem-

porary file button .

3. Change to the target file where you want to paste the filter.

4. On the Filters toolbar, click the Read filter from temporary file button .
The Read filter window opens.
5. Make the desired settings (see "Reading filters" on page 1143).
6. Confirm with OK.
The filter conditions of the network object filter selected are copied to the target file and are imme-
diately applied.

17.7.6 Exception: Filter for OD pairs

The filter for OD pairs is fundamentally different from the network object filters since it exclusively
filters origin-destination pairs between zones and PuT paths. Thus, it does not serve to set indi-
vidual network objects active or passive (see "Modeling demand" on page 1737). The filter for OD
pairs allows you to filter and display PuT volumes and indicators in the network specifically for OD
pairs and PuT paths. Hereby, the filter conditions for PuT paths are subordinated to OD pair con-
ditions.
Path sequences and their items cannot be filtered directly by the OD pair filter. A path sequence
and its items are active if the OD pair is contained in the OD pair filter from its From-zone to its To-
zone. The OD pair filter affects the entire relation.
The filters have an effect on the following lists if in the respective list under Selection the Filter
for OD pairs entry has been selected.
PuT assignment statistics
PuT OD pairs
PuT paths
PuT path legs
Path sequences
Path sequence items
Note: The Main OD pairs filter provides the same filtering options for Main OD pairs as the fil-
ter for OD pairs for OD pairs. However, PuT paths cannot be filtered using this filter.

17.7.6.1 Opening an OD pair filter

1. Right-click the Switch on/off filter symbol of the OD pairs network object type.
The Filter for OD pairs of zones window opens.

Tip: You can also call the Filter for OD pairs of zones window via the Filters > OD pairs
menu.

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 17.7.6.2 Defining filter conditions for OD pairs and PuT paths

17.7.6.2 Defining filter conditions for OD pairs and PuT paths

Using the filter for OD pairs you can define conditions for OD pairs and PuT paths.

Setting conditions for OD pairs

You can filter relations between zones on the basis of the following conditions:
Direct distance between the centroids of the zones
Values of direct and indirect zone attributes
Values of a demand matrix
1. Make sure that the filter for OD pairs is open (see "Opening an OD pair filter" on page 1145).
2. Click the button below the Relation column header.
The Relations (OD pairs) window opens.
3. Open the desired relation.
4. Confirm with OK.
The selected relation is displayed.
5. Click the button below the Attribute column header.
The Attributes (OD pairs) window opens.
6. Select the desired attribute (see "Selection of attributes" on page 1073).
7. Confirm with OK.
The selected attribute is displayed.
8. Select the desired operator in the Operation column (see "Specifying a filter condition" on
page 1127).
9. Specify the desired value range.
10. Select the Complement option, if required.

Note: This option inverts the filter conditions of the respective row. If it has been selected,
exactly those network objects will be active which would usually be passive and vice versa.

11. Click the Create symbol, if required.

Tip: You can use and modify an existing filter condition by selecting the desired con-

dition, clicking the  Duplicate symbol and then making the desired changes to the
condition.

Another filter condition is created. In the Operation column, And is set automatically.

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 17.7.6.2 Defining filter conditions for OD pairs and PuT paths

Concatenation Description
And The filter conditions linked with And are additive, i.e. an OD pair is only act-
ive if it complies with all filter conditions linked by And.
Or An OD pair will be active if it complies with at least one of the filter con-
ditions linked by Or.
The input logic follows De Morgan’s law A or B = not (not A and not B).

12. Click the And button, if required.

In the Operation column, Or is set.
13. Specify another filter condition.
14. Insert further filter conditions, if required, and specify the kind of operation.

Note: If you insert more than three rows, in the Filter condition section, you can set brack-
ets in the filter condition using the Put into brackets button (see "Specifying combined filter
conditions" on page 1130).

15. If you want to delete a filter condition, mark the desired row and click the Delete symbol.

Tip: If you want to delete multiple filter conditions, press the CTRL key and keep it pressed.

Mark the desired rows an click the Delete symbol.

Example

The OD pair filter determines all relations which comply with the following conditions:
The origin is a zone which is part of a main zone with an AddValue ≥ 1000.
The direct distance between the centroids of the zones is ≤ 2 kilometers.
The From Zone Number is not equal to 100.

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17.7.6.2 Defining filter conditions for OD pairs and PuT paths

Setting filter conditions for PuT paths

In addition to the OD pair filters you can specify filter conditions for PuT paths in order to define
which PuT paths are included in the PuT network volumes.
1. Make sure that the filter for OD pairs is open (see "Opening an OD pair filter" on page 1145).
2. Select the PuT paths tab.
3. Click the button below the Relation column header.
The Relations (PuT paths) window opens.
4. Select the desired relation.
5. Confirm with OK.
The selected relation is displayed.
6. Click the button below the Attribute column header.
The Attributes (PuT paths) window opens.
7. Select the desired attribute (see "Selection of attributes" on page 1073).

Note: You can filter for the demand segment of the PuT path if you select the DSeg-Code
attribute. A path is allocated only to a demand segment if for this demand segment its
volume is > 0.

8. Confirm with OK.

The selected attribute is displayed.
9. In the drop-down list, select the desired set operation from the Set operation column.

Element Description
One The operation is performed for the selected object.
All The operation is performed for all objects.

Note: The field is empty if no 1:n relation has been selected in the Relation column.

10. In the Operation column, select the desired operator(see "Specifying a filter condition" on
page 1127).
11. Specify the desired value range.
12. Select the Complement option, if required.

Note: This option inverts the filter conditions of the respective row. If it has been selected,
exactly those PuT paths will be active which would turn passive due to the filter condition.

13. Click the Create button, if required.

Another filter condition is created. In the Operation column, And is set automatically.

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 17.7.6.3 Applying filters for OD pairs

Concatenation Description
And The filter conditions linked with And are additive, i.e. an OD pair is only act-
ive if it complies with all filter conditions linked by And.
Or An OD pair will be active if it complies with at least one of the filter con-
ditions linked by Or.
The input logic follows Morgan’s law:
A or B = not (not A and not B)

Note: If you insert more than three rows, in the Filter condition section, you can set brack-
ets in the filter condition using the Put into brackets button (see "Specifying combined filter
conditions" on page 1130).

14. Click the And button, if required.

In the Operation column, Or is set.
15. If you want to delete a filter condition, mark the desired row and click the Delete button.

Tip: If you want to delete multiple filter conditions, press the CTRL key and keep it pressed.
Mark the desired rows an click the Delete button.

17.7.6.3 Applying filters for OD pairs

1. Make sure that the filter for OD pairs is open (see "Opening an OD pair filter" on page 1145).
2. Define the filter conditions for the OD pairs and for the PuT paths, if required (see "Defining fil-
ter conditions for OD pairs and PuT paths" on page 1146).
3. Select the Use filter option.

Note: The option applies to both tabs of the Filter for OD pairs of zones window.

4. Click the Preview button.

The relations are set active and passive according to the current settings. The Filter for OD
pairs of zones window remains open.
5. Edit the filter settings, if required.

Note: If you edit the filter settings, you need to click the Preview button again to refresh the
display.

6. Confirm with OK.

The relations are set active and passive according to the current settings.

Note: In the graphic display and in listings, the OD pair filter has an effect on all volume skims:
Flow bundles and turn volumes
Volumes of links, connectors, turns, PuT paths and PuT lines
Boarding, alighting, and transfer passengers at stops

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 17.7.6.4 Filtering the traffic between two zones

17.7.6.4 Filtering the traffic between two zones

You can filter the traffic between specific types of zones.
The relative position in the area under consideration determines the type of zone. Internal zones
are zones, which lie within the area under consideration. External zones lie outside of the area
under consideration. Zones, whose relative position is not defined in the area under con-
sideration, are neutral.
You can evaluate the following kinds of traffic individually or in combination with each other and
then display the results graphically or in tables:
Traffic from internal zones to internal zones
Traffic from internal zones to external zones
Traffic from external zones to internal zones
Traffic from external zones to external zones

Note: With the OD pair filter, you cannot filter traffic of the types origin traffic, destination traffic,
and through traffic. For such evaluations, please use the subnetwork generator (see "Using the
subnetwork generator" on page 1557) or flow bundles (see "Displaying flow bundles" on
page 2471).

1. Click the Edit mode icon.

2. Click the Zones button.
3. Mark the zone or zones whose relative position you want to edit in the area under con-
sideration (see "Selecting zones" on page 1260).
4. Edit the relative position of the zone in the area under consideration via the drop-down list Rel-
ative state (see "Zones: Basis tab" on page 1256) or the attribute Relative state (see "Editing
the attribute values of zones" on page 1261).
5. Confirm with OK or press the ENTER key.
The relative state is changed.
6. Open the OD pair filter (see "Opening an OD pair filter" on page 1145).
7. Specify the filter conditions (see "Defining filter conditions for OD pairs and PuT paths" on
page 1146) as follows:
For each traffic type by which you want to filter, specify two filter conditions linked by AND
with the attributes From zone\Relative state and To zone\Relative state.
If you want to filter by more than on traffic types, link the pairs of filter conditions with OR.

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 17.7.7 Applying the volume attributes filter

8. Confirm with OK.

The traffic is filtered.

Note: Traffic from/to neutral zones is not taken into account for the output of traffic between
internal or external zones.

Example

The OD pair filter filters the following traffic types:

Traffic between zones of the relative state internal
Traffic from internal to external zones and
Traffic from external to internal zones
The number of OD pairs found between zones of the respective relative state is reduced by the
additional filter condition minimum direct distance ≥ 1 km.

17.7.7 Applying the volume attributes filter

1. On the toolbar, click the  Configure volume attributes filter symbol.
The Filter for volume attributes window opens.

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 17.8 Setting network objects active/passive via the spatial selection

2. Make the desired changes:

Element Description
Filter according Make sure that you have created filter conditions for OD pairs and/or
to active OD for public transport paths and that these filters are active (see "Defin-
pairs and public ing filter conditions for OD pairs and PuT paths" on page 1146).
transport paths If the option is selected, the values of all attributes that output volumes are
reduced based on the active OD pairs. If an additional condition for public
transport paths is defined, this condition also has an effect, because only
those public transport paths will be taken into account that meet this con-
dition.
Filter according Make sure that
to active conditions are active in the line filter
vehicle journey an assignment result with paths exists
sections or time not all vehicle journey sections or time profiles are active
profiles
If this option is selected, all volume attributes calculated in the assignment
will display a value reduced according to the filter settings.
The network object type on which the filter is evaluated depends on how
the paths were saved in the assignment (see "Settings for saving PuT
assignment results" on page 2180):
For connections, the filter is evaluated for active or selected vehicle
journey sections
For routes, the filter for active time profiles is evaluated.
Note: If there are neither routes nor connections, the filter cannot work.

3. Confirm with OK.

The volumes are filtered according to the current settings.

17.8 Setting network objects active/passive via the spatial selection

If you want to edit several network objects at the same time, via the spatial selection, you can set
the desired objects active and the remaining objects passive. You can thus limit the entire network
to a specific selection of network objects. By default, passive network objects are highlighted in
gray (see "Specifying basic settings for the Network editor window" on page 2551).

Notes: Network objects are active only if they are both included in the spatial selection and com-
ply with the current filter settings (see "Using filters to set network objects active or passive" on
page 1125).
The Network > Network statistics menu provides an overview of how many network objects
per network object type are currently contained in the spatial selection, how many are filtered
and how many are active (see "Checking the state of all network objects" on page 1165).

You have various options to set network objects active or passive via the spatial selection.

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 17.8.1 Selecting network object types for the spatial selection mode

Setting all network objects passive

Setting all network objects active
Setting single network objects active or passive
Setting network objects active within a polygon
Setting network objects active within territories
Notes: A spatial selection is not possible in case of system routes, lines, line routes, and all sub-
ordinated items.
Only network objects of network object types whose Switch on/off spatial selection option
has been selected, will be taken into account (see "Selecting network object types for the spa-
tial selection mode" on page 1153).

17.8.1 Selecting network object types for the spatial selection mode

1. In the Network editor window, click the Spatial selection mode icon.
The Spatial selection toolbar opens and in the Network window, the Switch on/off spatial
selection options are displayed.

2. Select the Switch on/off spatial selection option for the desired network object types.
Network objects of the network object types which are selected will be considered in the spatial
selection. All remaining network objects keep their respective active/passive state.

Tip: If you want to consider all network object types in the spatial selection, click the Select all

types for selection operations icon . If you do not want to consider any of the network
object types in the spatial selection, click the For selection operations, uncheck all types

symbol .

17.8.2 Setting all network objects passive

Note: Only network objects of network object types whose Switch on/off spatial selection
option has been selected, will be taken into account.

1. In the Network editor window, click the Spatial selection mode icon.
The Spatial selection toolbar is displayed.
2. On the Spatial selection toolbar, click the Remove all objects from the spatial selection

button .
All objects are set passive.

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 17.8.3 Setting all network objects active

17.8.3 Setting all network objects active

Notes: Only network objects of network object types whose Switch on/off spatial selection
option has been selected, will be taken into account.
Only network objects which comply with the current filter conditions can be set active (see
"Using filters to set network objects active or passive" on page 1125).

1. In the Network editor window, click the Spatial selection mode icon.
The Spatial selection toolbar is displayed.

2. In the Spatial selection toolbar, click the Include all objects into the spatial selection
icon.
All network objects are set active.

17.8.4 Setting single network objects active or passive

Notes: You cannot set single system routes, lines, line routes, paths, path items and all sub-
ordinated items active or passive (see "Setting lines active/passive" on page 1401).
You can set individual network objects active or passive, independent of the setting of the
Switch on/off spatial selection option.
Only network objects which comply with the current filter conditions can be set active (see
"Using filters to set network objects active or passive" on page 1125).

1. In the Network editor window, click the Spatial selection mode icon.
The Spatial selection toolbar is displayed.
2. In the Network window, click the button of the desired network object type.
3. Click on an active network object.

Note: In case of polygons, click the centroid of the network object or anywhere within the
boundary (see "Marking network objects in the network" on page 1121).

The network object is set passive.

4. Click on a passive network object.

Note: In case of polygons, click the centroid of the network object or anywhere within the
boundary (see "Marking network objects in the network" on page 1121).

The network object is set active.

Note: If you want to set just a few network objects active, set all network objects passive first by

clicking the icon, and then set the desired network objects active one by one.

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 17.8.5 Setting network objects active within a polygon

17.8.5 Setting network objects active within a polygon

Notes: You cannot set single system routes, lines, line routes, paths, path items and all sub-
ordinated items active or passive by specifying a polygon (see "Setting lines active/passive" on
page 1401).
Only network objects of network object types whose Switch on/off spatial selection option
has been selected, will be taken into account.
Only network objects which comply with the current filter conditions can be set active (see
"Using filters to set network objects active or passive" on page 1125).

1. In the Network editor window, click the Spatial selection mode icon.
The Spatial selection toolbar is displayed.

2. In the Spatial selection toolbar, click the Set spatial selection to the exclusive state
icon.
3. Hold down the CTRL key and click to define the polygon points of the planned polygon.
4. Press the ENTER key.

All network objects, which are located within the territory, are set active. Network objects outside
of the polygon are set passive.

Note: To zones, main zones, main nodes, POIs and GIS objects with polygons, the co-ordin-
ates of the centroid apply.

Tip: Alternatively, you can simply specify a rectangular section by defining the upper left corner
of the intended rectangle with a mouse click, then holding down the mouse key and dragging
the desired rectangle.

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 17.8.6 Setting network objects active within territories

17.8.6 Setting network objects active within territories

Notes: You cannot set single system routes, lines, line routes, paths, path items and all sub-
ordinated items active or passive by specifying a territory (see "Setting lines active/passive" on
page 1401).
Only network objects of network object types whose Switch on/off spatial selection option
has been selected, will be taken into account.
Only network objects which comply with the current filter conditions can be set active (see
"Using filters to set network objects active or passive" on page 1125).

1. In the Network editor window, click the Spatial selection mode icon.
The Spatial selection toolbar is displayed.

2. In the Spatial selection toolbar, click the Mark objects in territory for spatial selection
icon.
3. In the network, click the centroid of the desired territory or anywhere within its boundary (see
"Marking territories" on page 1325).
All network objects, which are located within the territory polygon, are set active. Network objects
outside of the polygon are set passive.

Note: To zones, main zones, main nodes, POIs and GIS objects with polygons the co-ordinates
of the centroid apply.

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 17.8.7 Inverting the active/passive state of network objects

17.8.7 Inverting the active/passive state of network objects

Notes: Only network objects of network object types whose Switch on/off spatial selection
option has been selected, will be taken into account.
Only network objects which comply with the current filter conditions can be set active (see
"Using filters to set network objects active or passive" on page 1125).

1. In the Network editor window, click the Spatial selection mode icon.
The Spatial selection toolbar is displayed.

2. On the Spatial selection toolbar, click the Invert spatial selection icon.
All passive network objects are set active and all active network objects are set passive.

17.8.8 Extending and reducing the spatial selection of network objects

Notes: Only network objects of network object types whose Switch on/off spatial selection
option has been selected, will be taken into account.
Only network objects which comply with the current filter conditions can be set active (see
"Using filters to set network objects active or passive" on page 1125).

1. Set the desired network objects active via the spatial selection.

2. On the Spatial selection toolbar, click the Add objects to spatial selection icon .
3. Select the desired network objects.
The additionally selected network objects are set active. All remaining network objects keep
their respective active/passive state.

4. On the Spatial selection toolbar, click the Exclude objects from spatial selection icon .
5. Select the desired network objects.
The additionally selected network objects are set passive. All remaining network objects keep
their respective active/passive state.

17.8.9 Saving a spatial selection of network objects

You can save the network objects which are currently contained in the spatial selection to a file.
The current spatial selection is saved with the version file.

1. In the Network editor window, click the Spatial selection mode icon.
The Spatial selection toolbar is displayed.

2. On the Spatial selection toolbar, click the Save spatial selection to file icon .
The Save active network objects window opens.

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 17.8.10 Reading a spatial selection of network objects

Tip: You can also call the Save active network objects window via the menu File > Save
file as > > Active network objects.

3. Enter the file name and the path, if required.

4. Click the Save button.
The current spatial selection is saved.

Note: The Network > Network statistics menu provides an overview of how many network
objects per network object type are currently contained in the spatial selection, how many are
filtered and how many are active (see "Checking the state of network objects" on page 1164).

17.8.10 Reading a spatial selection of network objects

You can read network objects which are contained in a spatial selection from file.

Note: Only network objects which comply with the current filter conditions can be set active
(see "Using filters to set network objects active or passive" on page 1125).

1. In the Network editor window, click the Spatial selection mode icon.
The Spatial selection toolbar is displayed.

2. On the Spatial selection toolbar, click the Read spatial selection from file icon .
The Open active network objects window opens.

Tip: You can also open the window Open: Active network objects under File > Open
file > > Active network objects.

3. Select the desired file.

4. Click the Open button.
The Read active network objects window opens.
5. Select the network object types for which you want to read the spatial selection from file.

Element Description
Add If the option has been selected, the currently active network objects remain
active. Other network objects might be set active when reading the data.
If the option has not been selected or if it is not available, only those network
objects will be active which are saved as active in the file.
Note
The option is only available if, in the network, at least one network object is pass-
ive.
Check all Use this button to select all options.
Uncheck Use this button to deselect all options.
all

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 17.9 Deleting network objects

6. Confirm with OK.

The respective network objects are set active or passive.

Note: The Network > Network statistics menu provides an overview of how many network
objects per network object type are currently contained in the spatial selection, how many are
filtered and how many are active (see "Checking the state of all network objects" on
page 1165).

17.9 Deleting network objects

There are several ways to delete network objects.
Deleting marked network objects
Deleting active network objects

17.9.1 Deleting marked network objects

1. Mark the network objects that you want to delete (see "Marking network objects in the network"
on page 1121).
2. Press the ENTER key.
A query might open.

Tip: You can also delete the marked network objects via the shortcut menu > entry Delete.

3. Confirm with OK.

17.9.2 Deleting several marked network objects

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the button of the desired network object type.
3. Mark the network objects that you want to delete (see "Marking network objects in the network"
on page 1121).
4. Press the DEL key.
A query might open.

Tip: You can also delete the marked network objects via the shortcut menu > entry Delete.

5. Confirm with OK.

Window Delete <network object type> possibly opens.
6. Select which network objects you want to delete.

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 17.9.3 Deleting active network objects

Element Description
Yes The network object listed in the window is deleted and also the network objects
with a reference to the object.
Yes for All remaining marked network objects are deleted, and also the network objects
all with a reference to the network objects.
No Neither the network object listed in the window is deleted nor the network objects
with a reference to the network object.
No for all Neither of the remaining marked network objects are deleted, nor the network
objects with a reference to these network objects.

Notes: If you click the Yes or No buttons, the query is displayed for the next network object
number.
With the Yes for all or No for all buttons, you only regard the remaining network objects, for
which neither Yes nor No has been clicked.

The confirmed network objects are deleted.

17.9.3 Deleting active network objects

For most network objects, you can delete active network objects as follows:
1. If required, set the network objects active that you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
2. With the right mouse button, click the button of the desired network object type in the Network
window.
A shortcut menu opens.
3. Select the Multi-delete entry.
A query might open.
4. Confirm with OK.
The Delete all active <network object type> window opens.
5. Select which network objects you want to delete.

Element Description
Yes The network object listed in the window is deleted and also the network objects
with a reference to the object.
Yes for All remaining active network objects will be deleted, and also the network objects
all with a reference to the network objects.

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 17.10 Automatic renumbering of network objects

Element Description
No Neither the network object listed in the window is deleted nor the network objects
with a reference to the network object.
No for all Neither of the remaining active network objects will be deleted, nor the network
objects with a reference to the network objects.

Notes: If you click the Yes or No buttons, the query is displayed for the next object number
where applicable.
With the Yes for all or No for all buttons, you only regard the remaining network objects, for
which neither Yes nor No has been clicked.

The confirmed network objects are deleted.

17.10 Automatic renumbering of network objects

You can have network objects in your network automatically renumbered. This is particularly
helpful after you have imported network objects into or deleted them from the network. The follow-
ing options are available for renumbering network objects:
Renumbering network objects during the procedure Read network additively (see "Spe-
cifying settings for conflict avoidance and conflict handling" on page 1025)
Renumbering network objects in the Network window via the Edit menu
Renumber network objects via the Network menu and the submenu entry Renumber.
If you want to renumber network objects during the procedure, Visum shows you the objects avail-
able for renumbering.
The following table lists the network objects that you can renumber in the Network window, via
the Network menu.

Network object type Renumber via Renumber via Net- Renumber via Edit
Network window work menu menu
Turn standards X
Zones X X
Detectors X X
Vehicle journeys X X
Territories X X
Stop points X X
Stops X X
Stop areas X X
Nodes X X
Coupling sections X X
Restricted traffic areas X X

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 17.10.1 Automatically renumbering network objects in the Network window

Network object type Renumber via Renumber via Net- Renumber via Edit
Network window work menu menu
Main zones X X
Main nodes X X
PuT operators X
PuT vehicle units X
PuT vehicle com- X
binations
PuT coordination X
groups
PuT fare zones X
PuT valid days X
Stage templates X
Stage template sets X
POIs X X
Screenlines X X
Signal coordination X
groups
Links X X
Fleet compositions X
Count locations X X

17.10.1 Automatically renumbering network objects in the Network window

1. If required, set the network objects active that you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).

2. In the Network editor window, click the Edit mode icon .

3. In the Network window, right-click the network object type of your choice.
4. From the shortcut menu, choose Renumber.
5. Make the desired changes:

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 17.10.2 Automatically renumbering network objects via the Network menu

Element Description
Renumber Select this option to renumber active objects only.
only active Note
objects If the new number section includes non-active network objects, the num-
bers of these objects are skipped and the next number available is
assigned.
Target num- Start number
bers section First number assigned during renumbering
Increment
Difference between the new numbers

6. Confirm with OK.

The network objects are renumbered, starting with the start number up to the actual number of
matrices (N).

Note: To renumber vehicle journeys, from the Lines shortcut menu, choose Renumber
vehicle journeys.

17.10.2 Automatically renumbering network objects via the Network menu

1. From the Network menu, choose the desired network object type.
The <network object type> window opens.
2. If required, select the tab of the desired network object type.

3. In the Operations section, click the Renumber button .

4. Make the desired changes:

Element Description
Target numbers section Start number
First number assigned during renumbering
Increment
Difference between the new numbers

5. Confirm with OK.

The network objects are renumbered, starting with the start number up to the actual number of
matrices (N).

Note: The PuT valid days are numbered starting with 2, as the valid day Daily is always num-
ber 1.

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 17.10.3 Automatically renumbering network objects via the Edit menu

17.10.3 Automatically renumbering network objects via the Edit menu

1. From the Edit menu, choose the desired Network objects [group name] > then the desired
network object type, then > Renumber.
2. Make the desired changes:

Element Description
Renumber Select this option to renumber active objects only.
only active Note
objects If the new number section includes non-active network objects, the num-
bers of these objects are skipped and the next number available is
assigned.
Target num- Start number
bers section First number assigned during renumbering
Increment
Difference between the new numbers

3. Confirm with OK.

The network objects are renumbered, starting with the start number up to the actual number of
matrices (N).

Note: To renumber vehicle journeys, from the Lines shortcut menu, choose Renumber
vehicle journeys.

17.11 Checking the state of network objects

You can check how many objects of a network object type exist in the network and how many of
these are contained in the spatial selection, filtered, active and passive. Network objects are act-
ive if they both comply with the set filters and are contained in the spatial selection.

17.11.1 Checking the state of a network object type

1. In the Network window, move the mouse pointer over the button of the desired network object
type.
A tooltip is displayed.

Element Description
Red dot A red dot indicates that the spatial selection does not contain all network objects of
the respective type.
Tooltip The tooltip displays the number of network objects of the respective type that exist in
the network and the number of active network objects of the respective type.

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 17.11.2 Checking the state of all network objects

17.11.2 Checking the state of all network objects

You can get an overview of the network objects which are currently filtered, active, and contained
in the spatial selection.
1. On the Network menu, click Network statistics.
The Network statistics window opens.
2. Select the Base network tab.
For the network objects of the base network, the current states are displayed.
3. Select the PuT network tab.
For the network objects of the PuT network, the current states are displayed.

17.12 Managing boundaries of polygonal network objects

Note: You can edit the boundaries of main nodes, zones, main zones, territories, restricted
traffic areas, and polygonal POIs.

Boundaries of polygonal network objects are polygons that define the boundaries and the spatial
extent of network objects.
You can specify a boundary immediately when creating a network object or afterwards.
By default, boundaries consist of only one surface (see Fundamentals: Chpt. 3.5, page 179). You
can, however, also specify boundaries that consist of several faces (see "Creating new faces" on
page 1172). Visum normalizes surfaces automatically when they are created or edited.
You can position new polygon points directly on existing polygon points or on point objects and
merge them, if required. The following point objects can be used:
Node
Stops
Stop areas
Stop points
From and To points of edges
You can edit boundaries as follows:
Creating a boundary
Editing polygon points
Creating new faces
Deleting faces
Deleting boundaries
Normalizing all surfaces
Merging all polygon points with identical co-ordinates
Fuzzy alignment of surfaces

17.12.1 Creating a boundary

Prerequisite is that no boundary has been defined yet for the desired network object.

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17.12.1 Creating a boundary

1. Under Edit > User Preferences > GUI > Network editor, select option Permit interactive
editing of geometries.

Note: Alternatively, on the toolbar of the Network editor, click the  Permit interactive
editing of geometries icon or select entry Permit interactive editing of geometry on the
shortcut menu of the polygonal network object.

2. Mark the desired network object (see "Marking network objects in the network" on page 1121).
3. Right-click the marked object.
4. On the shortcut menu, click Create face.
Visum switches to the Insert mode for boundaries.
5. Insert at least three polygon points where you need them with consecutive anti-clockwise
clicks.

Note: You can also use polygon points of existing polygons for the new polygon. To do so,
under Edit > User preferences > GUI > Network editor, select option Automatic snap-
ping of vertices and specify a Snap radius (see "Merging polygon points of two polygons"
on page 1170).

The edges of the boundary polygon are displayed as a rubber band. The hatching and the
arrows indicate the direction of the surface (see Fundamentals: Chpt. 3.5, page 179).

Notes: Even though you can also insert the polygon points in a clockwise direction, this
would create a so-called negative face (=hole), which cannot be saved as boundary as no
surface exists yet from which it can be cut out (see Fundamentals: Chpt. 3.5, page 179).
If you have selected the Automatic snapping of vertices option on the Edit menu under
User preferences > GUI > Network editor, adjacent points of other polygons or allowed
point objects are displayed as small squares. The square at the mouse pointer snaps to a
square as soon as you get close enough. This way, you can use existing points explicitly. If
you shift the polygon point later on, both polygons will be changed automatically.

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 17.12.2 Editing polygon points

6. Confirm the definition of the boundary by placing the last point of the polygon on top of the first
point or press ENTER.
The boundary is created and the polygon points are highlighted.

Note: If you confirm the definition of the boundary with ENTER, the coordinates of the click
point are not saved as polygon point.

Tip: You can use parts of existing faces when creating a new boundary if you hold down the
CTRL key while clicking the first point of the polygon to be used and then clicking the last
point. In a preview, you can see which points will be used and in which direction the polygon
runs.

7. If required, reshape the boundary (see "Managing boundaries of polygonal network objects" on
page 1165).
This option merges polygon points that you inserted with the snap function with the original
polygon point. If you shift the polygon point later on, both polygons will be changed auto-
matically.
8. Confirm with OK.
Depending on the network object type, the following applies:
In case of zones, territories, and polygonal POIs, the new boundary is created and the
step ends here.
In case of main nodes, main zones and restricted traffic areas, a query may open. Pro-
ceed with the next step.
9. Confirm with Yes.
The network objects (nodes, zones or links) which are within the boundary, are allocated to the
higher-level network object (main node, main zone, or restricted traffic area), and the boundary is
inserted. The surface is normalized automatically.

Note: If you want to create the main node, the main zone, or the restricted traffic area with a
boundary but without allocated partial network objects, click No in the query. You can also alloc-
ate the network objects later (see "Allocating nodes to one or multiple main nodes" on
page 1299 and "Editing main node attributes in the list view" on page 1573).

17.12.2 Editing polygon points

Prerequisite is that a boundary has already been defined for the desired network object (see
"Creating a boundary" on page 1165).

17.12.2.1 Creating polygon points

1. Make sure that the Permit interactive editing of geometries ausgewählt ist.
2. Mark the desired network object (see "Marking network objects in the network" on page 1121).
3. Press the CTRL key and keep it pressed.

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 17.12.2.2 Shifting polygon points

4. Move the mouse pointer to the position of the boundary where you want to insert a polygon
point.
A plus sign is displayed next to the mouse pointer and a highlighted polygon point is displayed
at the position of the boundary.
5. On the boundary, click the position, where you want to create the polygon point.

The polygon point is created.

6. Create further polygon points, if required.
7. Confirm with OK.
Depending on the network object type, the following applies:
In case of zones, territories, and polygonal POIs, the new boundary is created imme-
diately and the step ends here.
In case of main nodes, main zones and restricted traffic areas, a query may open. Pro-
ceed with the next step.
8. Confirm with Yes.
The partial network objects (nodes, zones or links) that lie within the boundary are allocated to the
higher-level network object (main node, main zone, or restricted traffic area) and the new bound-
ary is applied.

Note: If you want to create the main node, the main zone, or the restricted traffic area with a
boundary but without allocated partial network objects, click No in the query. You can also alloc-
ate the partial network objects later (see "Allocating nodes to one or multiple main nodes" on
page 1299 and "Editing main node attributes in the list view" on page 1573).

17.12.2.2 Shifting polygon points

1. Mark the desired network object (see "Marking network objects in the network" on page 1121).
2. Make sure that the Permit interactive editing of geometries has been selected (see "Creat-
ing a boundary" on page 1165).

Tip: You can also call the Permit interactive editing of geometries via the shortcut menu
of the selected network object or from the Edit menu, choose > User Preferences > Net-
work editor.

3. Point at the desired polygon point.

The point is highlighted and a move cursor is displayed at the mouse pointer.
4. Click the desired polygon point and hold down the mouse button.
5. Drag the polygon point to the new position and release the mouse button.

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 17.12.2.3 Deleting polygon points

Tips: If you press the ESC key while dragging, you can cancel the action and the polygon
point is reset to its original position.
If you want to move a point that is also the point of another surface, hold down the SHIFT key
while moving to detach the point from the other surface. If you do not press the key, the other
polygon will be modified as well.

The polygon point is shifted and the boundary adjusted.

Notes: If you shift the polygon point to the position of a point of a different polygon, the poly-
gon points are merged. If you want to avoid merging polygon points, clear the Automatic
snapping of vertices option on the toolbar.
If you move the polygon point to a polygon point of the same polygon, a minus sign is dis-
played at the mouse pointer and the moved point is deleted when the mouse button is
released. If you hold down the SHIFT key during the process, an existing joint with a different
polygon point will be separated prior to the deletion. If a polygon has only three polygon
points, you cannot delete a point.

6. Shift further polygon points, if required.

7. Confirm with OK.
Depending on the network object type, the following applies:
In case of zones, territories, and polygonal POIs, the new boundary is created imme-
diately and the step ends here.
For main nodes, main zones and restricted traffic areas a query opens in some cases.
Proceed with the next step.
8. Confirm with Yes.
The network objects (nodes, zones or links), which lie within the boundary, are allocated to the
higher-level network object (main node, main zone or toll system) and the new boundary is saved.

Note: If you want to create the main node, the main zone, or the restricted traffic area with a
boundary but without allocated partial network objects, click No in the query. You can also alloc-
ate the partial network objects later (see "Allocating nodes to one or multiple main nodes" on
page 1299 and "Editing main node attributes in the list view" on page 1573).

17.12.2.3 Deleting polygon points

1. Make sure that the Permit interactive editing of geometries option is selected.
2. Mark the desired network object (see "Marking network objects in the network" on page 1121).
3. Press the CTRL key and keep it pressed.
4. With the mouse pointer, point at the polygon point that you want to delete.

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 17.12.2.4 Merging polygon points of two polygons

The polygon point is displayed transparently and a minus sign is displayed at the mouse
pointer. A preview of the new boundary is displayed.
5. Click the desired polygon point.

The polygon point is deleted and the boundary adjusted.

Notes: You can delete polygon points only if the boundary contains more than three polygon
points.

6. Delete further polygon points, if required.

7. Confirm with OK.
Depending on the network object type, the following applies:
In case of zones, territories, and polygonal POIs, the new boundary is created imme-
diately and the step ends here.
In case of main nodes, main zones and restricted traffic areas, a query may open. Pro-
ceed with the next step.
8. Confirm with Yes.
The partial network objects (nodes, zones or links) that lie within the boundary are allocated to the
higher-level network object (main node, main zone, or restricted traffic area) and the new bound-
ary is applied.

Note: If you want to create the main node, the main zone, or the restricted traffic area with a
boundary but without allocated partial network objects, click No in the query. You can also alloc-
ate the partial network objects later (see "Allocating nodes to one or multiple main nodes" on
page 1299 and "Editing main node attributes in the list view" on page 1573).

17.12.2.4 Merging polygon points of two polygons

When merging two polygon points, you first need to specify that a new polygon point may be cap-
tured by an existing one ("snapping").

Note: You can also simultaneously merge all polygon points in the network with the same
coordinates (see "Merging all polygon points with identical co-ordinates" on page 1175).

1. Make sure that the Automatic snapping of vertices option is selected via the menu Edit >
User Preferences > GUI > Network editor and specify a Snap radius.
2. Mark the desired network object (see "Marking network objects in the network" on page 1121).
3. Click the desired polygon point and hold down the mouse button.
4. Drag the polygon point to the position of the polygon point of a different polygon.

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 17.12.2.5 Separating merged polygon points

Adjacent polygon points of other polygons are displayed as small squares and are "snapped",
after a minimum distance (specified under User preferences) has been reached.
5. Release the mouse button.
The polygon point is moved and merged with another polygon point into a single point. The
edges between the merged polygon points are also merged.
For main nodes, main zones and restricted traffic areas a query opens in some cases.
6. Confirm with Yes.
The partial network objects (nodes, zones or links) that lie within the boundary are allocated to the
higher-level network object (main node, main zone, or restricted traffic area) and the new bound-
ary is applied.

Note: If you want to create the main node, the main zone, or the restricted traffic area with a
boundary but without allocated partial network objects, click No in the query. You can also alloc-
ate the partial network objects later (see "Allocating nodes to one or multiple main nodes" on
page 1299 and "Editing main node attributes in the list view" on page 1573).

17.12.2.5 Separating merged polygon points

1. Mark the desired network object (see "Marking network objects in the network" on page 1121).
2. Press F5.
The Edit course window opens.

Tip: You can also call the Edit course window via the shortcut menu > entry Edit course.

3. Hold down the SHIFT key.

4. Click the desired merged polygon point and hold down the mouse button.
5. Drag the polygon point to the new position and release the mouse button.

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 17.12.3 Creating new faces

The polygon points are separated and the boundaries adjusted.

6. Separate further merged polygon points, if required.
7. Confirm with OK.
Depending on the network object type, the following applies:
In case of zones, territories, and polygonal POIs, the new boundaries are created imme-
diately and the step ends here.
In case of main nodes, main zones and restricted traffic areas, a query may open. Pro-
ceed with the next step.
8. Confirm with Yes.
The partial network objects (nodes, zones or links), which lie within the boundary, are allocated to
the higher-level network object (main node, main zone, or restricted traffic area) and the new
boundary is saved.

Note: If you want to create the main node, the main zone, or the restricted traffic area with a
boundary but without allocated partial network objects, click No in the query. You can also alloc-
ate the partial network objects later (see "Allocating nodes to one or multiple main nodes" on
page 1299 and "Editing main node attributes in the list view" on page 1573).

17.12.3 Creating new faces

If, for a network object, you want to specify a boundary polygon, which consists of several faces,
you can create further faces (see Fundamentals: Chpt. 3.5, page 179).
1. Mark the desired network object (see "Marking network objects in the network" on page 1121).
2. Right-click in the network display.
3. From the context menu, choose New face.
4. Create a new face with consecutive mouse-clicks (see "Creating a boundary" on page 1165).
The edges of the boundary polygon are displayed as a rubber band. The hatching and the
arrows indicate the direction of the face.

Note: Depending on the direction in which you create the polygon points, the face either
belongs to the total surface or is cut out off another face (hole).
If you insert the polygon points in a counterclockwise direction, the face is part of the
total surface, i.e. a so-called positive face is created (see Fundamentals: Chpt. 3.5,
page 179).
If you insert the polygon point in a clockwise direction, the face is subtracted from the
other face, i.e. a so-called negative face is created. You can only create a negative face
within an existing face (see Fundamentals: Chpt. 3.5, page 179).

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 17.12.4 Deleting faces

5. To confirm the definition of the face, press ENTER.

The new face is created.
6. Create further faces, if required.
7. Confirm with OK.
Depending on the network object type, the following applies:
In case of zones, territories, and polygonal POIs, the new boundary is created and the
step ends here.
For main nodes, main zones and restricted traffic areas a query opens in some cases.
Proceed with the next step.
8. Confirm with Yes.
The partial network objects (nodes, zones or links) that lie within the boundary are allocated to the
higher-level network object (main node, main zone, or restricted traffic area) and the new bound-
ary is applied.

Note: If you want to create the main node, the main zone, or the restricted traffic area with a
boundary but without allocated partial network objects, click No in the query. You can also alloc-
ate the partial network objects later (see "Allocating nodes to one or multiple main nodes" on
page 1299 and "Editing main node attributes in the list view" on page 1573).

17.12.4 Deleting faces

You can delete individual faces of a boundary polygon that consists of several faces.
1. Make sure that the Permit interactive editing of geometries option is selected (see "Creat-
ing a boundary" on page 1165).
2. Mark the desired network object (see "Marking network objects in the network" on page 1121).
3. Right-click the desired face.
4. On the shortcut menu, click Delete face.

Tip: Alternatively, to delete a face, click it. Then hold down the CTRL key (all vertices of the face
are grayed out and a minus sign is displayed at the mouse pointer) and click the face again.

5. Delete further faces, if required.

Depending on the network object type, the following applies:
In case of zones, territories, and polygonal POIs, the changes are applied immediately
and the step ends here.
For main nodes, main zones and restricted traffic areas a query opens in some cases.
Proceed with the next step.
6. Confirm with Yes.
The partial network objects (nodes, zones or links) that lie within the boundary are allocated to the
higher-level network object (main node, main zone, or restricted traffic area) and the new bound-
ary is applied.

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 17.12.5 Shifting faces

Notes: If you want to create the main node, the main zone, or the restricted traffic area with a
boundary but without allocated partial network objects, click No in the query. You can also alloc-
ate the partial network objects later (see "Allocating nodes to one or multiple main nodes" on
page 1299 and "Editing main node attributes in the list view" on page 1573).
If you want to delete all faces of a boundary polygon at the same time, during step 4, click
Delete all faces on the shortcut menu.

17.12.5 Shifting faces

1. Make sure that the Permit interactive editing of geometries option has been selected.
2. In the network, click the face that you want to shift, and hold down the mouse button.
After a short delay, a move cursor is displayed at the mouse pointer.
3. Drag the mouse to desired position in the network and release the mouse button.

Tip: If you shift a face which shares vertices with another face, hold down the SHIFT key to sep-
arate the points.

17.12.6 Deleting boundaries

1. Make sure that the Permit interactive editing of geometries option is selected.
2. Mark the desired network object (see "Marking network objects in the network" on page 1121).
3. Right-click the face of the desired network object.
4. On the shortcut menu, click Delete all faces.
The boundary is deleted.

17.12.7 Normalizing all surfaces

You can normalize all surfaces in the network. In this process, the sizes of the surfaces are cal-
culated correctly (see Fundamentals: Chpt. 3.5.2, page 182).
You only need this functionality if you have previously read in a network or a shapefile without nor-
malizing the surfaces (see "Opening and saving a network file and adding comments" on
page 1013 and "Importing Shapefiles" on page 2427).
1. From the Edit menu, choose Surfaces > Normalize surfaces (self-intersecting test).
The Normalize surfaces (self-intersecting test) window opens.
2. Select the desired option for the network object types.

Element Description
All If this option has been selected, all surfaces of the network object type are nor-
malized.
None If this option has been selected, no surface of the network object type is nor-
malized.

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 17.12.8 Merging all polygon points with identical co-ordinates

Element Description
Only act-
ive ones If this option has been selected, the Open the 'Filters' dialog symbol
becomes available. You can activate network objects via the filter (see "Using fil-
ters to set network objects active or passive" on page 1125).

3. Confirm with OK.

The desired surfaces in the network are normalized.

17.12.8 Merging all polygon points with identical co-ordinates

You can merge all polygon points in the network that have the same co-ordinates. If two polygons
are merged, both polygons automatically change when shifting the polygon point. This is useful,
for example, if polygons have joint boundaries.

Note: You can already merge polygon points when inserting or editing polygons (see "Creating
a boundary" on page 1165 and "Merging polygon points of two polygons" on page 1170).
When reading in networks and shapefiles, you can specify whether polygon points with the
same co-ordinates shall be merged (see "Opening and saving a network file and adding com-
ments" on page 1013 and "Importing Shapefiles" on page 2427).

1. From the Edit menu, choose Surfaces > Merge points with identical co-ordinates.
2. Enter the desired number of decimal places. Two points are considered equal and combined if
their coordinates are equal after they have been rounded to the specified number of decimal
places.

Note: The default value for the number of decimal places is the value for Co-ordinates in the
network settings on the Attributes tab (see "Settings for decimal places, aggregation func-
tions, and connecting journeys" on page 1068)

All polygon points with the same co-ordinates are merged.

17.12.9 Fuzzy alignment of surfaces

You can perform a fuzzy alignment for all network surfaces. Then the points of a surface are
moved, within a defined threshold, towards a reference surface. This allows you to remove
unwanted overlaps or gaps (see Fundamentals: Chpt. 3.5.4, page 186).

Note: When importing shapefiles, you can specify whether you want to perform a fuzzy surface
alignment (see "Importing Shapefiles" on page 2427).

1. From the Edit menu, choose Surfaces > Fuzzy alignment.

The Fuzzy surface alignment window opens.
2. Make the desired changes.

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 17.12.9.1 Editing surface set

Element Description
Surface set column Selection of surfaces that are edited (see Editing surface set on
page 1176).
Tolerance column Enter a value for the tolerance range. The tolerance range spe-
cifies the radius within which the points of a surface may be
moved. If you enter 0 for a surface set, it becomes a reference
set and is not moved.
Adds an additional surface set.

Deletes the surface set selected.

Note
To select multiple surface sets, hold down the CTRL key and
click the desired entries.
Normalize surfaces after If the option has been selected, the fuzzily aligned surfaces will
execution be also be normalized (see Fundamentals: Chpt. 3.5.2,
page 182).
Merge all points with If the option has been selected, all points of the fuzzily aligned
identical co-ordinates surfaces with identical co-ordinates will be merged afterwards
after execution (all sur- (see "Merging all polygon points with identical co-ordinates" on
faces in network) page 1175).

3. Confirm with OK.

The desired surfaces in the network are aligned.

17.12.9.1 Editing surface set

You can select surfaces for fuzzy alignment.
1. From the Edit menu, choose Surfaces > Fuzzy alignment
The Fuzzy surface alignment window opens.
2. Click on the desired entry in the Surface set column.
The Select surfaces window opens.
3. Make the desired changes.

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 17.13 Managing transport systems, modes and demand segments

Element Description
Network object All
types If this option has been selected, all surfaces of the network object type are
Zones aligned.
Main None
zones If this option has been selected, no surface of the network object type is
Main aligned.
nodes
Only active ones
Territories
Points of If this option is selected, only the surfaces of the active network objects of
Interest the desired network object type are aligned. If this option has been selected,
Restricted
the symbol becomes available. You can set network objects active via
traffic
areas the filter (see "Using filters to set network objects active or passive" on
page 1125).
Only passive
If this option is selected, only the surfaces of the passive network objects of
the desired network object type are aligned.

If the option has been selected, the symbol becomes available. You
can set network objects passive via the filter (see "Using filters to set net-
work objects active or passive" on page 1125).

4. Confirm with OK.

17.13 Managing transport systems, modes and demand segments

Transport systems (TSys), modes, and demand segments (DSeg) serve to model supply and
demand (see Fundamentals: Chpt. 3.1.1, page 91).

Topics

Managing transport systems

Managing modes
Managing demand segments

17.13.1 Managing transport systems

Each transport system is allocated to a type of transport system (PrT, PuT, PuTWalk, PuTAux,
Sharing) (see Fundamentals: Chpt. 3.1.1.1, page 92).

17.13.1.1 Creating a transport system

1. On the Demand menu, click TSys/Modes/DSegs.
The TSys/Modes/DSeg window opens.
2. Select the Transport systems tab.

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 17.13.1.2 Properties and options of transport systems

3. Click the Create button.

The Create transport system window opens.
4. Enter the desired data (see "Properties and options of transport systems" on page 1178).
5. Confirm with OK.
The Create mode and demand segment automatically window opens.

Element Description
Create mode If the option has been selected, in addition to the transport system, a
and demand mode and a demand segment will be created and allocated to the transport
segment auto- system.
matically
If the option has not been selected, only the transport system will be cre-
ated. You can create a mode and a demand segment later on (see "Creat-
ing modes" on page 1182 and "Creating a demand segment" on page 1183)
and make the allocation.
Code Code for the mode and the demand segment
Name Name for the mode and the demand segment

Note: If the transport system is of type PuT, PuTWalk or PuTAux, and at least one PuT mode
already exists, the Permit TSys for modes window opens instead, in which you can alloc-
ate the transport system to an existing PuT mode.

6. Confirm with OK.

The newly created transport system is displayed in the list in the TSys/Modes/DSeg window.
7. Again, click OK to confirm.
The transport system is created and, if you have selected the option, also the associated mode
and demand segment.

17.13.1.2 Properties and options of transport systems

Element Description
Code Code of the transport system
Name Name of the transport system
Type Type of transport system
PrT
PuT
PuTWalk
PuTAux
Sharing
PCU Only for transport systems of the type PrT

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 17.13.1.2 Properties and options of transport systems

Element Description
Number of passenger car units per vehicle of the PrT transport system The value
indicates the effect of the volume of a vehicle of a PrT transport system.
Simulation- Only for transport systems of the type PrT
based For the following attributes, you can enter values for the simulation-based
assignment dynamic assignment.
(SBA) SBA reaction time
Temporal distance between a vehicle and the effective rear edge of the vehicle in
front
SBA effective vehicle length
Distance between the front edges of two consecutive vehicles stuck in traffic
SBA maximum wait time
Time that a vehicle waits at a node on a subordinate turn
Sharing sec- Only for transport systems of type Sharing
tion Station-bound
If the option is checked, the vehicle does not have to be returned at the station
where it was picked up. Each other station of the system can also be used as
return station.
Station-bound (Roundtrip system)
If the option is checked, the vehicle must be returned at the station where it was
picked up.
Free-floating system
If the option is checked, the selected vehicle can be parked and returned outside
of Sharing stations.
Has fixed booking period
If the option is checked, the customer defines the length of the car rental in
advance.
Average daily rentals
Average frequency of rentals for each vehicle within 24 hours
Note
This option is only provided if option Has fixed booking period has not been
checked.
Average daily rental duration
Mean duration of a rental per vehicle within 24 hours
Example: 5h means that each vehicle is rented for 5 out of 24 hours on average
Note
This option is only available if the Has fixed booking period option has been
checked.
Allows relocations

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17.13.1.2 Properties and options of transport systems

Element Description
If the option is checked, the operator may exchange vehicles between Sharing
stations to achieve an optimal occupancy. Use the input field Maximum number
of relocated vehicles per hour to enter the number of vehicles that can be relo-
cated network-wide within an hour (see Fundamentals: Chpt. 8.10.12.4,
page 674).
Has vehicle depot
Note
This option is provided only if the option Allows relocations has been selected.
If the option is checked, a depot exists for the Sharing system in which vehicles
can be retained that are not based at Sharing stations. Use the input field Num-
ber of vehicles to enter the total number of vehicles for the Sharing system. The
total number includes all vehicles at the stations of the system plus the vehicles
in the depot.
Note
If a depot exists, vehicles from the depot can be used for relocations. No vehicle
has to be transported from one station to another in this case, and a vehicle from
the depot can be used instead.
Occupancy rate
Number of persons present on average in the rented vehicle This number is
required to convert PuT passengers to vehicles.
Attributes Transfer network attributes from
If you select this option, you can specify a reference transport system.
Visum checks the network objects that have been allocated to the reference
transport system via TSysSet. Then it allocates these network objects to the new
transport system. Attributes which relate to the transport system are also trans-
ferred: for example VMax_PrTSys on a PrT link type, VDef_PuTSys on a PuT
link type and T_PuTSys on a PuT link. That means: The link types, turns, con-
nectors, etc. which are open for the reference transport system are also open for
this transport system.
All transport systems of the same type are available as reference transport sys-
tem. Additionally, for the PuT transport system type, all transport systems of the
PuT-Aux type are available. For PuT-Aux transport systems, any existing trans-
port systems of the PuT type are available. For Sharing transport systems, any
transport systems of the PrT type are available.
Enter only link type attributes
If you select this option, you can specify the link types that are open for this trans-
port system.
Besides, for PrT you specify the maximum speed (VMax PrT) and for PuT the
mean speed (v PuT) for the link types.
Default values by link type

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 17.13.1.3 Editing the attribute values of transport systems

Element Description
vMax PrT
Only for transport systems of the type PrT
Maximum speed of the PrT transport system
v PuT
Only for transport systems of the types PuT, PuTWalk, PuTAux and Sharing
Mean speed of the PuT transport system
Permitted for link type
Use the list to select the link types on which the transport system shall be per-
mitted.

17.13.1.3 Editing the attribute values of transport systems

1. On the Demand menu, click TSys/Modes/DSegs.
The TSys/Modes/DSeg window opens.
2. Select the Transport systems tab.
3. In the list of transport systems, select the transport system whose attribute values you want to
edit.
4. Click the Edit button.
The Edit transport system window opens.
5. Edit the values of the desired attributes (see "Properties and options of transport systems" on
page 1178).

Notes: If you want to edit the type of the transport system, you need to delete the transport
system and create it again with the correct type (see "Creating a transport system" on
page 1177).
You can edit the speeds vMax- PrT and v- PuT per link type or global type via menu
Network > Link types (see "Specifying link types" on page 1217).

6. Confirm with OK.

The attribute values of the transport system are changed.

17.13.1.4 Deleting transport systems

1. On the Demand menu, click TSys/Modes/DSegs.
The TSys/Modes/DSeg window opens.
2. Select the Transport systems tab.
3. In the list, select the transport system that you want to delete.
4. Click the Delete button.
A query opens.

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 17.13.2 Managing modes

Note: You can only delete public transport systems if they are not used by a line (see
"Managing lines" on page 1396).

5. Confirm the query with Yes.

The transport system is deleted.

17.13.2 Managing modes

A mode comprises either one private transport system or several public transport systems (see
Fundamentals: Chpt. 3.1.1.2, page 94).

17.13.2.1 Creating modes

1. On the Demand menu, click TSys/Modes/DSegs.
The TSys/Modes/DSeg window opens.
2. Select the Modes tab.
3. Click the Create button.
The Create mode window opens.
4. Enter the desired data (see "Properties and options of modes" on page 1182).
5. Confirm with OK.
The mode is created.

Note: You can automatically create modes when creating transport systems (see "Creating a
transport system" on page 1177).

17.13.2.2 Properties and options of modes

Element Description
Code Code of the mode
Name Name of the mode
Type Type of transport system (PrT or PuT)
Transport sys- The list contains all transport systems of the selected type (PrT or PuT).
tems Marked transport systems are allocated to the mode.
Note
To a mode of type PrT, you can allocate only one PrT transport system.
Interchangeable If this option is selected, not all journeys of a chain necessarily have to
use the mode, but it can be replaced by a different mode.
If this option is not selected, all journeys of a chain are required to use the
mode.
Note
This option is only relevant for demand modeling with the EVA and the tour-
based model (see "Modeling demand" on page 1737).

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 17.13.2.3 Editing the attribute values of modes

17.13.2.3 Editing the attribute values of modes

1. On the Demand menu, click TSys/Modes/DSegs.
The TSys/Modes/DSeg window opens.
2. Select the Modes tab.
3. In the list, select the mode whose attribute values you want to edit.
4. Click the Edit button.
The Edit mode window opens.
5. Edit the values of the desired attributes (see "Properties and options of modes" on page 1182).
6. Confirm with OK.
The attribute values of the mode are changed.

17.13.2.4 Deleting modes

1. On the Demand menu, click TSys/Modes/DSegs.
The TSys/Modes/DSeg window opens.
2. Select the Modes tab.
3. In the list, select the mode that you want to delete.
4. Click the Delete button.
A query opens.
5. Confirm the query with Yes.
The mode is deleted.

Note: Together with the selected mode, all associated demand segments and demand descrip-
tions are deleted.

17.13.3 Managing demand segments

A demand segment belongs to exactly one mode. Therefore, a demand segment is the link
between transport supply and transport demand (see Fundamentals: Chpt. 3.1.1.3, page 94).

17.13.3.1 Creating a demand segment

1. On the Demand menu, click TSys/Modes/DSegs.
The TSys/Modes/DSeg window opens.
2. Select the Demand segments tab.
3. Click the Create button.
The Create demand segment window opens.
4. Enter the desired data (see "Properties and options of demand segments" on page 1184).
5. Confirm with OK.

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 17.13.3.2 Properties and options of demand segments

The demand segment is created.

Note: You can automatically create demand segments when creating transport systems (see
"Creating a transport system" on page 1177).

17.13.3.2 Properties and options of demand segments

Element Description
Code Code of the demand segment
Name Name of the demand segment
Mode Use the drop-down list to allocate the demand segment to a mode.
Occupancy rate Factor which is used to convert matrix values available as vehicle jour-
neys into number of persons
Projection factors of For analysis period
assignment time peri- Factor which is used to convert the demand values of the assignment
ods time period to the analysis period (see "Projecting matrix values" on
page 1954).
For analysis horizon
Factor which is used to convert the demand values of the assignment
time period to the analysis horizon (see "Projecting matrix values" on
page 1954).

17.13.3.3 Editing the attribute values of demand segments

1. On the Demand menu, click TSys/Modes/DSegs.
The TSys/Modes/DSeg window opens.
2. Select the Demand segments tab.
3. In the list, select the demand segment whose attribute values you want to edit.
4. Click the Edit button.
The Edit demand segment window opens.
5. Edit the values of the desired attributes (see "Properties and options of demand segments" on
page 1184).
6. Confirm with OK.
The attribute values of the demand segment are changed.

17.13.3.4 Selecting a time reference for demand segments

For PuT demand segments, you can specify whether they refer to the arrival or departure time.
The setting applies to the procedures timetable-based PuT assignment and Calculate PuT skim
matrix (see Fundamentals: Chpt. 8.10.2, page 625).
1. On the Demand menu, click Demand data.
The Demand data window opens.

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 17.13.3.5 Deleting demand segments

2. Select the Demand segments tab.

3. In the list, select the PuT demand segment whose attribute value you want to change.
4. In the list, in the Time reference list column, click the settings of your choice.
5. Confirm with OK.
The time reference of the demand segment is changed.

17.13.3.5 Deleting demand segments

1. On the Demand menu, click TSys/Modes/DSegs.
The TSys/Modes/DSeg window opens.
2. Select the Demand segments tab.
3. In the list, select the demand segment that you want to delete.
4. Click the Delete button.
A query opens.
5. Confirm the query with Yes.
The demand segment is deleted.

Note: If you delete a demand segment, all associating demand descriptions will also be
deleted.

17.14 Managing nodes

Nodes are point objects, which specify the location of intersections, merging links or points in road
and rail network. They are start and end points of links. Via nodes, zones are connected to the net-
work (see Fundamentals: Chpt. 3.1.2, page 95).

17.14.1 Creating a node

You can create a node on a link or in any desired position in the network.

Note: If you want to create a node on a link, you first need to split the link (see "Splitting a link"
on page 1238).

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Nodes button.
3. In the network, click the position where you want to insert the node.

Tip: You specify settings for the newly inserted network object directly in the Quick view
(Nodes) window. If you want to display the Create node window when inserting the object,
you can right-click the Nodes button in the Network window, activate Show dialogs when
inserting objects, and directly adjust settings for the newly created network object.
The attributes of nodes are described in the Junction editor chapter (see "Editing node attrib-
utes in the list view" on page 1570)

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 17.14.2 Properties and options of nodes

The node is inserted in the network. Create additional nodes as needed.

17.14.2 Properties and options of nodes

You can edit all nodes and their attributes in the junction editor. The Junction editor opens if you
double-click the desired node (see "Editing a node in the junction editor" on page 1568).

17.14.3 Finding a node

How to find nodes is described for all network objects (see "Finding network objects in the net-
work" on page 1116).

17.14.4 Selecting nodes

There are several ways to select nodes in order to edit them in another step.
Marking nodes
Setting nodes active/passive

17.14.4.1 Marking nodes

How to mark nodes is described for all network objects (see "Marking network objects in the net-
work" on page 1121).

17.14.4.2 Setting nodes active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.14.5 Editing the attribute values of nodes

You can edit the attribute values of one node, all marked nodes or all (active) nodes.

17.14.5.1 Editing the attribute values of a node

You can edit the attribute values of single nodes in the junction editor or edit the attribute values of
all or all active nodes (see "Junction editor and signal control" on page 1562).

17.14.5.2 Editing the attribute values of marked nodes

1. Mark the desired nodes whose attribute values you want to edit (see "Selecting nodes" on
page 1186).
2. Press the ENTER key.
The Multi-edit nodes: <number> objects window opens.

Tip: You can also call the Multi-edit nodes: <Number> objects window via the context
menu > entry Edit or double-click the last node to be marked.

3. Edit the values of the desired attributes (see "Editing node attributes in the list view" on
page 1570 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.

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 17.14.5.3 Editing the attribute values of all or all active nodes

4. Click the Close button.

17.14.5.3 Editing the attribute values of all or all active nodes

Note: If there are no passive nodes in the network, all nodes are edited. Markings of nodes are
ignored.

1. If required, set the nodes active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected nodes are active.
2. In the Network window, right-click the Nodes button.
The Nodes shortcut menu opens.
3. Select the Multi-edit entry.
The Multi-edit nodes window opens.
4. Select whether you want to edit the attribute values of all nodes or just the active ones.

Element Description
Only active If the option has been selected, only active nodes will be taken into
ones account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Editing node attributes in the list view" on
page 1570 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.14.6 Moving nodes

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Nodes button.
3. In the network, click the node that you want to move and hold down the left mouse button.
4. Drag the node to the new position and release the mouse button.
The node is moved. If the node has an object assigned, e.g. a stop that lies on the same coordin-
ate surface, the object is moved to the new position together with the node.

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 17.14.7 Merging nodes

Notes: If you press the ESC key while dragging, you can cancel the action and the node is
reset to its original position.
If you move the node onto another node that is suitable for merging, a lasso symbol is dis-
played. If you release the mouse button, the Merge nodes window opens (see "Merging
nodes" on page 1188).
The link length is automatically adjusted if the option Use link length of link geometry is
selected in the menu Edit > User preferences > navigator entry Network > Links.

Tip: You can also edit the node coordinates in the Junction editor (see "Editing a node in the
junction editor" on page 1568).

17.14.7 Merging nodes

Notes: If parallel links would be created, you cannot merge the respective nodes.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Nodes button.
3. In the network, click the node that you want to merge and hold down the left mouse button.
4. Drag the node to the position of another node and release the mouse button.
The Merge nodes window opens.

Note: If the nodes cannot be merged, the node is moved without any message being dis-
played or window being opened.

5. Select the desired options.

Element Description
Use data Of moved node
of which The node number and all other attribute values of the moved node and its stop
node? points are used as values for the merged node and stop point.
Of target node
The node number and all other attribute values of the target node and its stop
points are used as values for the merged node and stop point.
Do not show dialog again
If you select this option, the dialog will no longer be displayed when merging
nodes, and the current setting for taking over the data will always be used.
Tip
Under Edit > User preferences > GUI > Network editor in section Data transfer
when merging nodes, you can permanently specify whether the data of the
dragged node shall be transferred to the target node or not. If the setting Ask
every time is selected here, the query always opens when you merge nodes.

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 17.14.8 Automatically connecting nodes via links

Note: If you merge the nodes, the current assignment result is deleted.

6. Confirm with OK.

The nodes and, if applicable, their stop points are merged. Depending on the setting, stops and
stop points will also be shifted.

17.14.8 Automatically connecting nodes via links

The aim is the automatic generation of links between two sets of nodes. All nodes marked in the
network are origin nodes. Destination nodes are all nodes active at the beginning of the pro-
cedure.
1. Mark the nodes that you want to connect with destination nodes.
2. If required, set the nodes active which you want to connect with origin nodes via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
3. In the Network window, right-click the Nodes button.
A shortcut menu opens.
4. Select the Connect nodes via links entry.

Tip: Alternatively, you can right-click any node in the network and select the entry on the
shortcut menu.

The Connect nodes via links window opens.

5. Make the desired changes.

Section Configuration
Element Description
Link type Use the drop-down list to select the link type for the links to be inserted. All
links will use the values of this link type for the following attributes:
Capacity PrT
v0 PrT
TSys set
Number of lanes
t-PuTSys
Minimum num- Minimum number of new links that must be generated per origin node
ber of new Enter a value which is larger than or equal to the number of specified des-
links per origin tination nodes.
node

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17.14.8 Automatically connecting nodes via links

Section Configuration
Element Description
Maximum num- Maximum number of new links that must be generated per origin node
ber of new Enter a value which is smaller than or equal to the number of specified des-
links per origin tination nodes or equal to the minimum number.
node
Radius: If the option has been selected, you can specify a radius in which the
destination nodes shall be located.
The radius defines the perimeter of each origin node that is searched for
destination nodes. If there are no destination nodes within this radius or not
enough to reach the minimum number, as many of the nearest nodes out-
side of the radius are used as destination nodes as are required to reach
the necessary number (see "Example 1: Radius and maximum number of
destination nodes" on page 1190 and "Example 2: Radius minimum and
maximum number" on page 1191).
Default value: 10 km.
If this option has not been selected, all possible destination nodes are
considered.

Section Node count

Element Description
Number of des- Number of all active nodes in the network
tination nodes
(active):
Number of ori- Number of all nodes marked in the network
gin nodes Note
(marked): If no nodes are marked in the network, you can use a formula to specify
which nodes in the network shall be regarded as origin nodes, as with for-
mula attributes (see "Type-dependent attributes" on page 1086)

Example 1: Radius and maximum number of destination nodes

We assume an arbitrary radius, a maximum number of n, and a minimum number of 0. If more
than n destination nodes are located within the circle, only the n nearest destination points within
the circle will be considered. If less than n destination nodes are located within the circle, only
these nodes will be considered.
The following graphics illustrates both scenarios once again (n=2). Node 1 is connected to two
destination nodes, even though there are three nodes within the circle. Node 2 is connected to
one destination node only.

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 17.14.9 Specifying major flows at nodes

Example 2: Radius minimum and maximum number

Again we assume a radius. Let the minimum number be 2, the maximum number 3. In the graph-
ics below, node 1 is connected to the maximum number of nodes within the radius. Only one des-
tination node is located within the radius of node 2; another destination node must be used from
outside of the circle.

17.14.9 Specifying major flows at nodes

The links of the node with the top-ranking link types turn into major flows (see "Specifying link
types" on page 1217).
You can execute the functionality for all, all active nodes, or nodes marked in the network editor.

Editing the attribute values of all or all active nodes

1. Select the nodes, whose major flows you want to specify, via

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 17.14.10 Setting the polygon allocation of nodes

the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected nodes are active.
2. In the Network window, right-click the Nodes button.
The Nodes context menu opens.
3. Select the Set major flows automatically entry.
The Set major flows automatically window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The major flows are reassigned.

Editing marked nodes

1. In the network, mark all nodes whose major flows you want to set.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Set major flows automatically entry.
The major flows are reassigned for the selected nodes.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.14.10 Setting the polygon allocation of nodes

Prerequisite is that there are nodes within a polygon (territory, zone or main zone).
You can specify that a selected attribute receives the number of the territory, zone, or main zone
in which the node lies.
You can execute the functionality for all, all active nodes, or nodes marked in the network editor.

Example
Ten nodes lie within the territory number 738. You can specify that all ten nodes receive the num-
ber 738 as Add Value 1. In the node list, you can then see immediately in which territory the nodes
lie.

Editing all or all active nodes

1. If required, set the nodes active, whose allocation you want to set, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected nodes are active.

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 17.14.11 Updating impedances at nodes

2. In the Network window, right-click the Nodes button.

The Nodes context menu opens.
3. Select the Set polygon allocation entry.
The Set polygon allocation window opens.
4. If necessary, select the Only edit active objects option.
5. Make the desired changes.

Element Description
Object In the drop-down list, you can select the type of network object whose number
you want to use as attribute value.
Attribute to Here you select the attribute that is to be assigned the number of the selected
be set object.

6. Confirm with OK.

The nodes store the number as attribute value.

Editing marked nodes

1. In the network, mark all nodes whose allocation you want to set.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Set polygon allocation entry.
4. Make the desired changes.
5. Confirm with OK.
The number is assigned to the selected nodes as an attribute value.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

Note: Another way to find out the allocation of a point object (for example, nodes) to a poly-
gonal object (for example, territories) is to use the Containing territories relation. If you dis-
play this relation in the node list, for example, the number of territories in which the node is
contained is displayed. Vice versa, polygonal objects (for example, territories) have the relation
Contained nodes, which outputs, for example, the number of nodes in a territory.

17.14.11 Updating impedances at nodes

For example, you can use this feature to test the node performance. It is only effective for nodes
for which the impedance method ICA (Intersection Capacity Analysis) is specified (see "Cal-
culating node impedances" on page 2086).

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17.14.11 Updating impedances at nodes

If you want to update the impedance of a node that has an associated signal control, you can spe-
cify that the signal cycle and split optimization is carried out for the signal controller at the same
time. The optimization will then be done automatically for all nodes or main nodes of the signal
controller while the impedances are updated.
You can execute the functionality for all, all active nodes, or marked nodes.

Editing all or all active nodes

1. Select the nodes whose impedances you want to update. To do this, use
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected nodes are active.
2. In the Network window, right-click the Nodes button.
The Nodes shortcut menu opens.
3. Select the entry Update impedances/Optimize signal controller.
The Update node impedances window opens.
4. If necessary, select the Only edit active objects option.
5. If you want to execute the signal cycle and split optimization for nodes with a signal controller,
select the Signal cycle and split optimization option.

Element Description
Signal cycle If this option has been selected, Visum checks for all nodes with a signal
and green time controller which optimization method has been specified for the signal con-
optimization troller (see "Properties and options of signal controllers" on page 1590).
Dependent on the specified optimization method, no optimization, only the
signal split optimization or the signal cycle and split optimization is carried
out.

6. Confirm with OK.

The impedances are updated. If the Signal cycle and split optimization option has been selec-
ted, for nodes with a signal controller either no optimization, only the signal split optimization, or
the signal cycle and split optimization is carried out. This depends on the optimization method spe-
cified for the signal controller.

Note: If a node is allocated to a signal controller, impedances and optimizations are always cal-
culated simultaneously for all nodes and main nodes that are allocated to this signal controller.
You can also execute the signal cycle and split optimization for individual or all active nodes
(see "Optimizing signal cycles and split of a single signal controller" on page 1655 and "Optim-
izing signal cycle and split times for active nodes" on page 2095).

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 17.14.12 Updating the impedances at all nodes and main nodes

Editing marked nodes

1. In the network, mark all nodes whose impedances you want to update.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the entry Update impedances/Optimize signal controller.
4. If you want to execute the signal cycle and split optimization for nodes with a signal controller,
select the Signal cycle and split optimization option.
5. Confirm with OK.
The impedances are updated at the selected nodes. If the Signal cycle and split optimization
option has been selected, for nodes with a signal controller either no optimization, only the signal
split optimization, or the signal cycle and split optimization is carried out. This depends on the
optimization method specified for the signal controller.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.14.12 Updating the impedances at all nodes and main nodes

You can calculate the current impedances for all nodes or main nodes. The general and specific
settings at the nodes determine how the impedances will be calculated (see "Calculating node
impedances" on page 2086).

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. In the desired position of the procedure sequence, insert the Update impedances at node
procedure of the Assignments category (see "Setting up and starting the procedure
sequence" on page 2015).
3. Start the procedure (see "Executing procedures in the procedure sequence" on page 2030).
The impedances of the nodes and main nodes are updated.

17.14.13 Setting coordination groups for signal controllers

With this functionality, you can allocate the number of a coordination group to the signal controller
of selected nodes.
You can execute the functionality for all, all active nodes, or nodes marked in the network editor.

Editing the attribute values of all or all active nodes

1. Select the nodes whose signal controllers you want to allocate numbers to, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected nodes are active.

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17.14.13 Setting coordination groups for signal controllers

2. In the Network window, right-click the Nodes button.

The Nodes shortcut menu opens.
3. Select Set coordination groups for signal controller.
The Set coordination groups for signal controller window opens.
4. If necessary, select the Only edit active objects option.
5. Make the following changes.

Element Description
Coordination If the option has been selected, you can allocate a coordination group to
group the signal controllers of all selected nodes. In the drop-down list, select the
desired coordination group.
Tip
You can create and edit signal coordination groups under Network > Sig-
nal coordination groups (see "Managing signal coordination groups" on
page 1652).
Node attribute If the option has been selected, the value of the selected attribute will be
allocated to all signal coordination group numbers.
Tip
You can create user-defined attributes for this purpose (see "Managing
user-defined attributes" on page 1084).

6. Confirm with OK.

The selected coordination group number or the value of the selected attribute is allocated to all
selected signal controllers.

Tip: You can also edit the Coordination group number attribute in the Private transport >
Signal controllers list for the desired signal controllers.

Editing marked nodes

1. In the network, mark all nodes whose signal controllers you want to assign.
2. Right-click in the network display.
A shortcut menu opens.
3. Select Set coordination groups for signal controllers.
4. Make the following changes.
5. Confirm with OK.
The selected coordination group number or the value of the selected attribute is allocated to all
selected signal controllers.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

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 17.14.14 Resetting the lane data at nodes

17.14.14 Resetting the lane data at nodes

Note: You can edit the lanes of individual nodes in the junction editor (see "Editing the geo-
metry of a node" on page 1630).

You can execute the functionality for all, all active nodes, or nodes marked in the network editor.

Editing the attribute values of all or all active nodes

1. If required, set the nodes active whose lane data you want to reset to the default values, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected nodes are active.
2. In the Network window, right-click the Nodes button.
The Nodes shortcut menu opens.
3. Select Reset lane data.
The Reset lane data at nodes window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The lane data is reset.

Editing marked nodes

1. In the network, mark all nodes whose lane data you want to reset to the default values.
2. Right-click in the network display.
A shortcut menu opens.
3. Select Reset lane data.
4. Confirm with OK.
The lane data is reset.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.14.15 Creating missing lane turns for nodes

With this function, you can automatically create lane turns for nodes with two legs. Afterwards
each inbound lane has at least one outbound lane turn and each outbound lane has at least one
inbound lane turn.

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 17.14.16 Inserting stop points, stop areas, and stops at nodes

Notes: This modeling process is recommended for SBA assignments or as a preparation for
the meso simulation in Vissim.
Nodes that were edited with this function do not have the default node geometry any more. If
you want to run a micro simulation in Vissim, you should therefore not use this function.

You can execute the functionality for all, all active nodes, or nodes marked in the network editor.

Editing the attribute values of all or all active nodes

1. If required, set the nodes active for which you want to generate lane turns, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected nodes are active.
2. In the Network window, right-click the Nodes button.
The Nodes shortcut menu opens.
3. Select Create missing lane turns.
The Create missing lane turns window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The lane turns are created. The user-defined attribute InsertedLaneTurns is set at created lane
turns.

Editing marked nodes

1. In the network, mark all nodes for which you want to create lane turns.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the entry Create missing lane turns.
4. Confirm with OK.
The lane turns are created. The user-defined attribute InsertedLaneTurns is set at created lane
turns.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.14.16 Inserting stop points, stop areas, and stops at nodes

You can execute the functionality for all, all active nodes, or nodes marked in the network editor.

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 17.14.17 Simplifying node-link networks for public transport

Editing the attribute values of all or all active nodes

1. If required, set the nodes active at which you want to insert stop points, stop areas and stops
via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
2. In the Network window, right-click the Nodes button.
The Nodes context menu opens.
3. Select the entry Generate stops/stop areas/stop points.
The window Generate stops/stop areas/stop points opens.
4. If necessary, select the Only edit active objects option.
5. Make the desired changes.

Element Description
Set node attrib- If this option is selected, click the respective button to select a numeric
ute for stop area node attribute. This value is then automatically used to specify transfer
transfer walk walk times between stop areas. The value is interpreted in seconds.
time:

6. Confirm with OK.

The stop points, stop areas and stops are inserted.

Editing marked nodes

1. In the network, select all nodes for which you want to insert stop points, stop areas, and stops.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the entry Generate stops/stop areas/stop points.
4. Make the desired changes.
5. Confirm with OK.
The stop points, stop areas and stops are inserted.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.14.17 Simplifying node-link networks for public transport

Especially after a GTFS import with exact links, networks with too many links and nodes and links
on top of each other are often created (see "General Transit Feed (GTFS) import" on page 2958).
You can simplify such networks and then import them into a target network, for example, using the
Public transport data import.

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 17.14.18 Aggregating isolated nodes

1. In the Edit > Network objects (basis) > Nodes or Links menu, select the Simplify node-link
network for public transport entry.

Tip: Alternatively, you can right-click the Nodes or Links button in the Network window and
select the Simplify node-link network for public transport entry.

The Simplify node-link network for public transport window opens.

2. Make the desired changes.

Element Description
Consider If the option has been selected, only active nodes will be taken into account.
only active
nodes
Section Snap Specify global snap radii
radii If the option is selected, you can set snap radii that will be applied to all stop
points and nodes without a stop point. Enter a value for stop points and nodes
without stop points.
Specify snap radius per node / stop point
If the option is selected, select one attribute each containing the Snap radius
for stop points and the Snap radius for nodes without a stop point.
Merge only If the option is selected, you can specify that stop points are also merged
stop points based on their names.
with similar You can use the slider to change the similarity calculation factor.
names
Keep  If the option is selected, all replaced parts of the network will be kept.
replaced part  If the option is not selected, all replaced parts of the network will be deleted.
of the net- This applies to all relevant nodes, the adjacent links, and the stops on them. If
work there are objects that refer to the deleted objects, they will be deleted as well.

17.14.18 Aggregating isolated nodes

Note: You can only execute this operation if there are isolated nodes in the network, for
example when reading external network data additively (see "Reading network data additively"
on page 1021).

The aim is to automatically integrate isolated nodes into an existing network. You can insert isol-
ated nodes as stop points in the network, even if no stop points were assigned to the nodes
before. This facilitates the integration of stop data into an existing private transport network
model.
The integration sequence is based on the distances between the isolated nodes in the network.
The process begins with the node that is located closest to the basic network. If required, the dis-
tances are determined anew after each integration step. Then, the next closest isolated node is
integrated and so on.

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 17.14.18 Aggregating isolated nodes

It ends when all isolated nodes have been integrated or when the network lies beyond the snap
radius of all remaining isolated nodes. For stop points, the minimum distance between neigh-
boring stop points on links is regarded. Below the minimum distance, a node carrying a stop point
is inserted.
It is ruled out that two initially isolated nodes are merged in the process, as data would be lost oth-
erwise. This situation could occur if the first node, after it has been integrated, turns into the net-
work object nearest to the second one. The second node would not be merged with the first one
then, but would either remain isolated or be integrated into the network in a different way, using
the following trick. This trick only works if the first integrated node has one or two legs following
integration. In this case, an incident link of the node is split and the second isolated node is used
as an intermediate point.
The isolated nodes retain their attributes in any case – even if merged with network nodes which
would then lose all their attributes instead.

Note: The coordinates are an exception to this. You can specify whether the coordinates of the
existing network or the coordinates of the isolated nodes shall be used.

1. Select the nodes, which you want to integrate, via

the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
2. In the Network window, right-click the Nodes button.
A shortcut menu opens.
3. Select the Aggregate isolated nodes entry.
The Aggregate isolated nodes window opens.
4. Make the desired changes.

Scope Nodes to be integrated (source)

Element Description
Integrate only If the option has been selected, only active isolated nodes are integrated
active nodes into the network.
If the option has not been selected, all isolated nodes are integrated into
the network.
Note
The active/passive attribute is not relevant to existing network nodes.
Snap radius The snap radius determines the area surrounding an isolated node, within
which network objects will be searched. If neither network nodes nor links
are located within this area, the node in question remains isolated. As with
link lengths, the snap radius takes the scale of the network into account.
The default value is 100.

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17.14.18 Aggregating isolated nodes

Scope Nodes to be integrated (source)

Element Description
Tolerance If there are any nodes within the tolerance range that are contained in the
range for mer- snap radius (default=5m), the node to be integrated will be merged with the
ging nearest node within reach. This is done, even if a link is positioned closer to
that node.

Scope Integration parameters

Element Description
Use coordin- Use this option to specify whether the coordinates of the isolated nodes or
ates of of the existing network nodes shall be used.
Nodes and links of the network
If this option has been selected, the isolated nodes slide into the network.
Isolated nodes
If this option has been selected, nodes and links (intermediate points)
move towards the initially isolated nodes. In this case, a few things should
be noted: Due to the gradual changes to the network topology, it can hap-
pen that a different network object is allocated to the isolated nodes that
have not yet been integrated (which, as a result, changes their distance to
the existing network) than at the start. This can result in the existing net-
work "going beyond" the snap radius of an isolated node, or that it "moves
into" the snap radius not until the course of the procedure. The basis for
each subsequent step in the integration process is always the shortest dis-
tance of the isolated nodes to the network that is currently valid.
Adjust link lengths to direct distances
If the option has not been selected, the link lengths are not recalculated.
Use stop Allocations of stop points to stop areas should remain untouched by the
allocation of integration of isolated nodes. If two stop points are merged however, their
aggregate can refer to only one of the previously allocated stop areas.
Use the options to specify which stop area shall be used.
Nodes of the network
Default setting
Isolated nodes
You can delete stop areas and stop points which are separated from the
network as a result of this operation. You can, for example, filter isolated
objects via the attributes CStopArea::NumStopPoints and
CStop::NumStopAreas and delete them via Multi-delete.

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 17.14.18 Aggregating isolated nodes

Scope Network integration (target)

Element Description
Integrate If this option has been selected, isolated nodes are inserted with an
nodes: As assigned stop point only if they carried a stop point before the integration.
existing
Always as If this option has been selected, isolated nodes are always inserted with a
node with stop stop point. The link is split and the isolated node inserted where the link is
point (standard) split.
Note
The Permit creating on links must be selected.
Always just as If this option has been selected, the isolated node is inserted as a stop point
stop point which is placed either on a network node or on a network link. Links are not
(node attributes split however.
are not used) Note
If the Permit creating on links option has been selected, undirected link
stop points might be inserted.
Permit creating If this option has not been selected, the network integration is performed
on links exclusively by merging nodes. This ensures that, when determining the
next network object, only nodes are considered. Usually, more isolated
nodes remain as a result.
If this option has been selected, stop points are created; the link without
the link being split. Stop points created in this way are undirected and there-
fore serve both directions of the link. If a node is merged with an already
existing directed stop point, the stop point will be undirected after the
aggregation.
Create only on If this option has been selected, objects will be inserted on active links only.
active network Passive links are ignored.
links

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17.14.18 Aggregating isolated nodes

Scope Network integration (target)

Element Description
Merge only act- If this option has been selected, isolated nodes will only be merged with act-
ive network ive network nodes.
nodes Passive network nodes are ignored.
Permit mer- If this option has been selected, an isolated node can be merged with a
ging with stop stop point which already exists in the network, as long as it lies within the
points user-defined snap radius and the tolerance range.
If this option has not been selected, an isolated node cannot be merged
with an already existing stop point. This might make sense if you want to
import a large number of nodes as stop points, because it is usually undesir-
able to merge an existing stop point with another object that has just been
inserted. The new node remains isolated and needs to be handled sep-
arately, where applicable.
Exception
Since the Aggregate isolated nodes procedure prevents that two initially
isolated nodes are merged, just one node will be integrated into the net-
work, if any, if the option has not been selected. Further nodes remain isol-
ated or split an incident link, if possible.
Note
The log file (see "Using protocol files" on page 1048) also contains failed
integrations. If integration fails because it is not allowed to merge nodes
with stop points, a corresponding entry with the operation number "4" is
added.

Note: In large networks, select option Temporarily deactivate command history to save
storage space, if required. No commands will then be saved during the aggregation.

5. Confirm with OK.

Notes on the integration logic

During the integration, the attributes (especially IDs) of the isolated nodes (and their stop points)
are always transferred to the network. Only for co-ordinates and the stop hierarchy, there are spe-
cial choice options. If a stop point is generated from a node, the code and the name of the stop
point is the same as the code and the name of the node. However, if two stop points are merged,
no transport system will be blocked that was permitted to use the stop point in the network before.
The objects contained in the network are only overwritten despite transferring the data, rather
than being deleted in terms of the object identity; in other words, dependent data (for example line
routes that use stop points) are not lost.
Stops and stop areas which exist at isolated nodes, might also be isolated after the integration pro-
cess, yet are not deleted automatically. Their coordinates are never adjusted.

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 17.14.19 Deleting nodes

Case 1: Merging isolated nodes with network nodes

Note: The minimum distance of an isolated node to the network determines which of the fol-
lowing cases results.

Merging an isolated node with a network node leads to one of four scenarios, as both, the isolated
node and the network node, can but do not necessarily carry a stop point. The Use coordinates
of option clearly determines, which network object "wins". The transport system set of an existing
stop point is never reduced.

Case 2: Creating on link courses

If the Permit creating on links option has been selected and a point on a link polygon, which is
neither the From-node nor the To-node of the link, is the network point located nearest to the
node, the isolated node will be inserted on the link course.
The link is either split and a new node (possibly with stop point) is inserted, or a stop point is
placed on the link.
Please note: Since there is an internal minimum distance (= link length/1000) between adjacent
stop points on a link, the insertion of a stop point might fail if the value falls below the limiting
value. In this case, a node with a stop point on the link is created, even if option Always just as
stop point has been selected. This is possible as there is no internal minimum distance between
stop points and link nodes.

Case 3: Merging with link stop point

In rare cases, a stop point on a link might be the network point located nearest to the isolated
node. This is a combination of case 1 and case 2: a merge operation according to case 1 is per-
formed on a link as in case 2, which is then split (only if a node shall be inserted). As in case 1, the
transport system set of existing stop points is not reduced. The minimum distance problem cannot
occur in this context.

Note: You will find detailed information on the procedure in the message window.

17.14.19 Deleting nodes

There are several ways to delete nodes.
Deleting a node
Deleting several marked nodes
Deleting active nodes

17.14.19.1 Deleting a node

Notes: If a stop point is located on the node that you want to delete, the stop point will also be
deleted.
If the stop point is served by a PuT line, this line as well as its line routes, time profiles and
vehicle journeys will also be deleted. Nodes with two legs are an exception to this (see "Excep-
tion: Deleting nodes with two legs and no stop point and connecting the links" on page 1206).

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17.14.19.1 Deleting a node

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Nodes button.
3. In the network, click the node that you want to delete.
4. Press the DEL key.

Tip: You can also delete the marked node via the context menu > entry Delete.

A query opens.
5. Confirm with Yes.
The node is deleted.

Exception: Deleting nodes with two legs and no stop point and connecting the links
If you delete a node without stop point, you can specify that the two links of the node will be con-
nected.

Note: You cannot connect the links if there is already a link between the adjacent nodes of the
node that you want to delete. In this case, the connected link would coincide with the link of the
adjacent nodes. However, in Visum, identical links are not permitted.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Nodes button.
3. In the network, click the node that you want to delete.
The node is marked.
4. Press the DEL key.
The window Deleting nodes with two legs is opened..

Tip: You can also delete the marked node via the context menu > entry Delete.

5. Select one of the following options:

Element Description
Delete If the option has been selected, the links will be deleted.
Connect and use Select this option to connect links and adopt the data of link <X>.
data of link <X>
Connect and use Select this option to connect links and adopt the data of link <Y>.
data of link <Y>

6. When you connect links, a query is opened about how to treat stop points.

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 17.14.19.2 Deleting several marked nodes

Note: This query is displayed, when from the Edit menu, you choose > User preferences >
Network > Stop points and then select Permit creation of link stop points. If this option
is not selected, the node is immediately deleted.

7. Select the desired option.

Element Description
Delete If the option has been selected, the stop point is deleted.
Position on link If this option is selected, the stop point is moved from the deleted node to
the link.

The node is deleted and, if applicable, the links are connected.

Note: For the new link, Visum uses the transport systems which were permitted on both con-
nected links.

17.14.19.2 Deleting several marked nodes

1. Mark the nodes that you want to delete (see "Selecting nodes" on page 1186).
The selected nodes are marked.
2. Press the DEL key.
The Delete multiple nodes window opens.

Tip: You can also delete the marked node via the shortcut menu > entry Delete.

The window is only displayed if there are conflicts or warnings you need to pay attention to.
The window only displays options that make sense in the respective situation. The following
table lists all the options available. The numbers in brackets indicate the existing nodes in the
respective category.
3. Make the desired changes.

Element Description
Exceptions section The settings made in this section affect all node types.
Exclude connected nodes from deletion
Select this option to exclude connected nodes from being deleted.
Exclude nodes with stop points from deletion
Select this option to exclude nodes with stop points from being
deleted.
Delete section Delete isolated nodes
If the option has been selected, isolated nodes will be deleted.
Delete nodes with one leg
Select this option to delete nodes with one leg.
Delete nodes with two legs

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17.14.19.2 Deleting several marked nodes

Element Description
If the option has been selected, nodes with two legs will be
deleted.
Delete nodes with multiple legs
Select this option to delete nodes with multiple legs.
Section Treatment of Delete links
links at nodes with two Select this option to delete links at deleted nodes.
legs Connect links
Select this option to connect links at deleted nodes.
Section Treatment of Delete node stop points
stop points at nodes Select this option to delete stop points located on nodes that are to
with two legs be deleted.
Set node stop points on link
Select this option to set node stop points that are located on nodes
to be deleted on the link.
Section Delete nodes Additional conditions that links must fulfill in order for the program
with two legs con- to delete their two-leg nodes and connect the links.
ditionally Type
Capacity
v0 PrT
Transport systems
Number of lanes

4. Select the node categories, which you want to delete, and the associated options.

Note: In large networks, select option Temporarily deactivate command history to save
storage space, if required. No commands will then be saved during the deletion.

5. Confirm with OK.

A query opens.
6. Select which nodes you want to delete.

Element Description
Yes The node listed in the window will be deleted, and also all network
objects with a reference to the node.
Yes for all All remaining marked nodes will be deleted, and also the network
objects with a reference to the node.
No Neither the node listed in the window will be deleted, nor the network
objects with a reference to the node.
No for all Neither of the remaining marked nodes will be deleted, nor the network
objects with a reference to the node.

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 17.14.19.3 Deleting active nodes

The confirmed marked nodes are deleted.

17.14.19.3 Deleting active nodes

1. Select the nodes, which you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected nodes are active.
2. In the Network window, right-click the Nodes button.
The Nodes context menu opens.
3. Select the Multi-delete entry.
The Delete multiple nodes window opens.
4. Make the desired changes.

Element Description
Exceptions section The settings made in this section affect all node types. The numbers
in brackets indicate the existing nodes in the respective category.
Exclude connected nodes from deletion
Select this option to exclude connected nodes from being deleted.
Exclude nodes with stop points from deletion
Select this option to exclude nodes with stop points from being
deleted.
Delete section Delete isolated nodes
If the option has been selected, isolated nodes will be deleted.
Delete nodes with one leg
Select this option to delete nodes with one leg.
Delete nodes with two legs
If the option has been selected, nodes with two legs will be deleted.
Delete nodes with multiple legs
Select this option to delete nodes with multiple legs.
Execute deletion process several times
If this option is selected, nodes are also deleted that only become
nodes with one or two legs after deleting other nodes until there are
no more active nodes in the selected categories.
Section Treatment of Delete links
links at nodes with Select this option to delete links at deleted nodes.
two legs Connect links
Select this option to connect links at deleted nodes.

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 17.15 Managing turns

Element Description
Section Treatment of Delete node stop points
stop points at nodes Select this option to delete stop points located on nodes that are to be
with two legs deleted.
Set node stop points on link
Select this option to set node stop points that are located on nodes to
be deleted on the link.
Section Delete nodes Additional conditions that links must fulfill in order for the program to
with two legs con- delete their two-leg nodes and connect the links.
ditionally Type
Capacity
v0 PrT
Transport systems
Number of lanes

Note: In large networks, select option Temporarily deactivate command history to save
storage space, if required. No commands will then be saved during the deletion.

5. Confirm with OK.

A query opens.
6. Select which nodes you want to delete.

Notes: If you click the Yes or No buttons, the query is displayed for the next node number.
With the Yes for all or No for all buttons, you only regard the remaining nodes, for which
neither Yes nor No has been clicked.

The confirmed active nodes are deleted.

17.15 Managing turns

Turns specify which movements are permitted at a node, that is, whether turning at a node from
one link to another link is permitted. For PrT transport systems, turning time penalties and capa-
cities can be specified which describe the influence of the intersection on the performance of the
network.

17.15.1 Managing turn standards

Turn standards are templates based on which you can allocate default values to the attributes
Time penalty, Capacity PrT and Is change of running direction for newly created turns (see
Fundamentals: Chpt. 3.1.2, page 95).

17.15.1.1 Creating turn standards

You can create new turn standards.
1. On the Network menu, click Turn standards.

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 17.15.1.1 Creating turn standards

The Turn standards window opens. All existing turn standards are displayed.

Note: In the list, you can shift the selected entry if you click the and buttons. The
IDs of the shifted objects change automatically. The turn standard with the highest ID has
the highest priority. As soon as a turn is inserted, Visum checks which turn standard applies,
beginning with the highest ID. The values of these turn standards are allocated to the new
turn.

2. Click the Create button.

The Create turn standard window opens.
3. Make the desired changes.

Element Description
ID Specify a unique ID.
Note
Turn standards are numbered consecutively. The preset number can be
overwritten by a number which has not yet been assigned in the network.
Turn type Turn type of the turns for which the attribute values shall be used
Notes
The values range from 0-9 or ?. The signs have the following meaning:
0=not specified
1=right
2=straight
3=left
4=U-turn
5-9=free for the illustration of special cases
?=any turn type
Flow hierarchy Flow hierarchy of the turns for which the attribute values shall be used
Notes
The value range is ++, +-, --, -+. The signs have the following meaning:
++ = major flow into major flow
+- = major flow into minor flow
-+ = minor flow into major flow
-- = minor flow into minor flow
The ? can be used as wildcard for any sign.
Node type Node type of the turns for which the attribute values shall be used
Note
The value range is 0 to 99.

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 17.15.1.2 Editing turn standards

Element Description
The ? can be used as wildcard for any sign.
Time penalty Time penalty for a turning movement in seconds
Default value that is used automatically for new turns which have the prop-
erties specified above
Capacity PrT PrT capacity
Default value that is used automatically for new turns which have the prop-
erties specified above
Is change of If the option has been selected, the turn allocated from this turn standard
running dir- represents a change of direction.
ection Default value that is used automatically for new turns which have the prop-
erties specified above

4. Confirm with OK.

The turn standard is created.

17.15.1.2 Editing turn standards

You can edit the turn standards.
1. On the Network menu, click Turn standards.
The Turn standards window opens.
2. From the drop-down list, select the desired turn standard.

3. Click the Edit button.

The Edit turn standard window opens.
4. Make the desired settings (see "Creating turn standards" on page 1210).
5. Confirm with OK.
The changes are applied.

17.15.1.3 Deleting turn standards

You can delete turn standards.
1. On the Network menu, click Turn standards.
The Turn standards window opens.
2. From the drop-down list, select the desired turn standard.

Tip: To select multiple entries, hold down the CTRL key while clicking the desired entries one
by one.

3. Click the Delete button  .

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 17.15.2 Creating turns

4. Confirm with OK.

The selected turn standard is deleted.

17.15.2 Creating turns

Together with a new link, all possible turns are inserted at the From-node and the To-node of the
link (see "Creating a link" on page 1223). You can thus not insert turns manually, but edit them
only. Main turns are edited in the junction editor (see "Editing turns in the Junction editor" on
page 1576).
The newly created turns have preset attribute values that you can specify in the turn standards
(see "Managing turn standards" on page 1210). By default, they are open to all transport systems
which are permitted both on the From-link and on the To-link (see Fundamentals: Chpt. 3.1.2.2,
page 96).
You can specify that new turns of the type U-turn are closed by default.
1. From the Edit menu, choose User preferences.
The User preferences window opens.
2. In the navigator, select the entry Network > Turns and main turns.
3. Select the Open any turns other than U-turns option.
For newly created turns, the U-turns are closed.

17.15.3 Properties and options of turns

You can edit all turns and their attributes in the junction editor. The junction editor opens if you
double-click the desired turn (see "Editing turns in the Junction editor" on page 1576).

17.15.4 Finding a turn

You can only search for the node associated to a turn (see "Finding network objects in the net-
work" on page 1116).

17.15.5 Selecting turns

There are several ways to select turns in order to edit them in another step.
Marking a turn
Setting turns active/passive

17.15.5.1 Marking a turn

How to mark turns is described for all network objects (see "Marking network objects in the net-
work" on page 1121).

Note: If on the toolbar, the Click only active objects button is activated, you cannot mark
passive turns with the mouse (see "Marking only active network objects" on page 1122).

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 17.15.5.2 Setting turns active/passive

17.15.5.2 Setting turns active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.15.6 Editing the attribute values of turns

You can edit the attribute values of single turns in the junction editor or edit the attribute values of
all or all active turns (see "Junction editor and signal control" on page 1562).

17.15.6.1 Editing the attribute values of all or all active turns

Note: If there are no passive turns in the network, all turns are edited. Markings of turns are
ignored.

1. If required, set the turns active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected turns are active.
2. In the Network window, right-click the Turns button.
The Turns context menu opens.
3. Select the Multi-edit entry.
The Multi-edit turns window opens.
4. Select whether you want to edit the attribute values of all turns or just the active ones.

Element Description
Only active ones If the option has been selected, only active turns will be taken into
account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of turns" on page 1213
and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.15.6.2 Allocating standard data to turns

You can execute the functionality for all or all active turns.
1. Select the turns, to which you want to allocate standard data, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or

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 17.15.6.3 Recalculating the transport system set of turns

filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected turns are active.
2. In the Network window, right-click the Turns button.
The Turns shortcut menu opens.
3. Select the Default values entry.
The Set default values for turns window opens.
4. Select whether you want to allocate default data to all turns or just the active ones.
5. Select the attributes that you want to overwrite with the standard data.

Element Description
Type number Number of the turn type
Capacity PrT Private transport capacity of the turns
t0 PrT Private transport turning time in an unloaded network
Is change of running dir- Turn represents a change of direction.
ection

6. Confirm with OK.

The selected default attribute data is allocated to the turn values.

Note: You can edit the standard data under Network > Turn standards (see "Managing turn
standards" on page 1210).

17.15.6.3 Recalculating the transport system set of turns

You can redetermine the transport systems for all or all active turns in the network. To each turn,
including U-turns, all transport systems that are permitted both on the respective From link and To
link will then be allocated. This corresponds to the default setting that Visum applies when insert-
ing new turns. You can, for example, use this functionality after editing the transport systems of
links.
1. If required, set the turns active, whose transport systems you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
2. In the Network window, right-click the Turns button.
The Turns shortcut menu opens.
3. Select the entry Calculate PrT-TSysSet from links or Calculate PuT-TSysSet from links.
The window Calculate turn PrT/PuT-TSysSet from the PrT/PuT-TSysSet of the links
opens.
4. Specify whether you want to recalculate the transport systems for all or all active turns.

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 17.15.7 Specifying an automatic allocation of the turn type

5. Confirm with OK.

The transport systems are allocated to the turns.

Notes: U-turns are treated according to the settings under Edit > User Preferences >
Network > Turns and main turns (see "Creating turns" on page 1213).

17.15.7 Specifying an automatic allocation of the turn type

You can specify which turn types will be set for new turns. This is the case, for example, if you
insert or split a link. Turn types of existing turns at the nodes affected are not changed by this.
Changes to other network objects, for example changes to link attributes, do not cause an auto-
matic recalculation of the type either.
1. From the Network menu, choose Network settings.
The Network settings window opens.
2. Select the Network objects tab.
3. In the Initial allocation of turn type section, check the desired option.

Element Description
According to the The type is allocated based on the angle of the (main) turn:
angle of the turn Angle < (180 - 45)°: type 1 is allocated to the (main) turn (right).
(180 - 45)° ≤ angle ≤ (180 + 45)°: type 2 is allocated to the (main)
turn (straight on).
Angle > (180 + 45)°: type 3 is allocated to the (main) turn (left).
From link = To link or From leg = To leg (based on the link ori-
entation): type 4 is allocated to the (main) turn (U-turn).
Of turns open for The type is allocated automatically if the (main) turn is "open for
PrT for HCM-com- private transport". Otherwise type 0 is allocated to them.
pliant calculations “Open for PrT” means that the From-link and the turn are open for at
least one PrT transport system. The From-link and the To-link have at
least one lane.
For the allocation, the following rules apply:
Only one outgoing straight turn (type 2) is permitted per link.
Of all (main) turns of a (main) node which deviate at the max-
imum 45° from 180°, type 2 is allocated to the (main) turn which is
closest to 180°.
All (main) turns with an angle > straight are left turns and type 3 is
allocated to them.
All (main) turns with an angle < straight are right turns and type 1
is allocated to them.
Note
If the network contains more than one straight turn per link to the node
(or straight main turns per leg to the main node), HCM-compliant cal-
culations (ICA, SBA) cannot be calculated.

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 17.15.8 Deleting turns

Note: For the automatic allocation, all (main) turns of a (main) node are taken into account.

4. Confirm with OK.

The settings are applied.

Notes: You can edit the (main) turn types manually later on (see "Editing turns in the Junction
editor" on page 1576 and "Editing main turns in the Junction editor" on page 1580).
Subsequently, you can allocate the attribute default values for t0 and CapPrT to the (main)
turns (see "Managing turn standards" on page 1210).

17.15.8 Deleting turns

Turns cannot be deleted like other network objects. They are deleted automatically when the asso-
ciated node is deleted (see "Deleting nodes" on page 1205).

Notes: Turns are defined per transport system. Therefore, you can "remove" a turn for trans-
port systems by blocking it for the respective transport system.
You can also block all turns if you click the Turns button in the Network window and press the
DEL key.

17.16 Managing links

Links connect nodes and thus describe the structure of the road and rail network. A link has two
directions, for which you can specify different settings. However, the same link number is alloc-
ated to both directions.

17.16.1 Specifying a rounding factor for the PuT run time on links
You can specify a rounding factor for the PuT run time which is used when inserting a new link.
1. From the Edit menu, choose User Preferences.
The User Preferences window opens.
2. In the navigator, select the entry Network > Links.
3. In the list next to Round PuT run time to, select the desired value.
4. Confirm with OK.

17.16.2 Specifying link types

Link types are used in order to define standard values for link attributes, like the set of permitted
transport systems, the number of lanes, or the capacity or rank of a link.
Links can be allocated to different link types. It is useful to differentiate between relevant link cat-
egories on the basis of the global types (see Fundamentals: Chpt. 3.1.3.1, page 99).

17.16.2.1 Creating link types

1. On the Network menu, click Link types.
The Link types list opens.

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 17.16.2.2 Properties and options of link types

2. Above the list, click the Create symbol.

The new link type is inserted at the end of the list. You can edit the attributes right in the list (see
Properties and options of link types on page 1218).

17.16.2.2 Properties and options of link types

In the list you can for example edit the following attributes:

Attribute Description
Number Unique number of the link type
Link types are automatically numbered consecutively when they are inserted.
Global type Allocation of the link type to a global type
Note
When you insert a link type, the global type is allocated automatically. You
can change the allocations in the list (see Grouping the view by global type
on page 1219).
Name Name of the link type
Strict If this check box is selected, changes made to the attributes of the link
type are applied to all allocated links of this link type.
Notes
With this option you can specify for each link type whether changes shall be
adopted automatically to the allocated links.
You can edit the attributes of the links at any time, the Strict option does not
inhibit that.
When opening network or attribute files, the values of the link attributes are
always read, even if the link types are strict.
Changes made to attributes of the link type are transferred to the related
links:
if a different link type is allocated to the links and the new link type has
the property Strict.
if the Strict option is activated for an existing link type.
If this check box is not selected, the edited attributes are only applied to
newly inserted links of this link type. Links already allocated to this link type
will not be changed.
Rank Rank to indicate the value of the link (see Fundamentals: Chpt. 3.1.3.1,
page 99)
v0 PrT Standard speed for private transport in the unloaded network
vMin PrT Minimum standard speed for private transport
Volume delay Number of the volume delay function allocated in the general procedure set-
function num- tings
ber

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 17.16.2.3 Grouping the view by global type

Attribute Description
Number of Standard number of lanes
lanes
Capacity PrT Standard capacity in car units (PCU)
HBEFA link HBEFA link type for the calculation of the operation HBEFA-based emis-
type sion calculation
Note
The column is only displayed if you have activated the HBEFA add-on (see "
Enabling or disabling add-ons" on page 1058).
vMax_PrTSys Maximum speed for the transport system
vDefault- Mean speed of the PuT transport system
PuTSys
Cost 1-3 Costs of the PuT transport system (see "Stop points: Cost tab" on page 1380)
PuTSys

Note: You can also assign links the default values of the link types (see Allocating default val-
ues to link attributes on page 1221).

17.16.2.3 Grouping the view by global type

1. On the Network menu, click Link types.
The Link types list opens.
2. Above the list, click the button Group by global type.
The list is displayed grouped by link types.

Note: Clicking the Ungroup button above the list ungroups the view.

17.16.2.4 Adjusting link types

You can compare selected link types and adjust the corresponding values if necessary.
1. On the Network menu, click Link types.
The Link types list opens.
2. In the list, mark the link types that you want to compare or adjust.
3. Above the list, click the Adjust link types button.
The Adjust link types window opens.

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 17.16.2.5 Allocating link types default values

The selected link types are displayed.

4. In the Use for all row, select the value that you want to transfer to all link types.
5. Confirm with OK.
The values of the selected link types are adjusted.

17.16.2.5 Allocating link types default values

You can use this function to allocate standard attribute values to links of selected link types.
1. On the Network menu, click Link types.
The Link types list opens.
2. In the list, mark the link types to which you want to allocate default values.
3. Above the list, click the Links: Default values button.
The Default values window opens.
4. Select, whether you want to replace the values of all links or just the active ones.
5. Select the link attributes that you want to allocate the default values based on the selected link
types.
6. Confirm with OK.

17.16.2.6 Deleting link types

1. On the Network menu, click Link types.
The Link types list opens.
2. Mark the link types that you want to delete.

3. Above the list, click the Delete symbol.

The selected link types are deleted.

Note: If a link type referenced by links is deleted, all links of this type are deleted.

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 17.16.3 Allocating default values to link attributes

17.16.3 Allocating default values to link attributes

With this functionality you can replace the current values of selected link attributes with the pre-
defined default values of the respective link type (see "Specifying link types" on page 1217).

Notes: You can also replace all values of the link attributes with the current values of a link type
by selecting the Strict check box in the Link types list for the desired link type (see Properties
and options of link types on page 1218).
You can also change the default values of link attributes for selected link types in the Link
types list (see Allocating link types default values on page 1220).

You can execute the functionality for all, all active links, or links marked in the network editor.

Editing all or all active links

1. If required, set the links active whose values you want to replace, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
The Links shortcut menu opens.
3. Select the Default values from link type entry.
The Default values link attributes window opens.
4. If necessary, select the Edit only active links option.
5. Press the CTRL key and select the attributes, to which you want to allocate the default values of
the link type.
6. Confirm with OK.
The current values of the selected attributes are overwritten by the preset default values of the link
type.

Editing marked links

1. In the network, mark all links whose values you want to replace.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Default values from link type entry.
4. Make the desired changes.
5. Confirm with OK.
The current values of the selected attributes are overwritten by the preset default values of the link
type.

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 17.16.4 Specifying the number of link orientations

17.16.4 Specifying the number of link orientations

You can specify how many directions are generally permitted at nodes and main nodes.
1. On the Network menu, click Network settings.
The Network settings window opens.
2. Select the Network objects tab.
3. In the Link orientations section, check the desired option.

Element Description
Prefer main If this option has been selected, only main directions (N, SE, SW, NW) are
directions used at nodes and main nodes with up to four links. Only for nodes with five or
more links, secondary directions (NE, SE, SW, NW) will also be used. Sec-
ondary directions (for example NNW) are only used for nodes with more than
eight links.
Use main If this option has been selected, main and secondary directions are used at all
and sec- nodes and main nodes with up to eight links. Secondary directions (for
ondary dir- example NNW) are only used for nodes with more than eight links.
ections Tip
This option is useful if you want to allocate secondary directions at an angular
intersection, for example.
Always use If this option has been selected, also subordinate secondary directions (for
subordinate example NNW) can be used at all nodes and main nodes.
secondary
directions

4. Confirm with OK.

Notes: If you have changed the number of the directions, you should recalculate the link ori-
entations (see "Recalculating link orientations" on page 1222).
You can edit the orientations of individual nodes in the junction editor (see "Editing links in the
schematic view" on page 1584).

17.16.5 Recalculating link orientations

With this functionality, you can recalculate the link orientations at nodes and main nodes. It is use-
ful if you have changed the number of directions at all nodes/main nodes (see "Specifying the
number of link orientations" on page 1222).
You can execute the functionality for all or all active nodes.
1. If required, set the nodes and main nodes active, whose orientations you want to recalculate,
via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).

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 17.16.6 Creating a link

The selected nodes are active.

2. In the Network window, right-click the Links button.
The Links shortcut menu opens.
3. Select the Recalculate link orientations entry.
The Calculate link orientations window opens.
4. Make the desired changes.

Element Description
Calculate orientations at If the option has been selected, all orientations at nodes are
nodes recalculated.
Only for active nodes
If the option has been selected, only the orientations of active
nodes are recalculated.
Calculate orientations at If the option has been selected, all orientations at main nodes
main nodes are recalculated.
Only for active main nodes
If the option has been selected, only the orientations of active
main nodes are recalculated.

5. Confirm with OK.

The link orientations of the selected nodes are calculated.

17.16.6 Creating a link

1. In the Network editor window, click the Insert mode symbol .

2. In the Network window, click the Links button.
3. Click the node at which you want the new link to start (=From node).
4. Click the node at which you want the new link to end (=End node).
The Create link window opens.
5. Make the desired changes.

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17.16.6 Creating a link

Element Description
Number Unique number of the link
The links are numbered consecutively. The preset number can be overwritten by
a number which has not yet been assigned in the network.
Note
The number is identical for both directions of the link.
From Display of the node numbers at which the link starts and ends
node
To node
Type Use the drop-down list to allocate the link to a link type (see "Specifying link
types" on page 1217).

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 17.16.6 Creating a link

Element Description
Opposite Close opposite direction
direction If the option has been selected, the opposite direction of the link is created
with the same link number.
If the option has not been selected, a link is inserted with the same link num-
ber, which is yet closed to all transport systems. In this case, the inserted link is a
one-way road.
Notes
One-way roads are evaluated with reference to the permitted transport systems.
You can specify the graphic display of one-way roads under Graphics > Edit
graphic parameters > Links. You can set specific markings for the attributes
IsOneWayRoad and IsOneWayRoad_TSys (transport system-based) (see
"Specifying basic settings for the Network editor window" on page 2551).
If IsOneWayRoad has been selected in the attribute selection, all links which
were inserted explicitly as one-way roads (opposite direction is closed to all trans-
port systems) are highlighted.
This previously non-existent direction of the link cannot be included in the
merged network calculation following the Permit TSys for the opposite dir-
ection operation, because differences are only determined between two attrib-
ute values of an existing link. In case of a subsequent merged network
calculation, we recommend that you set a capacity of 0 for the opposite direction
instead of creating a "real" one-way road (see "Displaying flow bundles" on
page 2471).
Type
Use the drop-down list to allocate the desired link type to the Opposite
direction. It can vary from the type of the outward direction.
Details You can open the Edit link window via this button. You can specify further set-
tings for the link (see "Editing the attribute values of links" on page 1231).
Notes
If you want to display the Edit link window when inserting the object, you can
right-click the Link button in the Network window and activate Show dialogs
when inserting objects.
You can also directly adjust settings for the newly inserted network object in the
Quick view (Links) window.

6. Confirm with OK.

The link is inserted.

Note: When creating a link, all turns are generated that are technically possible at both nodes
of the link. For this, the default values of the user-defined turn standards are used (see
"Managing turn standards" on page 1210).

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 17.16.7 Properties and options of links

17.16.7 Properties and options of links

Note: Some of the described properties and options will only be displayed if you have activated
the respective add-on module (see "Displaying details on program and license" on page 1057).

The upper section of the Edit link window contains the general attributes of the link. In the lower
section, you can edit specific attributes in various tabs.

17.16.7.1 Links: General attributes

Notes: You have to enter all link attributes (except Number) and all permitted or closed trans-
port systems separately for each direction. Alternatively, you can click entry Transfer changes
to opposite direction in the lower section of the window to transfer all changes that you have
made since the window was opened to the reverse direction.
Attribute values are highlighted that differ from those entered for the opposite direction.

Element Description
Number Unique number of the link
The links are numbered consecutively. The preset number can be overwritten
by a number which has not yet been assigned in the network.
Note
The number is identical for both directions of the link.
From node Display of the node numbers at which the link starts and ends
To node
Type Use the list box to allocate the desired link type to the link (see "Specifying link
types" on page 1217).
Use default You can open the Default values window via this button. Here you can specify
values of this which attributes of the selected link shall be assigned the default values of the
link type selected link type.
Transport You can open the Transport systems window via this button. In this window
systems you can select the permitted transport systems for each direction. You can
select several transport systems if you hold down the CTRL key.
Transfer Transfers all changes to this window to the opposite direction
changes to
opposite dir-
ection
Opposite Use this button to switch to the opposite direction of the link.

17.16.7.2 Links: Basis tab

Notes: The attributes in the Basis tab do not depend on the transport system.
Some of the attributes have preset default values (see "Specifying link types" on page 1217).

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 17.16.7.3 Links: PrT TSys tab

Element Description
Direct dis- Display of the direct distance
tance
Length Enter the link length
AddValue Free attributes to which you can allocate values
1-3 Tip
If you want to allocate additional information to a network object, you can also cre-
ate user-defined attributes. Advantage: You can name user-defined attributes
appropriately.
PlanNo Plan number
Bar label If the option is selected, the bar label is displayed (see "Displaying properties via
bars" on page 2579).
v0 PrT Maximum speed of the private transport
Lanes Display of the number of lanes
Capacity Capacity of the link in car units
PrT
HGV share HGV share in total mean daily traffic
[%]
Name Name of the link

17.16.7.3 Links: PrT TSys tab

In this tab, you can specify settings for all transport systems of private traffic.

Element Description
Permitted If the option has been selected for the transport system, it is permitted on the
link.
If the option has not been selected for the respective transport system, the link
is not closed to the PrT transport system.
v0 Calculated speed in the unloaded network
Note
In order to determine the value, the values v0-PrT and v0-PrT-Sys are compared.
The smaller value of the two is then v0.
vCur Display of the speed of each transport system in the loaded network
t0 Display of the in-vehicle time in the unloaded network
tCur Display of the in-vehicle time in the loaded network
Volume Display of the calculated volume
Cross-sec- Display of the calculated undirected value
tion

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 17.16.7.4 Links: PuT TSys tab

Element Description
Impedance Display of the calculated impedance
AddValue Free attribute, to which you can allocate a value
Toll Road toll for each PrT transport system
Note
If the link is allocated to a restricted traffic area, this attribute value is not used for
the TRIBUT-Equlibrium_Lohse procedure (see " Managing restricted traffic
areas" on page 1516 and "Link toll" on page 102).

17.16.7.4 Links: PuT TSys tab

In this tab, you can specify settings for all transport systems of public transport.

Element Description
Permitted If the option has been selected for the transport system, it is permitted on the
link.
If the option has not been selected for the respective transport system, the
link is not closed to the PuT transport system.
t-PuT Display of the run time of each PuT transport system
Volume Display of the calculated volume
Cross-sec- Display of the calculated undirected value
tion
AddValue Free attribute, to which you can allocate a value
Cost 1-3 Costs of the respective transport system
Number of Number of fare points per transport system
fare points

Note: The link attribute Number of touching line routes. which is not contained in the Edit
link window, indicates the number of line routes that traverse an arbitrarily small section of a
link. You can, for example, use it in the link list or in the link filter.

17.16.7.5 Links: Environment tab

In this tab, you can specify settings for the environmental impact analysis (see "Settings for the
environmental impact model and emission calculation according to HBEFA" on page 2389).

Note: The Environment tab is only displayed if you have activated the Noise emissions RLS
‘90 add-on (see "Displaying details on program and license" on page 1057).

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 17.16.7.6 Links: Congestion tab

Element Description
Urban Characteristic urban / rural for HBEFA-based calculation (see "Input attrib-
utes for calculation" on page 2404)
Slope Gradient of the lane (positive: uphill, negative: downhill)
[%]
Surface Road surface type (according to EWS-97)
type
Noise Calculated noise
NOx Calculated NOx pollutants
SO2 Calculated SO2 pollutants
CO Calculated CO pollutants
HC Calculated HC pollutants

17.16.7.6 Links: Congestion tab

In this tab, you can specify settings for the blocking-back model (see "Blocking back model set-
tings and calculation" on page 2098).

Note: The settings in the Congestion tab only apply to the optional blocking-back model used
in conjunction with static PrT assignments. They do not influence dynamic assignments or the
regular node impedance calculation.

Element
Calculated stocking
capacity [CarUnits]
Stocking capacity [car
units]
Permeability of queue
[%]
Queue length [CarUnits]
Relative queue length
[%]
Mean wait time
Total wait time
Description
Display of the calculated stocking capacity
If the option has been selected, you can enter a stocking capa-
city which will be used in the calculation.
If the option has not been selected, the calculated stocking capa-
city will be used in the calculation.
Enter a percentage
Display of the calculated queue length
Display of the calculated relative queue length
Display of the calculated mean wait time
Display of the total wait time

17.16.7.7 Links: DUE tab

In this tab, you can specify settings for the procedure Dynamic User Equilibrium (DUE) (see
"Dynamic User Equilibrium (DUE)" on page 2148).

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 17.16.7.8 Links: ICA tab

Note: The settings in the DUE tab only apply to the PrT procedure Dynamic User Equilibrium
(DUE).

Element Description
Average space Enter the length required by a car unit in case of a fully congested
required by car unit link, i.e. when the maximum vehicle density has been reached.
per lane Note
The value needs to fulfill the following condition:
SpacePerPCU <= 1000 • v0PrT / (2 • 1.05 • CapPrT/ NumLanes)}
The default value is calculated as follows:
SpacePerPCU = MIN {7.00, 1000 • v0PrT/(2 • 1.05 • CapPrT/
NumLanes)}
vWave Enter the slope for the hypercritical branch of the fundamental dia-
gram (see Fundamentals: Chpt. 7.21.4, page 524)
Note
The default value is calculated as follows:
Max{ v0PrT • 0.3, CapPrT/(1000/LinkSpacePerPCU – CapPrT•
2/v0PrT)}
Tip
Use the Multi-edit functionality to allocate a value to all links (see
"Resetting DUE attributes to the default values" on page 1254).
Fundamental diagram Use the list box to select one of the two types of the fundamental dia-
type gram (see Fundamentals: Chpt. 7.21.4, page 524).
Out capacity If the option has been selected, you can enter an out capacity for
the link.
If the option has not been selected, the regular capacity PrT
(CapPrT) will be used.

17.16.7.8 Links: ICA tab

The data in the ICA tab are used in the calculation of the node impedance calculation ICA (Inter-
section Capacity Analysis) (see "Calculating and exporting ICA" on page 1653).

Element Description
Arrival type Level of platooning in traffic arriving at the To node

17.16.8 Finding a link

How to find links has been described for all network object types (see "Finding network objects in
the network" on page 1116).

17.16.9 Selecting links

There are several ways to select links in order to edit them in another step.

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 17.16.9.1 Marking links

Marking links
Setting links active/passive

17.16.9.1 Marking links

How to mark links is described for all network object (see "Marking network objects in the net-
work" on page 1121).

Note: Since a link has two directions, mark a link by clicking next to the link in the desired dir-
ection.

17.16.9.2 Setting links active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.16.10 Editing the attribute values of links

You can edit the attribute values of one link, all marked links or all (active) links.

17.16.10.1 Editing the attribute values of a link

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Links button.
3. In the network, double-click next to the link in the desired direction whose attribute values you
want to edit.
The Edit link window opens.

Tip: If the link is marked, you can also call the Edit link window via the context menu > entry
Edit or by pressing the ENTER key.

4. Edit the values of the desired attributes (see "Properties and options of links" on page 1226).
5. Confirm with OK.
The attribute values are edited.

Tip: You can also edit the values of the input attributes of links in the Quick view window or in
the list of the network object type (see "Quick view window" on page 981 and "Working with
lists" on page 2507).

17.16.10.2 Editing the attribute values of marked links

1. Mark the desired links whose attribute values you want to edit (see "Selecting links" on
page 1230).
2. Press the ENTER key.
The Multi-edit nodes: <Number> objects window opens.

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 17.16.10.3 Editing the attribute values of all or all active links

Tip: You can also open the Multi-edit links: <Number> objects window via the context
menu > Edit entry or by double-clicking the last link you want to mark.

3. Edit the values of the desired attributes (see "Properties and options of links" on page 1226
and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.16.10.3 Editing the attribute values of all or all active links

Note: If there are no passive links in the network, all links are edited. Markings of links are
ignored.

1. If required, set the links active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
The Links shortcut menu opens.
3. Select the Multi-edit entry.
The Multi-edit links window opens.
4. Select whether you want to edit the attribute values of all links or just the active ones.

Element Description
Only active ones If the option has been selected, only active links will be taken into
account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of links" on page 1226
and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.16.11 Editing the link course

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Links button.
3. In the network, click next to the link (in the desired direction) whose course you want to edit.
The link is marked.

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 17.16.12 Reshaping the course of a link

4. Right-click in the network display.

A shortcut menu opens.
5. Select Redefine link geometry.
6. In the network, mark the position of the first intermediate point with a left-click.

A rubber band connects the From-node via the current position of the mouse with the To-node
of the link.
7. If required, define further intermediate points by marking the desired positions in the network.

Note: If you press the ESC key, the course will be discarded and the link will be reset to the
previous course.

8. Once you have inserted all intermediate points, press the ENTER key to complete the course.

Tip: Alternatively, in the network display, right-click and from the shortcut menu choose the
desired entry.

The course of the link is changed.

Note: Depending on the settings made under User preferences, the link geometry is used as link
length. You can change the setting under Edit > User preferences > navigator entry Network >
Links or via the shortcut menu.

17.16.12 Reshaping the course of a link

There are several options for editing the link course.
Editing individual points of the link course
Recreating the link course

17.16.12.1 Editing points of the link course

1. Mark the desired link.
2. In the network, click the route point that you want to shift and hold down the mouse button.
3. Drag the route point to the desired position and release the left mouse button.
4. If required, drag further route points to new positions.
5. Delete existing route points, if required, by pressing the CTRL key and clicking the route point.

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 17.16.12.2 Redefining the link course

Note: You can delete all intermediate points. To do so, right-click the marked link and from
the shortcut menu, choose Delete all intermediate points.

6. Insert further route points, if required, by pressing the CTRL key and clicking the course.
7. Press ENTER.
The course of the link is changed.

Notes: You can recalculate the link length automatically by right-clicking the link and choosing
the entry Use link length of link geometry from the shortcut menu.
You can also use the distances resulting from an edited course as link lengths for several links.
In the Multi-edit links window, select the Length attribute, click the Attribute button and gen-
erate the length from the Length polygon attribute.

17.16.12.2 Redefining the link course

1. Mark the desired link.
2. Right-click the marked link.
3. From the shortcut menu, choose Redefine line course.
At the mouse pointer, a plus sign is displayed and a dashed line indicates the new line course.

4. To add route points, in the network display click the positions of your choice.
5. Press ENTER.

Tip: Alternatively, double-click to set the last point.

The course of the link is changed.

Tips: To have the link length recalculated automatically, from the shortcut menu, choose Use
line course as link length either before or while making changes to the course. You can also
select the option in the menu Edit > User preferences > navigator entry Network > Link.
You can also use the distances resulting from an edited course as link lengths for several links.
In the Multi-edit links window, select the Length attribute, click the Attribute button and gen-
erate the length from the Length polygon attribute.

17.16.13 Reallocating links

This function allows changing the To-node or the From-node of a link.

1. In the Network editor window, click the Edit mode icon .

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 17.16.14 Deleting intermediate points of links

2. In the Network window, click the Links button.

3. In the network, click next to the link in desired direction that you want to reallocate.
The link is marked.
4. Right-click in the network display.
A shortcut menu opens.
5. Select the Reallocate entry.
The link is displayed without arrow head.
6. Click the desired node that you want to reallocate and hold down the left mouse button.
7. Move the To-node or the From-node to the node to which you want to reallocate the link and
release the mouse button.
The link has a new From or To-node.

17.16.14 Deleting intermediate points of links

With this functionality you can reset the user-defined link polygons to the direct distance From-
node - To-node.
You can execute the functionality for all, all active links, or links marked in the network editor.

Editing all or all active links

1. If required, set the links active whose intermediate points you want to delete via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
The Links context menu opens.
3. Select the entry Link geometry > Delete intermediate points.
4. The Delete intermediate points window opens.
5. If necessary, select the Only edit active objects option.
6. Confirm with OK.
The links are reset to the direct distance between the From-node and the To-node.

Editing marked links

1. In the network, mark all links whose intermediate points you want to delete.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the entry Link geometry > Delete intermediate points.

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 17.16.15 Generalizing links

The links are reset to the direct distance between the From-node and the To-node.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.16.15 Generalizing links

With this functionality you can reduce the number of intermediate points of links.
You can execute the functionality for all, all active links, or links marked in the network editor.

Editing all or all active links

1. If required, set the links active whose intermediate points you want to reduce, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
The Links context menu opens.
3. Select the entry Link geometry > Generalize....
The Generalize links window opens.
4. Make the desired changes.

Element Description
Edit only active links If the option has been selected, only active links will be taken into
account.
Precision (in Visum Specification, how far the new links may deviate from the previous
coordinates) ones
Total number of inter- Calculated total number of intermediate points before and after gen-
mediate points eralization
(before) Note
The calculated total numbers will be output if you click the Preview
button.
Preview Calculates the total number of intermediate points based the entry
under Precision.
Note
The old and the new course are displayed in the network editor.

5. Confirm with OK.

The links are generalized.

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 17.16.16 Removing collinear points

Editing marked links

1. In the network, mark all links whose intermediate points you want to reduce.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the entry Link geometry > Generalize....
4. Confirm with OK.
The links are generalized.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.16.16 Removing collinear points

With this functionality, you can remove the intermediate points of links which do not affect the
course of the link because the direction of the link does not change at those points. Using this func-
tionality reduces the drawing effort.
You can execute the functionality for all, all active links, or links marked in the network editor.

Editing all or all active links

1. If required, set the links active whose collinear points you want to remove, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
The Links shortcut menu opens.
3. Select the entry Link geometry > Delete collinear points.
The Delete colliniear points window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The collinear points of the selected links are removed.

Editing marked links

1. In the network, mark all links whose collinear points you want to remove.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the entry Link geometry > Delete collinear points.
The collinear points of the selected links are removed.

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 17.16.17 Interpolating z-coordinates

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.16.17 Interpolating z-coordinates

With this functionality you can interpolate the z-coordinates of links.

Note: The functionality can save the effort of editing route courses after an export to Vissim.

You can execute the functionality for all, all active links, or links marked in the network editor.

Editing all or all active links

1. If required, set the links active, whose z-coordinates you want to adjust, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
The Links shortcut menu opens.
3. Select the entry Link geometry > Interpolate z-coordinates.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The z-coordinates of the selected links are interpolated.

Editing marked links

1. In the network, mark all links whose z-coordinates you want to interpolate.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the entry Link geometry > Interpolate z-coordinates.
The z-coordinates of the selected links are interpolated.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.16.18 Splitting a link

You can split a link by inserting an intermediate node or by inserting it next to an existing node, but
keeping the same distance to it as between the other nodes. You can also split overlapping links
at the intersection.
Nodes inserted by splitting a link are given a Z-coordinate, which is determined from the start and
end points of the link segment on which the node is located.

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 17.16.18.1 Splitting a link by inserting an intermediate node

Note: You can edit the Z-coordinates of nodes (elevation data) in the nodes list or in the tabular
view of the junction editor.

17.16.18.1 Splitting a link by inserting an intermediate node

1. In the Network editor window, click the Edit mode symbol .

2. In the Network window, click the Links button.
3. In the network, click next to the link in desired direction that you want to split.
4. Press F8.
5. Insert an intermediate node by clicking in the network.
The Create node <node number> window opens.

Note: The intermediate node does not have to be located on the link to be split. As inter-
mediate node, you can
mark any desired node in the network (except the From node and To node of the link
that you want to split) or
add an "isolated" node to the network (see "Creating a node" on page 1185). A preview
shows you where in the network, or on the link, the new node is inserted. You may also
use existing intermediate nodes if the "Snap" mode has not been deactivated. The
preview then displays a black cross and a lasso symbol to show you where the
"snapping" is done. To deactivate the "Snap" mode, hold down the SHIFT key.

6. Make the desired changes (see "Properties and options of nodes" on page 1186).
7. Confirm with OK.
The link is split. Two resulting links, possibly a new intermediate node, and new turns are inserted.

17.16.18.2 Splitting a link by specifying a length

1. Select the link you want to split by specifying a length. (see "Splitting a link by inserting an inter-
mediate node" on page 1239)
2. Right-click the selected link.
The context menu opens.
3. Then select Split according to length.
The Split link according to length window opens.
4. Make the desired changes.

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 17.16.18.3 Split intersecting links

Element Description
Insertion position of In this window section, you specify from which node the distance to
new intermediate the intermediate node is measured.
node Originating from:
Node <node number> (From node)
If you select this option, the distance between the intermediate node
and the From node is measured.
Node <node number> (To node)
If you select this option, the distance between the intermediate node
and the To node is measured.
At a distance of:
Using the slider, you can specify the distance between the inter-
mediate node and the reference node. You can etner the precise dis-
tance into the field.
New link numbers The program suggests the next link numbers available in the network.
You can edit the link numbers.

5. Confirm with OK.

The Create node <node number> window opens.
6. Make the desired changes (see "Properties and options of nodes" on page 1186).
7. Confirm with OK.
The link is split. Two resulting links and a new intermediate nodes are inserted.

17.16.18.3 Split intersecting links

You can execute the functionality for all, all active links, or links marked in the network editor.

Editing all or all active links

1. If required, set the links active that you want to split, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
3. In the shortcut menu, choose Split intersecting links.
The Split intersecting links window opens.
4. Make the following changes.

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 17.16.19 Copying attribute values to the opposite direction

Element
Only edit active objects
Split intersecting links only if
the links have at least one
transport system in common
(except PuTWalk)
Split intersecting links only if
they match in the following
attribute
Description
If the option has been selected, only active links will be
taken into account.
 If this option is selected, intersecting links are only split
if they have at least one transport system in common. The
PuTWalk transport system is not considered a common
transport system.
 If this option is not selected, the transport systems of
the links are not taken into account.
 If the option has been selected, you can select a com-
parison attribute via the button. In this attribute, the links
must match so that they can be split.
 If the option has not been selected, all intersecting
links will be taken into account.

5. Confirm with OK.

New nodes are inserted at the intersections of the links. The nodes are numbered in ascending
order, starting with the next free number. The node type is that of the last node inserted. The new
turns are open for the common transport system sets of From- and To-links. If a link pair has a
node in common or several intersections, it is not split.

Editing marked links

1. In the network, mark all links you want to split.
2. Right-click in the network display.
A shortcut menu opens.
3. From the shortcut menu, choose Split intersecting links.
4. Make the following changes.
5. Confirm with OK.
New nodes are inserted at the intersections of the links.

17.16.19 Copying attribute values to the opposite direction

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Links button.
3. In the network, click next to the link in desired direction, whose attributes you want to copy.
4. Right-click in the network display.
A shortcut menu opens.
5. Select the Copy attributes to reverse direction entry.

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 17.16.20 Labeling link bars

The values of all editable attributes of the marked link are automatically applied to the opposite dir-
ection of the marked link.

17.16.20 Labeling link bars

In the network, you can visualize the values of link attributes with the aid of link bars (see "Dis-
playing properties via bars" on page 2579). You can label the link bars displayed in the network.
You can edit the labels of link bars as follows:
switch on/off (see "Switching on/off the labels of link bars" on page 1242)
shift (see "Moving the labels of link bars" on page 1243) and
reset them to their standard positions (see "Relocating the link bars to their default positions"
on page 1244).

17.16.21 Switching on/off the labels of link bars

To display the labels of link bars, from the Graphics > Edit graphic parameters menu, choose
Links in the navigator. Then select Draw bar labels (see "Specifying basic settings for the Net-
work editor window" on page 2551).
For each link, you can overwrite the standard setting for all links.

17.16.21.1 Switching on/off the bar label of a link

You can switch on/off the bar label of individual links as follows:

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Links button.
3. In the network, click next to the link in the desired direction, whose bar label you want to switch
on or off.
4. Press F4.
The label of the link bar is switched on or off.

Tip: You can also control the labeling in the shortcut menu via entry Bar labels > Switch
on/off.

Notes: For the display of the label of the link bars, the text size and the text scaling factor is
taken into account.
If, for individual links, no bar label is displayed, you should reduce the text size or the text scal-
ing factor or zoom into the network (see "Specifying basic settings" on page 2551).

17.16.21.2 Switching on/off labels of marked links

You can switch on/off the bar labels of several marked links as follows:

1. Click the Edit mode symbol.

2. Click the Links button.

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 17.16.21.3 Switching on/off bar labels of all or all active links

3. Mark the desired links.

4. Right-click in the network display.
A shortcut menu opens.
5. Click the Switch on/off bar label entry.
The bar labels of the marked links are switched on or off.

17.16.21.3 Switching on/off bar labels of all or all active links

You can switch on or off the bar labels of all or all active links as follows.
1. If required, set the links active whose bar labels you want to switch on or off, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
The Links context menu opens.
3. Select the entry Labels > Switch on/Switch off.
4. Confirm with OK.
The bar labels are switched on or off.

17.16.22 Moving the labels of link bars

You can move the labels of link bars along the respective link.

Note: By default, the link bar label is displayed as follows:

At the midway point of the link in case of links that have not been reshaped. The link bar
label is not issued if the text length exceeds the direct distance length of the link.
For links with an edited shape
at the longest section (standard). The link bar label is not issued if the text length
exceeds the section length in the network display.
in the middle. The link bar label is not issued if the text length exceeds the direct dis-
tance From-node - To-node.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Links button.
3. In the network, click next to the link in the desired direction, whose label you want to move.
4. Press F6.

Tip: Alternatively, you can change the position of the label via the Shift bar labels entry on
the shortcut menu.

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 17.16.23 Relocating the link bars to their default positions

Note: When you move the mouse pointer, the label position is displayed in the label preview.
If the bar label has been disabled, an arrow indicates where the label position would be.

5. In the network, click the position where you want to position the label.

Tip: To move the down direction label at the same time, hold down CTRL key, while you click.

The link bar label is moved.

17.16.23 Relocating the link bars to their default positions

You can reset the bar labels of links to their default position as follows.

Note: This option only applies to labels that have been shifted beforehand.

You can execute the functionality for all, all active links, or links marked in the network editor.

Editing all or all active links

1. If required, set the links active whose bar labels you want to reset to the default position, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
The Links context menu opens.
3. Select the entry Bar labels > Initialize position.
The Reset link bar label position window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The link bar labels are reset to their default positions, i.e. to the middle of the link in case of links
whose course equals the direct distance, and to the longest section in case of links whose course
has been edited.

Editing marked links

1. In the network, select all links whose bar labels you want to reset to the default position.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the entry Bar labels > Initialize position.
The bar labels of the selected links are reset to their default positions.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

1244 © PTV Planung Transport Verkehr GmbH

 17.16.24 Links: opening the graphical or tabular timetable

17.16.24 Links: opening the graphical or tabular timetable

Using this function, you can open the graphical or tabular timetable (see "Using the graphical and
tabular timetable" on page 2770). The line routes that traverse the selected links are preselected.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Links button.
3. Press the CTRL key and keep it pressed.
4. Click one by one next to the links in the desired directions which you want to mark.
The selected links are marked.
5. Right-click a marked link.
A shortcut menu opens.
6. Select the entry Timetable (graphical), Timetable (tabular), or Both timetables.
If you mark a link located on a line that is included in the line selection, the selected timetable
opens. If you mark a link located on a line that is not included in the selection, a query opens.

Element Description
Edit line selection Used to edit existing line selection in network. The Edit line selection
window opens (see "Editing your line selection" on page 2776). There
you can make settings for editing the line selection.
Keep line selection The existing line selection for the network is kept and the timetable
opens. Vehicle journeys whose course traverses the selected links are
not marked.

7. Click the Edit line selection button.

8. Make the desired changes (see "Editing your line selection" on page 2776)
9. Confirm with OK.
The timetable opens and the traversed line routes are displayed according to the selected option.

Note: The displayed direction of the displayed line routes is picked independently of the attrib-
ute direction, so that the orientation of the line routes is the same if they traverse the selected
links in the same direction.

17.16.25 Determining the link course based on a shortest path search

With this functionality you can determine the link sequence between at least two marked nodes
for a PrT transport system or at least two marked stop points for a PuT transport system based on
the currently set parameters.
Afterwards, you can for example edit the marked link sequence as follows.
Simultaneously modify the attributes of the marked links in the Quick view window.
Use the editing functionalities for several objects on the shortcut menu or the Edit menu.

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 17.16.26 Checking the symmetry of both directions of a link

Edit the line routes, which traverse the marked links, in the tabular timetable (see "Using the
graphical and tabular timetable" on page 2770).
1. In the Network window, right-click the Links button.
The Links shortcut.
2. Select the Link sequence from shortest path search entry.
The window Specify link sequence opens.
3. Make the desired changes.

Element Description
Zoom Use this button to shift the network section. Marked objects are shifted to the
middle of the screen.
Parameters Use this button to specify the parameters for the shortest path search.
In the Path search parameters window, you can specify the following set-
tings:
Transport system
Use the drop-down list to select a transport system. You can select any trans-
port system that exists in the network.
Use also closed links for routing
If the option has been selected, the search also considers links that have been
closed to the transport system.
Use also closed turns for routing
If the option has been selected, the search also considers turns that have
been closed to the transport system.
Search criterion
Use the list box to select a search criterion (see "Creating a system route" on
page 1472).

4. In the network, click the first node or stop point and hold down the mouse key.
5. Move the mouse pointer to the next desired node or stop point and release the mouse button.
6. If required, drag the mouse pointer to further nodes or stop points.
7. Confirm with OK.
In the network, the link sequence found based on the parameter settings is marked for further
modifications.

17.16.26 Checking the symmetry of both directions of a link

With this functionality you can check the symmetry of the input values of selected link attributes of
the two directions of each link in the current network.
Links whose opposite directions have different values for at least one of the compared attributes
become active links.

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 17.16.27 Calculating the slope from z-coordinates

Notes: Any previously set spatial selection of active network objects will not be taken into
account when checking the symmetry, but will be reset automatically. Save the previous selec-
tion beforehand, if required (see "Saving a spatial selection of network objects" on page 1157).
However, active link filters will be taken into account, i.e. only links which fulfill the current filter
criteria are checked.

1. In the Network window, right-click the Links button.

The Links shortcut menu opens.
2. Select the Check link symmetry entry.
The Check link symmetry window opens.
3. In the Attribute to be compared section, click the button with the attribute name.
The Attributes (links) window opens.
4. In the attribute list, select the attribute that you want to compare.
5. Confirm your selection with OK.
The attribute is selected.
6. Close the Check link symmetry window with OK.
Links, whose two directions agree in the selected attribute, become passive links.

17.16.27 Calculating the slope from z-coordinates

The slope is a link attribute. It is used amongst other things for the following purposes:
ANM export to Vissim
ICA calculations
Emission calculation according to HBEFA
Visum can only calculate the slope of a link if the z-coordinates of the From-node and To-node of
the link are known (see "Editing the attribute values of nodes" on page 1186). The slope is dis-
played in percentages.
Visum calculates the slope for one link direction. The opposite direction gets the same slope value
with reversed sign, however.
You can execute the functionality for all, all active links, or links marked in the network editor.

Editing all or all active links

1. If required, set the links active, whose slope you want to calculate, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.

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17.16.27 Calculating the slope from z-coordinates

The Links shortcut menu opens.

3. Select the Calculate slope from z-coordinates entry.
The Calculate slope from z-coordinates window opens.
4. Make the desired changes.

Element Description
Only edit If this option has been selected, only the slopes of active links will be cal-
active culated.
objects
If this option has not been selected, the slopes of all links will be calculated.
Reference Length (input attribute)
attribute for You can read the link attribute or have it calculated by Visum and edit it after-
length wards Select this reference attribute if you have reliable length data. This way
you will get the most accurate results.
Length direct
This link attribute stands for the direct distance between the From-node and the
To-node. It is calculated automatically by Visum.
Length polygon
This link attribute specifies the length of the polygon between the From-node
and the To-node. It is calculated automatically by Visum.

5. Confirm with OK.

Visum calculates the slopes of the links you specified. The slope is displayed as a link attribute in
percent. You will also find the slope details on the Environment tab of the Edit link window (see
"Properties and options of links" on page 1226).

Editing marked links

1. In the network, mark all links whose slope you want to calculate.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Calculate slope from z-coordinates entry.
4. Make the desired changes.
5. Confirm with OK.
Visum calculates the slopes of the selected links.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

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 17.16.28 Splitting links at surface boundaries

17.16.28 Splitting links at surface boundaries

You can use this functionality to split legs at the boundaries of different surfaces so that you can
allocate links to one surface.
1. If required, set the links active that you want to split, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
The Links shortcut menu opens.
3. Select the Split links at surface boundaries entry.
The Split links at surface boundaries window opens.
4. If necessary, select the Only edit active objects option.
5. Select the surface types at whose boundaries links are to be split.
6. If required, select the Consider only active surfaces option if you want to split links at active
surfaces of the respective categories only.
7. Confirm with OK.
The links are split at all intersections of the selected surfaces and nodes are inserted in these
places.

17.16.29 Generating link attribute values from turn attribute values

With this functionality, you can generate link attribute values from the existing values of a turn
attribute or main turn attribute.
The following rules apply:
If the two nodes of a link are not part of a main node, turn attributes are allocated to the link
attributes.
If the link is an inner link, i.e. both nodes of a link are part of the same main node, turn attrib-
utes are allocated to the link attributes.
If one node (node 1) of a link is part of a main node and the other node (node 2) is not part of
a main node, the values of the main turn (node 1) and the values of the turn (node 2) are
used.
If one node (node 1) of a link is part of a main node and the other node (node 2) is part of a dif-
ferent main node, only the values of the main turns are used for the calculation.
Notes: A prerequisite is that for turns, volume data is available as turn attributes.
You can also generate link attribute values based on other attributes of turns at the From node
or To node of the link.

You can execute the functionality for all, all active links, or links marked in the network editor.

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17.16.29 Generating link attribute values from turn attribute values

Editing all or all active links

1. If required, set the links active whose link attributes you want allocate the values of turn and
main turn attributes to via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
The Links shortcut menu opens.
3. Select the Calculate link attribute from turn attribute entry.
The Calculate link attribute from turn attribute window opens.
4. Make the desired changes.

Element Description
Only edit act- If the option has been selected, the value of the selected attributes of all
ive objects active links will be replaced.
If the option has not been selected, the value of the selected attributes of
all links will be replaced.
Link attribute Use the button to select the attribute, to which you want to allocate the val-
ues of a turn attribute.
Set to In the drop-down list, select the desired entry.
Note
The attribute values of each node of the link are compared and the value is
determined based on the selected option.
Turn attribute Use the button to select the attribute based on which you want to generate
the link attribute data.
Main turn Use the button to select the attribute based on which you want to generate
attribute the link attribute data.
Add If the option has been selected, the determined attribute values and already
existing link attribute values will be added up.

5. Confirm with OK.

The new values for the selected link attribute are determined.

Editing marked links

1. In the network, mark all links whose link attributes you want assign the values of turn and main
turn attributes.
2. Right-click in the network display.
A shortcut menu opens.

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 17.16.30 Generating link run times from line run times

3. Select the Calculate link attribute from turn attribute entry.

4. Make the desired changes.
5. Confirm with OK.
The new values for the selected link attribute are determined.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.16.30 Generating link run times from line run times

Note: This functionality is only relevant for the public transport.

With this functionality, you can replace the values of the link run times with the values of the line
run times. Here, three cases are distinguished:
If the time profile items do not match the corresponding links, the run times of the time profiles
are applied.
If no link run times are entered for the transport system, the run times of the time profiles are
applied even if the time profiles do not match the corresponding links. In this case, the link run
times are interpolated by the length of the link.
If the link run times are available and the time profile items do not match the corresponding
links, the available link run times are projected via the run time from the time profiles.
You can execute the functionality for all, all active links, or links marked in the network editor.

Editing all or all active links

1. If required, set the links active, whose run times you want to set, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
The Links shortcut menu opens.
3. Select the Link run times from line run times entry.
The Run times of links from run times of lines window opens.
4. If necessary, select the Only edit active objects option.
5. Make the desired changes.

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 17.16.31 Generating link run times from line run times in a procedure sequence

Element Description
Weighting Use the drop-down list to select the type of weighting.
Minimum
Mean
Maximum
If a link is part of more than one time profile, the link run time can be determined
from the weighted mean of the run times of all time profiles, from the minimum
run time of the time profiles, or from the maximum run time of the time profiles
which include this link.
Consider If the option has been selected, only active time profiles will be taken into
only active account.
time pro-
files

6. Confirm with OK.

The line run times are used as link run times for the public transport systems.

Editing marked links

1. In the network, mark all links whose run times you want to set.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Link run times from line run times entry.
4. Make the desired changes.
5. Confirm with OK.
The line run times are used as link run times for the public transport systems.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.16.31 Generating link run times from line run times in a procedure sequence

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. In the desired position of the procedure sequence, insert the Set link run times from line run
times operation of the Miscellaneous category (see "Setting up and starting the procedure
sequence" on page 2015).
3. Make sure that the inserted operation is marked and click the Edit button in the Operations
section.
The Set link run times from line run times window opens.
4. Make the desired changes.

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 17.16.32 Simplifying node-link networks for public transport

Element Description
Weighting Use the drop-down list to select the type of weighting.
Minimum
Mean
Maximum
If a link is part of more than one time profile, the link run time can be determined
from the weighted mean of the run times of all time profiles, from the minimum
run time of the time profiles, or from the maximum run time of the time profiles
which include this link.
Consider If the option has been selected, only active time profiles will be taken into
only active account.
time pro-
files
Consider If the option has been selected, only active links will be taken into account.
only active
links

5. Execute the procedure (see "Executing procedures in the procedure sequence" on

page 2030).
The link run times are generated.

17.16.32 Simplifying node-link networks for public transport

Especially after a GTFS import with exact links, networks with too many links and nodes and links
on top of each other are often created (see "General Transit Feed (GTFS) import" on page 2958).
You can simplify such networks and then import them into a target network, for example, using the
Public transport data import.
1. In the Edit > Network objects (basis) > Nodes or Links menu, select the Simplify node-link
network for public transport entry.

Tip: Alternatively, you can right-click the Nodes or Links button in the Network window and
select the Simplify node-link network for public transport entry.

The Simplify node-link network for public transport window opens.

2. Make the desired changes.

Element Description
Consider If the option has been selected, only active nodes will be taken into account.
only active
nodes
Section Snap Specify global snap radii
radii

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 17.16.33 Resetting DUE attributes to the default values

If the option is selected, you can set snap radii that will be applied to all stop
points and nodes without a stop point. Enter a value for stop points and nodes
without stop points.
Specify snap radius per node / stop point
If the option is selected, select one attribute each containing the Snap radius
for stop points and the Snap radius for nodes without a stop point.
Merge only If the option is selected, you can specify that stop points are also merged
stop points based on their names.
with similar You can use the slider to change the similarity calculation factor.
names
Keep  If the option is selected, all replaced parts of the network will be kept.
replaced part  If the option is not selected, all replaced parts of the network will be deleted.
of the net- This applies to all relevant nodes, the adjacent links, and the stops on them. If
work there are objects that refer to the deleted objects, they will be deleted as well.

17.16.33 Resetting DUE attributes to the default values

With this functionality you can set the value of the vWave and the value of the space per car unit
for all or all active links to the default value (see "Dynamic User Equilibrium (DUE)" on
page 2148).
You can execute the functionality for all, all active links, or links marked in the network editor.

Editing all or all active links

1. If required, set the links active, whose DUE attribute values you want to reset, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected links are active.
2. In the Network window, right-click the Links button.
The Links context menu opens.
3. Select the Initialize DUE attributes entry.
The Initialize DUE attributes window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The values of the DUE attributes are reset to the default values.

Editing marked links

1. In the network, mark all links whose DUE attributes you want to reset.
2. Right-click in the network display.
A shortcut menu opens.

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 17.16.34 Deleting links

3. Select the Initialize DUE attributes entry.

The values of the DUE attributes are reset to the default values.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.16.34 Deleting links

How to delete links is been described for all network object (see "Deleting network objects" on
page 1159).

17.17 Managing zones

Zones are origin and destination of trips within the transport network, for example residential
areas, commercial areas, shopping centers, schools. They are connected to the network via con-
nectors. Each vehicle journey starts and ends at a zone (see Fundamentals: Chpt. 3.1.4,
page 103).

17.17.1 Creating a zone

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Zones button.
3. In the network, click the position where you want to insert the centroid of the zone.

Tip: You specify settings for the newly inserted network object directly in the Quick view
(Zones) window.
The attributes of zones are described here (see "Properties and options of zones" on
page 1255).
If you want to display the Create Zone window when inserting the object, you can right-click
the Zones button in the Network window and activate Show dialogs when inserting
objects.

The centroid of the zone is inserted. You can now create a boundary. The border is optional. It
defines the partial zones and determines the surface of the main zone i.e. illustrates its extent.
You can continue as follows:
If you do not want to define a boundary for the zone, press the ESC key. The zone is then
inserted as centroid without a boundary. You can specify the boundary later (see "Creat-
ing a boundary" on page 1165).
If you want to define a boundary for the zone right away, proceed with (see "Creating a
boundary" on page 1165) step 5.

17.17.2 Properties and options of zones

Note: Some of the described properties and options will only be displayed if you have activated
the respective add-on module (see "Displaying details on program and license" on page 1057).

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 17.17.2.1 Zones: General attributes

The upper section of the Create zone or Edit zone window contains the general attributes of the
zone. In the lower section, you can edit specific attributes in various tabs.

17.17.2.1 Zones: General attributes

Element Description
Number Unique number of the zone
The zones are numbered consecutively. You can overwrite the preset number with a
number that does not yet exist in the network.
Type The zone type (0...99) categorizes the zone. The standard type is 0.
Code Code of the zone
Name Name of the zone

17.17.2.2 Zones: Basis tab

Element Description
Relative You can define an area under consideration for the evaluation of the traffic
state between zones if you assign a relative state to the zones.
In the drop-down list, select whether the zone shall be inside of the area under
consideration (Internal) or outside of it (External), or whether the state of the
zone shall not be relevant to the evaluation of the traffic between zones (Ignore).
Note
This setting is relevant to the OD pair filter (see "Exception: Filter for OD pairs" on
page 1145).
AddValue1- Free attributes which you can use to enter additional values.
AddValue3 Tip
If you want to allocate additional information to a network object, you can also cre-
ate user-defined attributes (see "Managing user-defined attributes" on
page 1084).
Position Coordinates of the zone centroid in the network
The coordinates are assigned automatically according to the set coordinate sys-
tem (see "Selecting a coordinate system" on page 2413).
Note
The label of a zone is always displayed at the position of its centroid.

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 17.17.2.3 Zones: Connections tab

17.17.2.3 Zones: Connections tab

Section PrT
Element Description
Origin con- By shares
nectors Use this option to specify that the PrT origin traffic is distributed proportionally
to the PrT origin connectors (see "Connectors: Basis tab" on page 1279).
Absolute
Use this option to specify that distribution of the PrT origin traffic to the PrT
connectors is absolute.
Dest. con- By shares
nectors Use this option to specify that the PrT destination traffic is distributed pro-
portionally to the PrT destination connectors (see "Connectors: Basis tab" on
page 1279).
Absolute
Use this option to specify that the distribution of the PrT destination traffic to
the PrT destination connectors is absolute.
Method for con- Use the drop-down list to select a method for the calculation of the shares of
nector shares proportional connectors for the zone which deviates from the standard.
Tips
To change the standard method, from the Calculate > General procedure
settings > menu, choose PrT settings > Connector shares (see "Pro-
portional distribution of demand" on page 2063).
You can also change the method for several zones via the Method for con-
nector shares attribute (see "Editing attribute values of network objects" on
page 1100).

Note: For PrT connectors with a distribution by shares, the impedances are determined accord-
ing to the set impedance function during the assignment (see "Definition and application of
volume-delay functions" on page 2067).

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 17.17.2.4 Zones: Demand tab

Section PuT
Element Description
Connectors By shares
Use this option to specify that the PuT origin and destination traffic is dis-
tributed proportionally to the PuT origin and destination connectors (see
"Connectors: Basis tab" on page 1279).
Note
For a distribution by shares, on the Calculate > Procedure sequence 
menu, the PuT assignment procedure from the Assignments category
needs to be selected with the Timetable-based or Headway-based setting
and the Regard connectors as shares parameter (see "Timetable-based
assignment: Basis page" on page 2207 and "Headway-based assignment:
Basis tab" on page 2197).
Absolute
Use this option to specify that the distribution of the PuT origin and des-
tination traffic to the PuT origin and destination connectors is absolute.

17.17.2.4 Zones: Demand tab

In the OD demand tab, the current traffic volume of the zone is displayed per direction and
demand segment in the network, and totalized per PrT and PuT transport type and overall (see
"Modeling demand" on page 1737).

17.17.2.5 Zones: DStrata tab

In the DStrata tab, you can edit the value of the productions and attractions calculated for the spe-
cific zone.
The productions and attractions of the demand strata are calculated for each zone in the (EVA)
trip generation step of the demand calculation (see "Starting the iterative repetition" on
page 1847).
For demand models of type EVA-P (see "Managing demand objects" on page 1753), you can edit
the value of further demand volumes.

Element Description
Select Use the drop-down list to select the demand model, the demand strata of which
demand you want to display in the list (see "Managing demand objects" on page 1753).
model
DStratum Demand strata defined for the selected demand model (see "Managing demand
objects" on page 1738).
Productions Number of trips that start at the zone
Attractions Number of trips that terminate at the zone
Home trips Number of trips that originate and terminate at the respective zone
Note

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 17.17.2.6 Zones: HBEFA tab

Element Description
This column is only available for demand models of type EVA-P and Tour-based
model.
Production Number of trips that start at the respective zone, which is calculated in the EVA
target trip generation step before taking account of the constraints (see "Modeling
demand" on page 1737).
Note
This column is only available for demand models of type EVA-P.
Attractions Number of trips that terminate at the respective zone, which is calculated in the
target EVA trip generation step before taking account of the constraints (see "Modeling
demand" on page 1737).
Note
This column is only available for demand models of type EVA-P.
Balance Factor which is calculated optionally when solving the trilinear equation system
factor pro- during EVA distribution/mode choice for the production side (see Fundamentals:
ductions Chpt. 5.2.9.3, page 257).
Balance Factor which is calculated optionally when solving the trilinear equation system
factor attrac- during EVA distribution/mode choice for the attraction side (see Fundamentals:
tions Chpt. 5.2.9.3, page 257).

You can also edit the values via menu Demand > Demand models > tab Demand strata >
button Productions/attractions (see "Managing demand objects" on page 1738).

17.17.2.6 Zones: HBEFA tab

In the HBEFA tab you can specify the settings for the HBEFA-based calculation of the cold start
excess calculation (see Fundamentals: Chpt. 11.3.2.2, page 853).

Element Description
Calculate cold If the option has been selected, the cold start supplements is calculated
start supplements by area.
by area
Calculate cold If the option has been selected, the cold start supplements is calculated
start supplements on paths.
on paths
Cold start share Use this attribute to specify the share of cold start for this zone. You can
allocate values between 0 and 1 to this attribute.
Tip
If the zone is a cordon zone, for example, it makes sense to allocate value
0 to the zone, because vehicles are usually warm already as they pass a
cordon zone.

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 17.17.2.7 Zones: Mobility sharing tab

17.17.2.7 Zones: Mobility sharing tab

Note: This tab is only available if the Mobility sharing add-on module has been activated (see
" Enabling or disabling add-ons" on page 1058). Furthermore, the tab is only available if you
have defined a Sharing transport system with the property Station-bound (Roundtrip sys-
tem) (see "Properties and options of transport systems" on page 1178).

Element Description
Average Here you can enter the average time a vehicle is parked at this zone (see Fun-
dwell time damentals: Chpt. 8.10.12, page 668). The value greatly depends on the pre-
dominant use of the zone. The dwell time is, for example, lower if the use is
shopping than in case of a cultural event. In the case of purely residential areas, a
high value should be entered. If you want to rule out the parking of vehicles at a
zone, you should close the connectors for the transport system. In the price cal-
culation, the dwell time is added one half each to the origin path and the destination
path.
Number Total of the parked vehicles over the analysis period These vehicles were parked at
of parked this zone for the average dwell time while they were rented.
rental
vehicles
Number Total of the vehicles collected over the analysis period These vehicles were col-
of col- lected again at the zone after the average dwell time.
lected
rental
vehicles

Note: The procedure tries to balance the number of parked and collected rental vehicles (see
Fundamentals: Chpt. 8.10.11.3, page 664).

17.17.3 Finding a zone

How to find zones is described for all network objects (see "Finding network objects in the net-
work" on page 1116).

17.17.4 Selecting zones

There are several ways to select zones in order to edit them in another step.
Marking zones
Setting active/passive zones

17.17.4.1 Marking zones

How to mark zones is described for all network objects (see "Marking network objects in the net-
work" on page 1121).

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 17.17.4.2 Setting active/passive zones

17.17.4.2 Setting active/passive zones

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.17.5 Editing the attribute values of zones

You can edit the attribute values of one zone, all marked zones or all (active) zones.

17.17.5.1 Editing the attribute values of a zone

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Zones button.
3. In the network, double-click the centroid or within the border of the zone whose attribute values
you want to edit.
The Edit zone window opens.

Tip: If the zone is marked, you can also call the Edit zone window via the context menu >
entry Edit or by pressing the ENTER key.

4. Edit the values of the desired attributes (see "Properties and options of zones" on page 1255).
5. Confirm with OK.
The attribute values are edited.

Note: You can also edit the values of the input attributes of zones in the Quick view window or
in the list of the network object type (see "Quick view window" on page 981 and "Working with
lists" on page 2507).

17.17.5.2 Editing the attribute values of marked zones

1. Mark the desired zones whose attribute values you want to edit (see "Marking zones" on
page 1260).
The selected zones are marked.
2. Press the ENTER key.
The Multi-edit nodes: <Number> objects window opens.

Tip: You can also call the Multi-edit zones: <Number> objects window via the context
menu > entry Edit or double-click the last zone that you mark.

3. Edit the values of the desired attributes (see "Properties and options of zones" on page 1255
and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

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 17.17.5.3 Editing the attribute values of all or all active zones

17.17.5.3 Editing the attribute values of all or all active zones

Note: If there are no passive zones in the network, all zones are edited. Markings of zones are
ignored.

1. If required, set the zones active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected zones are active.
2. In the Network window, right-click the Zones button.
The Zones context menu opens.
3. Select the Multi-edit entry.
The Multi-edit zones window opens.
4. Select whether you want to edit the attribute values of all zones or just the active ones.

Element Description
Only active ones If the option has been selected, only active zones will be taken into
account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of zones" on page 1255
and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.17.6 Managing the boundary of a zone

A detailed description on how to manage the boundary of a zone is given for all polygonal network
objects (see "Managing boundaries of polygonal network objects" on page 1165).

17.17.7 Deleting the boundaries of several zones

You can delete read in or edited boundaries of zones.
You can execute the functionality for all, all active zones, or zones marked in the network editor.

Editing all or all active zones

1. Select the zones, whose boundaries you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected zones are active.

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 17.17.8 Moving the centroid of a zone

2. In the Network window, right-click the Zones button.

The Zones shortcut menu opens.
3. Select the Initialize boundaries entry.
The Initialize boundaries: zones window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The boundaries are deleted.

Editing marked zones

1. In the network, mark all zones whose boundaries you want to delete.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Initialize boundaries entry.
The boundaries are deleted.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.17.8 Moving the centroid of a zone

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Zones button.
3. In the network, click the centroid that you want to move and hold down the left mouse button.
The mouse pointer changes into a cross.
4. Drag the centroid of the zone to the desired position and release the left mouse button.

Notes: If you press the ESC key while dragging, you can cancel the action and the centroid is
reset to its original position.

The new position of the centroid is saved. The location and expansion of the border remains
unchanged.

Tip: You can also change the position of the centroid by editing the coordinates of the zone
(see "Zones: Basis tab" on page 1256).

Notes: The centroid should lie within the zone border.

The zone connectors are not adjusted automatically. You have to manually adjust the lengths
of the connectors and the connector times (see "Managing connectors" on page 1276).

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 17.17.9 Splitting zones

17.17.9 Splitting zones

You can split an existing zone into to new zones.

Note: If you want to generate three or more zones out of a zone, you need to repeat the split
operation accordingly.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Zones button.
3. In the network, click the centroid or within the boundary of the zone that you want to split.
4. Press F8.
The Enter split weights for demand matrices window opens.
5. Make the desired changes.

Element Description
Zone number Number of the original zone (first field) and the new zones.
The new zone numbers are assigned consecutively and numbered from
the highest zone number in the network.
You can overwrite the preset numbers later (see "Properties and options of
zones" on page 1255).
Origin weight Split factors which, for each new zone, determine the percentage of the pro-
duction of the original total zone (suggested values: 0.5 each, where 0.5
equals 50 %).
Note
The split factors need to add up to 1.0 (per 100 % production).
Destination Split factors which, for each new zone, determine the percentage of the
weight attraction of the original total zone (suggested values: 0.5 each, where 0.5
equals 50 %).
Note
The split factors should add up to 1.0 (per 100 % attraction).

6. Confirm with OK.

A query opens.
7. Confirm with Yes or Yes for all.
The existing zone is deleted and the centroids of the new zones are inserted.

Notes: You can then define the zone border (see "Managing boundaries of polygonal network
objects" on page 1165).
The connectors of the split zone are used for each new zone.
For each new zone, the demand matrix is adjusted according to the split factors (see "Modeling
demand" on page 1737).

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 17.17.10 Aggregating marked or active zones to one zone

17.17.10 Aggregating marked or active zones to one zone

There are different possibilities to aggregate multiple zones to one zone.
Aggregating marked zones to one zone
Aggregating all active zones to one zone
Aggregating all active zones by an attribute value

17.17.10.1 Aggregating marked zones to one zone

1. Mark minimum two zones that you want to aggregate (see "Marking zones" on page 1260).
The selected zones are marked.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Aggregate entry.
A query opens.
4. Confirm with Yes or Yes for all.
5. Confirm another prompt if you have confirmed the previous prompt with Yes and an assign-
ment result was available.
The Edit zone window opens.
6. Enter the desired data (see "Properties and options of zones" on page 1255).

Note: By default, the type of the aggregated zone is set to 0 and the distribution type for con-
nectors to absolute.

7. Confirm with OK.

Note: If you close the window with Cancel, your modifications will be discarded and the
standard settings will be applied.

The new aggregated zone is inserted.

Notes: The centroid of the new zone is automatically set to the geometric centroid of the
centroids of the original zones.
The zone boundary of the new zone combines all boundaries of the original zones.
The demand data and the AddValues of the original zones are added up.
All connecting nodes (nodes via which the zone is connected to the network) are transferred.

17.17.10.2 Aggregating all active zones by an attribute value

You can aggregate all currently active zones to a new zone based on an identical attribute value.
1. If required, set at least two zones active, which you want to aggregate to one zone, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or

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 17.17.10.3 Aggregating all active zones to one zone

filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected zones are active.
2. In the Network window, click the Zones button.
3. Press F7.
The Aggregate zones window opens.

Tip: Alternatively, open the Aggregate zones window. To do so, right-click the Zones but-
ton and from the shortcut menu, choose Aggregate active zones.

4. Select the option All active zones with identical attribute value.
5. Make the desired changes.

Element Description
Aggregation Select an integer zone attribute by which you want to aggregate the zones.
based on attrib-
ute
Use attribute If the option has been selected, the value of the aggregated attribute will
value as num- be allocated to the new zone as its number if this number is valid and still
ber of the available.
aggregated Note
zones
Values smaller than 0 are invalid, for example. Since only active zones are
aggregated, the numbers of passive zones are not available. If the attribute
value cannot be used, the number is allocated automatically instead. This
is indicated in the message window.
If the option has not been selected, the new zones are numbered auto-
matically.

6. Confirm with OK.

If an assignment result exists, a query opens.
7. Confirm with Yes.
8. Confirm another query with Yes or Yes for all.

Note: If you close the window with Cancel, your modifications will be discarded.

The active zones are aggregated to a new zone.

17.17.10.3 Aggregating all active zones to one zone

You can aggregate all currently active zones to one zone.
1. If required, set at least two zones active, which you want to aggregate to one zone, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or

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 17.17.11 Aggregating zones based on main zones

filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected zones are active.
2. In the Network window, click the Zones button.
3. Press F7.
The Aggregate zones window opens.

Tip: Alternatively, open the Aggregate zones window. To do so, right-click the Zones but-
ton and from the shortcut menu, choose Aggregate active zones.

4. Select option All active zones.

5. Confirm with OK.

Note: If all zones are active, you must confirm a query with OK.

If an assignment result exists, a query opens.

6. Confirm with Yes.
7. Confirm another query with Yes or Yes for all.
The Edit zone window opens.
8. Enter the desired data (see "Properties and options of zones" on page 1255).

Note: By default, the type of the aggregated zone is set to 0 and the distribution type for con-
nectors to absolute.

9. Confirm with OK.

Note: If you close the window with Cancel, your modifications will be discarded.

The new aggregated zone is inserted.

Notes: The centroid of the new zone is automatically set to the geometric centroid of the
centroids of the original zones.
You can specify the zone boundary later (see "Managing boundaries of polygonal network
objects" on page 1165).
The demand data and the AddValues of the original zones are added up.
All connecting nodes (nodes via which the zone is connected to the network) are transferred.

17.17.11 Aggregating zones based on main zones

You can aggregate zones based on their allocation to main zones (see "Managing main zones"
on page 1311). All or all active zones, which are allocated to a main zone, are then aggregated to
a new zone and all previously aggregated zones are deleted. This way, you can generate an
assignment-enabled model for main zones.

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17.17.11 Aggregating zones based on main zones

Notes: At least one main zone needs to be in the network.

The aggregation generates as many new zones as there are main zones in the network. This is
not the case if, in the network, there are zones which are not allocated to a main zone. These
will not be aggregated and remain in the network.

1. If required, set the zones active, which you want to aggregate, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected zones are active.
2. In the Network window, right-click the Zones button.
The Zones shortcut menu opens.
3. Select the Aggregation of zones according to main zones entry.
The Aggregation of zones according to main zones window opens.
4. Make the desired changes.

Element Description
Aggregation If the option has been selected, only the active zones will be aggregated.
of active
zones only
Centroid Use the centroid position of the main zone
positioning If the option has been selected, the centroids of the main zones are used for
for new the new zones.
zones Use the position calculated from the centroids of the aggregated
zones
If the option has been selected, the centroids are determined based on the
centroids of the aggregated zones.
Zone poly- Note
gons for new If neither zones nor main zones have polygons, you can only select the Do
zones not create zone polygons option.
Use the main zone polygons
If the option has been selected, the polygon of the main zone to which the
aggregated zones were allocated is used for the newly created zone. If the
main zone does not have a polygon or if the Aggregation of active zones
only option has been selected and not all zones of a main zone are active,
the polygon will be generated from the set union of the polygons of the
aggregated zones.
Fusion of the polygons of aggregated zones

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 17.17.12 Generating zones

Element Description
If the option has been selected, the polygon created by fusion of the aggreg-
ated zones is used for the newly created zone. If the aggregated zone do not
have polygons, for the new zone, no polygons with be created either.
Do not create zone polygons
If the option has been selected, no polygon will be inserted for the newly cre-
ated zones.

5. Confirm with OK.

The new zones are inserted and all aggregated zones are deleted.

Notes: The new zones are numbers consecutively.

During the aggregation the following will happen:
In the case of demand matrices, the values or the zones to be aggregated are summed up
and allocated to the new zone.
In the case of skim matrices, the values of the zones to be aggregated are averaged. If a
skim matrix is allocated to a demand segment with demand matrix, the mean value is gen-
erated according to this demand matrix. Otherwise the unweighted mean value is cal-
culated (see "Calculating a main zone matrix from a zone matrix" on page 1964).

17.17.12 Generating zones

For all or all active nodes, you can generate zones and connectors in one step.
1. In the Network window, right-click the Zones button.
The Zones shortcut menu opens.
2. Select the Generate entry.
The Generate zones window opens.
3. Make the desired changes.

Section Description
Network stat- Display of the number of zones, nodes, stop areas, and served stop areas in
istics the network, as well as information on how many of these are connected.
Note
Stop areas are considered connected if a connected node is allocated to them
(see "Managing stop areas" on page 1370).
Generate If the option has been selected, zones are generated for active nodes only.
zones for
If the option has not been selected, zones are generated for all nodes.
active nodes
only Tip

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17.17.12 Generating zones

Section Description
If you just want to generate zones for nodes with stop areas or at served stop
areas, set the node filter accordingly (see "Using filters to set network objects
active or passive" on page 1125).
Zones Type of generated zones
Zone type (0..9) for a categorization (see "Zones: General attributes" on
page 1256)
Minimum ZoneNo for generated zones
Enter the lowest zone number to be generated.
The default number is the highest zone number in the network + 1.
NewZoneNo. := MinZoneNo. – 1 + NodeNo.
Use the option to specify that each new zone number is generated from the
lowest zone number – 1+ number of the node for which the zone is to be gen-
erated. The value of the minimum zone number for generated zones then func-
tions as an offset.
Use name of the allocated stop
Use the option to specify that zones generated for nodes with at least one
stop area use the name of the respective stop as zone name.
Note
If the allocated stop has no name, the newly generated zones will have no
names.
Connectors Type of generated connectors
The specified type is used to differentiate generated connectors from already
existing ones (see "Properties and options of connectors" on page 1277).
Connector length
Distance between the zone centroid and the node (see "Connectors: Basis
tab" on page 1279)
Open connectors for the following TSys
Use the button to select the transport systems of type PrT or PuTWalk, which
are permitted on the newly created connectors (see "Connectors: Transport
systems tab" on page 1279).
Connector time for all permitted TSys
Time which is needed to travel the distance between the zone centroid and
the node, independent of the permitted transport system (see "Connectors:
Transport systems tab" on page 1279).

4. Confirm with OK.

Zones and connectors are generated to all or all active nodes.

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 17.17.13 Setting zone labels to the centroids

17.17.13 Setting zone labels to the centroids

You can move the position of the labels of all zones, all active zones or the zones marked in the
network editor to the geometrical centroid of their zone polygons.

Editing all or all active zones

1. If required, set the zones active, whose boundary you want to set to the geometrical centroid,
via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected zones are active.
2. In the Network window, right-click the Zones button.
The Zones context menu opens.
3. Select the Recalculate the centroids entry.
The Recalculate the centroids: zones window opens.
4. Select whether you want to set the label of all zones or just the active zones to the geometrical
centroid.
5. Confirm with OK.
The labels are set to the positions of the geometrical centroids.

Editing marked zones

1. In the network, mark the zones whose label you want to set to the position of the geometrical
centroid.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Recalculate the centroids entry.
The labels are set to the positions of the geometrical centroids.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.17.14 Converting zones into other polygonal network objects

You can convert zones into other polygonal network objects.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Zones button.
3. Select the zone(s) you want to convert (see "Selecting zones" on page 1260).

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17.17.14 Converting zones into other polygonal network objects

Tip: To convert all active zones, in the Network window, right-click the Zones button. Then,
from the shortcut menu, choose Convert active zones.

4. Right-click a selected zone.

5. From the shortcut menu, choose Convert.
The Convert zones window opens.
6. Make the desired changes.

Section
Convert zones into
Target objects number
from attribute
If a target object with the
intended number already
exists
Links/Nodes/Zones in
polygon of the restricted
traffic area/main
node/main zone
Delete zones after com-
pleting the action
Description
List box of polygonal network objects into which you can con-
vert zones.
Click this button to select a zone attribute that is used to num-
ber the target object.
Create target object using the next available number
If this option is selected, the target object is assigned the next
available number.
Do not create target object
If this option is selected, the target object is not created if the
same number already exists.
Note
The option is not provided if you have selected multiple zones.
Assign all links/nodes/zones
All links/nodes/zones that lie within the area of the new network
object are automatically assigned to it.
Only assign active links/nodes/zones
Only active links/nodes/zones that lie within the area of the
new network object are automatically assigned to it.
Do not assign links/nodes/zones
No links/nodes/zones that lie within the area of the new net-
work object are assigned to it.
Note
This option is available for converting zones into restricted
traffic areas, main nodes, or main zones.
 If the option is selected, the zones are deleted after con-
version.
 If this option is not selected, the zones are not deleted after
conversion and share the polygonal object with the target
object. Editing the polygon directly then has an impact on both
objects.

7. Confirm with OK.

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 17.17.15 Deleting enclaves from zones

The zones are converted into the polygonal network object selected.

17.17.15 Deleting enclaves from zones

You can delete enclaves, i.e. "holes", from the surfaces of zones. These may occur if the bound-
aries do not match perfectly when aggregating zones.
You can execute the functionality for all, all active zones, or zones marked in the network editor.

Editing all or all active zones

1. If required, set the zones active, whose enclaves you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected zones are active.
2. In the Network window, right-click the Zones button.
The Zones context menu opens.
3. Select the Delete enclaves entry.
The Delete enclaves: zones window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The enclaves are deleted.

Editing marked zones

1. In the network, mark all zones whose enclaves you want to delete.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Delete enclaves entry.
The enclaves of the selected zones are deleted.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.17.16 Normalizing surfaces of zones

You can normalize surfaces of zones. In this process, the sizes of the surfaces are calculated cor-
rectly (see Fundamentals: Chpt. 3.5.2, page 182).
You can execute the functionality for all, all active zones, or zones marked in the network editor.

Editing all or all active zones

1. If required, set the zones active whose surfaces you want to normalize via

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 17.17.17 Fuzzy alignment of zone surfaces

the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected zones are active.
2. In the Network window, right-click the Zones button.
The Zones context menu opens.
3. Select the Normalize surfaces entry.
The Normalize surfaces: Zones window opens.
4. Select whether you want to edit the surfaces of all zones or just the active ones.
5. Confirm with OK.
The surfaces are normalized.

Editing marked zones

1. In the network, mark all zones whose surfaces you want to normalize.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Normalize surfaces entry.
The surfaces of the selected zones are normalized.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.17.17 Fuzzy alignment of zone surfaces

You can perform a fuzzy alignment for zone surfaces in the network. Then the points of a surface
are moved, within a defined threshold, towards a reference surface. This allows you to remove
unwanted overlaps or gaps (see Fundamentals: Chpt. 3.5.4, page 186).

Note: When importing shapefiles, you can specify whether you want to perform a fuzzy surface
alignment (see "Importing Shapefiles" on page 2427).

1. If required, set the zones active whose surfaces you want to fuzzy align via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected zones are active.

2. In the Network editor window, click the Edit mode icon .

3. In the Network window, right-click the Zones button.
A shortcut menu opens.

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 17.17.18 Deleting zones

4. Select the Fuzzy surface alignment entry.

The Fuzzy surface alignment window opens.
5. Make the desired changes.

Element
Surface set column
Tolerance column
Description
Selection of surfaces that are edited (see Editing surface set on
page 1176).
Enter a value for the tolerance range. The tolerance range spe-
cifies the radius within which the points of a surface may be
moved. If you enter 0 for a surface set, it becomes a reference
set and is not moved.
Adds an additional surface set.

Deletes the surface set selected.

Normalize surfaces after
execution
Merge all points with
identical co-ordinates
after execution (all sur-
faces in network)
Note
To select multiple surface sets, hold down the CTRL key and
click the desired entries.
If the option has been selected, the fuzzily aligned surfaces will
be also be normalized (see Fundamentals: Chpt. 3.5.2,
page 182).
If the option has been selected, all points of the fuzzily aligned
surfaces with identical co-ordinates will be merged afterwards
(see "Merging all polygon points with identical co-ordinates" on
page 1175).

6. Confirm with OK.

The desired surfaces in the network are aligned.

17.17.18 Deleting zones

How to delete zones is described for all network objects (see "Deleting network objects" on
page 1159 and "Deleting active network objects" on page 1160).

17.18 Managing OD pairs

OD pairs exist between all zones of the network. The values of the matrices refer to one OD pair
each (see Fundamentals: Chpt. 3.1.5, page 104).
You cannot edit OD pairs between zones interactively, but filter them, i.e. set them active or pass-
ive, and display them graphically (see "Exception: Filter for OD pairs" on page 1145).

Synchronizing OD pairs in windows

You cannot mark OD pairs directly in the network editor. You can mark OD pairs as follows.
Marking OD pairs in a list

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 17.19 Managing main OD pairs

1. From the Lists > Demand menu, choose OD pairs.

2. Make sure that, on the toolbar of the list, synchronization with other windows is selected.
3. Mark the desired OD pair.
The OD pair is highlighted in other windows.
Marking OD pairs in the matrix editor
1. In the Matrices window, in the navigator, double-click the matrix of your choice.
The matrix opens in the matrix editor.
2. In the matrix editor, mark the desired cells of the matrix.
The OD pair is highlighted in other windows.

17.19 Managing main OD pairs

Main OD pairs exist between all main zones of the network. The values of the matrices refer to
one OD pair each (see Fundamentals: Chpt. 3.1.8, page 108).

17.20 Managing connectors

Connectors connect zones to the link network. They represent the distance to be covered
between a zone’s center of gravity and the nodes/stops of the network. For public transport
demand, the zone has to be connected via a stop area with stop(s) allocated to a node (see Fun-
damentals: Chpt. 3.1.6, page 104).

17.20.1 Specifying default values for connectors

You can specify default values for new connectors separately for each, PrT and PuT.
1. From the Edit menu, choose User preferences.
The User preferences window opens.
2. In the navigator, select the Network > Connectors entry.
3. Enter the desired data.

Element Description
Connector speed Speed at which the distance between the zone centroid and the
node is covered
Round connector Use the list to select a value for the rounding of the connector time.
time to

4. Confirm with OK.

17.20.2 Creating a connector

Note: When creating a connector, the current settings of the default values under Edit > User
preferences > Network > Connectors are applied (see "Specifying default values for con-
nectors" on page 1276).

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 17.20.3 Properties and options of connectors

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Connectors button.
3. Mark the objects (zone and node), between which you want to create the connector (see "Mark-
ing nodes" on page 1186 and "Marking zones" on page 1260).

Tips: You can specify your settings for the newly created network object directly under
Quick view (Connectors).
The attributes of connectors are described here (see "Properties and options of connectors"
on page 1277).
If you want to display the Insert connector window when inserting the object, you can right-
click the Connectors button in the Network window and activate Show dialogs when
inserting objects.

Notes: If you have opened the Insert connector window, the order of the selection is irrel-
evant, because you can switch between origin and destination connectors (zone ↔ node)
using the Opposite direction button.
Origin connector: From-zone – To-node
Destination connector: From-node – To-zone
If you mark a zone first, all connectors to/from the node will be indicated by directed arrows
in the network display.
If you mark a node first, all connectors to/from the zone via the node will be indicated by dir-
ected arrows in the network display.

The connector is inserted.

Tip: You can also generate all connectors to and from nodes at once (see "Generating con-
nectors" on page 1283).

17.20.3 Properties and options of connectors

Notes: Some of the described properties and options will only be displayed if you have activ-
ated the respective add-on module (see "Displaying details on program and license" on
page 1057).
Attribute values are highlighted that differ from those entered for the opposite direction.

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 17.20.3.1 Connectors: General attributes

The upper section of the Create connectors or Edit connectors window contains the general
attributes of the connector. In the lower section, you can edit specific attributes in various tabs.

17.20.3.1 Connectors: General attributes

Notes: You have to enter all attributes and all permitted or closed transport systems separately
for each direction. Alternatively, you can click entry Transfer changes to opposite direction
in the lower section of the window to transfer all changes that you have made since the window
was opened to the reverse direction.
Attribute values are highlighted that differ from those entered for the opposite direction.

Element Description
From zone / Display of the number of the node and of the zone linked by the connector
node
To node / zone
Type The connector type (0...9) categorizes the connectors.
Transfer Transfers all changes to this window to the opposite direction
changes to
opposite dir-
ection
Navigation sec- Opposite direction
tion Use this button to switch between the origin connector and the destination con-
nector.
At zone <Number> and At node <Number>

Click the symbols and  to switch between the different con-

nection of the network object. The section is shown when several connections
are defined at the From zone or From node.

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 17.20.3.2 Connectors: Basis tab

17.20.3.2 Connectors: Basis tab

Element Description
Length Distance between the zone centroid and the node
The default value is the direct distance between the zone centroid and the node.
AddValue1- Free attributes which you can use to enter additional values.
AddValue3 Tip
If you want to allocate additional information to a network object, you can also cre-
ate user-defined attributes (see "Managing user-defined attributes" on
page 1084).
Weight PrT Weight share of the connector in the 100 % PrT traffic volume per zone and dir-
ection
Notes
The attribute is only available if the By shares option has been selected for ori-
gin and destination connectors for the distribution of the PrT demand of the zone
(see "Zones: Connections tab" on page 1257).
For a zone, the total of the PrT connector shares per direction must amount to
100 %.
Weight PuT Weight share of the connector in the 100 % PuT traffic volume per zone and dir-
ection
Notes
The attribute is only available if the By shares option has been selected for the
distribution of the PuT demand of the zone (see "Zones: Connections tab" on
page 1257).
For a zone, the total of the PuT connector shares per direction must amount to
100 %.
Queue Queue length in car units at the origin connector, which Visum determines after
length the first simulation phase of the blocking-back model (see "Blocking back model
[CarUnits] settings and calculation" on page 2098).
The value of the destination connector remains unchanged.

17.20.3.3 Connectors: Transport systems tab

Element Description
Permitted Use the option to specify which transport systems are permitted on the respective
direction of the connector.
TSys Transport systems relevant to connectors
Type Type of the transport systems relevant to connectors (PrT or PuTWalk)
T0 Time which is needed per transport system in order to traverse the distance
between zone centroid and node.
Visum calculates the connector time from the length of the connector and the con-
nector speed.

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 17.20.4 Finding a connector

Element Description
Note
You can specify the connector speed under Edit > User Preferences >
Network > Connectors (see "Specifying default values for connectors" on
page 1276).
Volume Calculated volume in passengers of PuT transport system PuT Walk and in
[Veh/Pass] vehicles of PrT transport systems.

17.20.4 Finding a connector

How to find connectors is described for all network objects (see "Finding network objects in the
network" on page 1116).

17.20.5 Selecting connectors

There are several ways to select connectors in order to edit them in another step.
Marking connectors
Setting active/passive connectors

17.20.5.1 Marking connectors

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Connectors button.
You can continue as follows:
In the network, click next to the connector in the desired direction.
Click the connector node (node via which the zone is connected to the network) and the
zone or vice versa.
Notes: If you mark a zone first, all connectors to/from nodes will be indicated by directed
arrows.
If you mark a node first, all connectors to/from zones via the node will be indicated by dir-
ected arrows.

The connector is marked.

3. If you want to mark additional connectors, press the CTRL key and keep it pressed.
4. One by one, click the connectors that you want to mark.
The connectors are marked.

Tip: Alternatively, you can mark a connector by searching for it (see "Finding a connector" on
page 1280) or by selecting the respective row in the list of connectors (see "Selecting list sec-
tions" on page 2533).

Note: If on the toolbar, the Click only active objects button is activated, you cannot mark
passive connectors with the mouse (see "Marking only active network objects" on page 1122).

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 17.20.5.2 Setting active/passive connectors

17.20.5.2 Setting active/passive connectors

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.20.6 Editing the attribute values of connectors

You can edit the attribute values of one connector, all marked connectors or all (active) con-
nectors.

17.20.6.1 Editing the attribute values of a connector

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Connectors button.
3. In the network, double-click the connector whose attribute values you want to edit.
The Edit connectors window opens.

Tip: If the connector is marked, you can also call the Edit connectors window via the con-
text menu > entry Edit or by pressing the ENTER key.

4. Edit the values of the desired attributes (see "Properties and options of connectors" on
page 1277).
5. Confirm with OK.
The attribute values are edited.

Note: You can also edit the values of the input attributes of connectors in the Quick view win-
dow or in the list of the network object type (see "Quick view window" on page 981 and "Work-
ing with lists" on page 2507).

17.20.6.2 Editing the attribute values of marked connectors

1. Mark the desired connectors whose attribute values you want to edit (see "Setting act-
ive/passive connectors" on page 1281).
The selected connectors are marked.
2. Press the ENTER key.
The Multi-edit connectors: <Number> objects window opens.

Tip: You can also call theMulti-edit connectors: <Number> objects window via the con-
text menu > entry Edit or double-click the last connector which you want to mark.

3. Edit the values of the desired attributes (see "Properties and options of connectors" on
page 1277 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.

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 17.20.6.3 Editing the attribute values of all or all active connectors

4. Click the Close button.

17.20.6.3 Editing the attribute values of all or all active connectors

Note: If there are no passive connectors in the network, all connectors are edited. Markings of
connectors are ignored.

1. If required, set the connectors active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected connectors are active.
2. In the Network window, right-click the Connectors button.
The Connectors context menu opens.
3. Select the Multi-editentry.
The Multi-edit connectors window opens.
4. Select whether you want to edit the attribute values of all connectors or just the active ones.

Element Description
Only active If the option has been selected, only active connectors will be taken into
ones account.

5. Select the Formula tab.

6. Edit the values of the desired attributes in the Formula tab (see "Properties and options of con-
nectors" on page 1277 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.20.7 Copying the attribute values of a connector to the opposite direction

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Connectors button.
3. In the network, in the desired direction, click next to the connector whose attribute values you
want to copy to the opposite direction.
4. Right-click in the network display.
A shortcut menu opens.
5. Select the Copy attributes to reverse direction entry.
The values of all input attributes (except IDs) of the marked connector are transferred to the
opposite direction.

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 17.20.8 Generating connectors

17.20.8 Generating connectors

You can generate connectors automatically for all zones or nodes.
1. If required, set the zone or nodes active for which you want to generate connectors, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected zones or nodes are active.
2. In the Network window, right-click the Connectors button.
The Connectors context menu opens.
3. Select the Create entry.
The Generate connectors window opens.
4. Make the desired changes.

Element Description
Generate PrT con- If the option has been selected, only connectors for the private transport
nectors are generated in this step.
Note
PrT connectors can only be connected to nodes with at least one link
that is open to a PrT transport system.
Generate public If the option has been selected, only connectors for the public transport
transport con- are generated in this step.
nectors Note
Public transport connectors can be created for the following nodes only:
Nodes which have at least one link on which a transport system of
the type PuTWalk or PuTAux is permitted
Nodes to which a stop area has been allocated
Maximum length Maximum direct distance in kilometers between the nodes and the zone
(direct dist.) centroids
Note
Only connectors whose direct distance is below the specified value will
be created.
Maximum num- In the current step, for each zone, the maximum specified number of con-
ber (current step) nectors will be generated for the selected transport system type.
Maximum total In total, for each zone, the maximum specified total number of con-
number per zone nectors will be generated for the selected transport system type.
Type of gen- The specified type is used to differentiate generated connectors from
erated con- already existing ones (see "Properties and options of connectors" on
nectors page 1277).

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 17.20.9 Deleting connectors

Notes: By default, generated connectors are valid for all transport systems that have been
defined for the respective transport type (PrT/PuT) in the network.
If more nodes are used as connector nodes than specified under Maximum number, the
nodes with the shortest distance to/from the respective zone centroid will be used.
The connector time t0 is also calculated for closed transport systems. If they are opened
later on, t0 is already available and no manual entry is required.

5. Confirm with OK.

The connectors are generated.

17.20.9 Deleting connectors

How to delete connectors is described for all network objects (see "Deleting network objects" on
page 1159 and "Deleting active network objects" on page 1160).

17.21 Managing sharing stations

Any rental transaction starts or ends at a station. Stations are thus start or end of sharing path
legs. A station is connected to the network via its access node.

17.21.1 Creating sharing stations

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Sharing stations button.
3. In the network, click the position where you want to insert a sharing station.
The access node is highlighted and the position of the sharing station is indicated by a red tri-
angle.

4. Click the desired position.

Tips: You can adjust the settings for the newly inserted network object directly in the Quick
view (Sharing stations) window.
Sharing station attributes are described here (see "Properties and options of sharing sta-
tions" on page 1285).
If you want to display the Create sharing station window when inserting the object, you can
right-click the Sharing stations button in the Network window and activate Show dialogs
when inserting objects.

The sharing station is inserted.

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 17.21.2 Properties and options of sharing stations

17.21.2 Properties and options of sharing stations

The upper section of the Edit sharing station window contains the general attributes of the shar-
ing station (see "Sharing station: General attributes" on page 1285). In the lower section, you can
edit specific attributes (see "Sharing stations: Basis tab" on page 1285).

17.21.2.1 Sharing station: General attributes

Element Description
Number Unique number of the sharing station
The sharing stations are numbered consecutively. You can overwrite the preset
number with a number that does not yet exist in the network.
Code Code of the sharing station
Name Name of the sharing station
Access Node allocated to the sharing station Use the button to find and allocate a different
node node. Click the black triangle next to the button to allocate the nearest node.
Transport Use the button to allocate transport systems to the sharing station.
systems Note
One station can be allocated to several transport systems, for example van and
car. If your station shall also be a bike station, you have to create a new station at
the same node.

17.21.2.2 Sharing stations: Basis tab

Element Description
Capacity Number of parking spaces at the station
Rental pro- Fixed total time which is required to rent a vehicle This includes all processes
cess time required to rent a vehicle, for example:
Authorization
Selection
Path from the network to the car
Preparation of the car
Leaving the station
Return pro- Fixed total time which is required to return a vehicle
cess time
Position Coordinates of the sharing station in the network
The coordinates are assigned automatically according to the set coordinate sys-
tem (see "Selecting a coordinate system" on page 2413).
Has optimal If the option has been checked, a certain number of vehicles is either always
occupancy provided or at specific times when relocating vehicles.
Name shar- Name of the allocated sharing transport systems
ing-TSys

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 17.21.3 Finding sharing stations

Element Description
Initial occu- Number of vehicles at the beginning of the analysis period (AP)
pancy
column
Optimal Specified optimal occupancy of the station
occupancy If the optimal occupancy is not specified in the time-varying attribute Optimal
column occupancy at network object Sharing stations (see "Creating time-varying
attributes" on page 1097), the Capacity will be displayed instead.

17.21.3 Finding sharing stations

How to find sharing stations is described for all network objects (see "Finding network objects in
the network" on page 1116).

17.21.4 Selecting sharing stations

There are various ways to select sharing stations in order to edit them in another step.
Marking sharing stations
Setting sharing stations active/passive

17.21.4.1 Marking sharing stations

How to mark sharing stations is described for all network objects (see "Marking network objects in
the network" on page 1121).

17.21.4.2 Setting sharing stations active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.21.5 Editing the attribute values of sharing stations

You can edit the attribute values of one sharing station, all marked sharing stations or all (active)
sharing stations.

17.21.5.1 Editing attribute values of a sharing station

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Sharing stations button.
3. In the network, double-click the sharing station whose attribute values you want to edit.
The Edit sharing station window opens.

Tip: If the sharing station is marked, you can also call the Edit sharing station window via
the shortcut menu > entry Edit or by pressing the ENTER key.

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 17.21.5.2 Editing attribute values of marked sharing stations

4. Edit the values of the desired attributes (see "Properties and options of sharing stations" on
page 1285).
5. Confirm with OK.
The attribute values are edited.

Tip: You can also edit the values of the input attributes of sharing stations in the Quick view
window or in the list of the network object type (see "Quick view window" on page 981 and
"Working with lists" on page 2507).

17.21.5.2 Editing attribute values of marked sharing stations

1. Mark the desired sharing stations whose attribute values you want to edit (see "Selecting shar-
ing stations" on page 1286).
2. Press ENTER .
The Multi-edit sharing stations window opens.

Tip: You can also open the Multi-edit sharing stations: <Number> objects window via
the shortcut menu > Edit entry or by double-clicking the last sharing station you want to
mark.

3. Edit the values of the desired attributes (see "Properties and options of sharing stations" on
page 1285 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.21.5.3 Editing the attribute values of all or all active sharing stations
1. If required, set the sharing stations active whose attribute values you want to edit via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected sharing stations are active.
2. In the Network window, right-click the Sharing stations button.
3. From the shortcut menu choose Multi-edit.
The Multi-edit sharing stations window opens.
4. Select whether you want to edit the attribute values of all sharing stations or just the active
ones.

Element Description
Only active If the option has been checked, only active sharing stations will be taken
ones into account.

5. Select the Formula tab.

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 17.21.6 Deleting sharing stations

6. Edit the values of the desired attributes (see "Properties and options of links" on page 1226
and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.21.6 Deleting sharing stations

How to delete sharing stations is described for all network objects (see "Deleting network objects"
on page 1159 and "Deleting active network objects" on page 1160).

17.22 Managing main nodes

Several nodes can be summarized to a main node. Each node can only be part of one main node.
With the aid of main nodes, you can aggregate and evaluate nodes as desired (see Fun-
damentals: Chpt. 3.1.7, page 106).

17.22.1 Creating a main node

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Main nodes button.
3. In the network, click the position where you want to insert the centroid of the main node.

Tips: You specify settings for the newly inserted network object directly in the Quick view
(Main nodes) window.
If you want to display the Create main node window when inserting the object, you can
right-click the Main nodes button in the Network window, activate Show dialogs when
inserting objects, and directly adjust settings for the newly created network object.
The attributes of main nodes are described in the Junction editor chapter (see "Editing main
node attributes in the list view" on page 1573)

The centroid of the main node is inserted. You can now insert a border and allocate partial
nodes to the main node (all nodes with coordinates within the border). The border is optional. It
is used for the definition of the partial nodes and main turns via partial nodes (see "Managing
main turns" on page 1306).
You can continue as follows:
If you do not want to allocate partial nodes to the main node, press the ESC key. The main
node is then inserted as centroid without a border. You can define the border and allocate
the partial nodes later (see "Creating a boundary" on page 1165 and "Allocating nodes to
one or multiple main nodes" on page 1299).
If you want to allocate nodes to the main node as partial nodes, proceed with the next
step.
4. Specify the border of the main node by inserting at least three polygon points in a coun-
terclockwise direction in the desired positions.

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 17.22.2 Properties and options of main nodes

The edges of the border polygon are displayed as a rubber band. The hatching and the arrows
indicate the direction of the face (see Fundamentals: Chpt. 3.5, page 179).

5. To confirm the definition of the border, press ENTER.

The border is created. The partial nodes that lie within the border are allocated to the main node,
the main node is inserted in the network and the corresponding main turns are generated auto-
matically (see "Managing main turns" on page 1306).

17.22.2 Properties and options of main nodes

You can edit all main nodes and their attributes in the junction editor. The junction editor opens if
you double-click the desired main node (see "Junction editor and signal control" on page 1562).

17.22.3 Finding a main node

How to find main nodes, is described for all network object types (see "Finding network objects in
the network" on page 1116).

17.22.4 Selecting main nodes

There are several ways to select main nodes in order to edit them in another step.
Marking main nodes
Setting main nodes active/passive

17.22.4.1 Marking main nodes

How to mark main nodes, is described for all network object types (see "Marking network objects
in the network" on page 1121).

17.22.4.2 Setting main nodes active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.22.5 Editing the attribute values of main nodes

You can edit the attribute values of one main node, all marked main nodes or all (active) main
nodes.

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 17.22.5.1 Editing the attribute values of one main node

17.22.5.1 Editing the attribute values of one main node

You can edit the attribute values of single main nodes in the junction editor or edit the attribute val-
ues of all or all active main nodes (see "Junction editor and signal control" on page 1562).

17.22.5.2 Editing the attribute values of marked main nodes

1. Mark the main nodes whose attribute values you want to edit (see "Marking main nodes" on
page 1289).
The selected main nodes are marked.
2. Press the ENTER key.
The Multi-edit main nodes: <Number> objects window opens.

Tip: You can also call the Multi-edit main nodes: <Number> objects window via the con-
text menu > entry Edit or double-click the main node that you mark.

3. Edit the values of the desired attributes (see "Properties and options of main nodes" on
page 1289 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.22.5.3 Editing the attribute values of all or all active main nodes
Note: If there are no passive main nodes in the network, all main nodes are edited. Markings of
main nodes are ignored.

1. If required, set the main nodes active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main nodes are active.
2. In the Network window, right-click the Main nodes button.
The Main nodes shortcut menu opens.
3. Select the Multi-edit entry.
The Multi-edit main nodes window opens.
4. Select whether you want to edit the attribute values of all main nodes or just the active ones.

Element Description
Only active If the option has been selected, only active main nodes will be taken into
ones account.

5. Select the Formula tab.

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 17.22.6 Managing the boundary of a main node

6. Edit the values of the desired attributes (see "Properties and options of main nodes" on
page 1289 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.22.6 Managing the boundary of a main node

A detailed description on how to manage the boundary of a main node is given for all polygonal
network objects (see "Managing boundaries of polygonal network objects" on page 1165).

17.22.7 Moving the centroid of a main node

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Main nodes button.
3. In the network, click the centroid that you want to move and hold down the left mouse button.
The mouse pointer changes into a cross.
4. Drag the centroid of the main node to the desired position and release the left mouse button.

Notes: If you press the ESC key while dragging, you can cancel the action and the centroid is
reset to its original position.

The new position of the centroid is saved. The location and expansion of the boundary remains
unchanged.

Tip: You can also change the position of the centroid by editing the coordinates of the main
node (see "Editing a main node in the junction editor" on page 1573).

Notes: The centroid should lie within the boundary of the main node.
You cannot merge main nodes.

17.22.8 Specifying major flows at main nodes

You can specify the major flows of all or all active main nodes, i.e. the direction of the flow which
has the right of way.
The links of the main node with the top-ranking link types turn into major flows (see "Specifying
link types" on page 1217).
You can execute the functionality for all, all active main nodes, or main nodes marked in the net-
work editor.

Editing the attribute values of all or all active main nodes

1. Select the main nodes whose major flows you want to specify via

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 17.22.9 Setting the polygon allocation of main nodes

the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main nodes are active.
2. In the Network window, right-click the Main nodes button.
The Main nodes context menu opens.
3. Select the Set major flows automatically entry.
The Set major flows at main nodes automatically window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The major flows are reassigned.

Editing marked main nodes

1. In the network, mark all main nodes whose major flows you want to set.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Set major flows automatically entry.
The major flows are reassigned for the selected main nodes.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.22.9 Setting the polygon allocation of main nodes

Prerequisite is that there are main nodes within a polygon (territory, zone or main zone).
You can specify that a selected attribute receives the number of the territory, zone, or main zone
in which the main node lies.
You can execute the functionality for all, all active main nodes, or main nodes marked in the net-
work editor.

Editing the attribute values of all or all active main nodes

1. If required, set the main nodes active, whose allocation you want to set, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main nodes are active.
2. In the Network window, right-click the Main nodes button.
The Main nodes shortcut menu opens.

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 17.22.10 Updating the impedances at main nodes

3. Select the Set polygon allocation entry.

The Set polygon allocation window opens.
4. If necessary, select the Only edit active objects option.
5. Make the desired changes.

Element Description
Object In the drop-down list, you can select the type of network object whose number
you want to use as attribute value.
Attribute to Use the drop-down list to select an attribute which shall store the number of the
be set selected object.

6. Confirm with OK.

The main nodes receive the number as attribute value.

Editing marked main nodes

1. In the network, mark all main nodes whose allocation you want to set.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Set polygon allocation entry.
4. Make the desired changes.
5. Confirm with OK.
The number is assigned to the selected main nodes as an attribute value.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.22.10 Updating the impedances at main nodes

As an example, you can use this feature to test the performance of main nodes. It is only effective
for main nodes for which the impedance method ICA (Intersection Capacity Analysis) is specified
(see "Calculating and exporting ICA" on page 1653).
If you want to update the impedance of a main node that has an associated signal controller, you
can specify that the signal cycle and split optimization is carried out for the signal controller at the
same time.
You can execute the functionality for all, all active main nodes, or main nodes marked in the net-
work editor.

Editing the attribute values of all or all active main nodes

1. If required, set the main nodes active, whose impedances you want to update. To do this, use

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17.22.10 Updating the impedances at main nodes

the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main nodes are active.
2. In the Network window, right-click the Main nodes button.
The Main nodes shortcut menu opens.
3. Select the entry Update impedances/Optimize signal controller.
The Update main node impedances window opens.
4. If necessary, select the Only edit active objects option.
5. If you want to execute the signal cycle and split optimization for main nodes with a signal con-
troller, select the Signal cycle and split optimization option.

Element Description
Signal cycle If this option has been selected, Visum checks for all main nodes with a signal
and split controller which optimization method has been specified for the signal con-
optimization troller (see "Properties and options of signal controllers" on page 1590).
Dependent on the specified optimization method, no optimization, only the
signal split optimization or the signal cycle and split optimization is carried
out.

6. Confirm with OK.

The impedances are updated. If the Signal cycle and split optimization option has been selec-
ted, for main nodes with a signal controller either no optimization, only the signal split optimization
or the signal cycle and split optimization is carried out. This depends on the optimization method
specified for the signal controller.

Note: If a main node is allocated to a signal controller, impedances and optimizations are
always calculated simultaneously for all nodes and main nodes that are allocated to this signal
controller.

Editing marked main nodes

1. In the network, mark all main nodes whose impedances you want to update.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the entry Update impedances/Optimize signal controller.
4. If you want to execute the signal cycle and split optimization for main nodes with a signal con-
troller, select the Signal cycle and split optimization option.
5. Confirm with OK.

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 17.22.11 Setting coordination groups for signal controllers

The impedances are updated at the selected main nodes. If the Signal cycle and split optim-
ization option has been selected, for nodes with a signal control either no optimization, only the
signal split optimization, or the signal cycle and split optimization is carried out. This depends on
the optimization method specified for the signal control.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.22.11 Setting coordination groups for signal controllers

With this functionality, you can allocate the number of a coordination group to the signal con-
trollers of selected main nodes.
You can execute the functionality for all, all active main nodes, or main nodes marked in the net-
work editor.

Editing the attribute values of all or all active main nodes

1. Select the main nodes, whose signal controllers you want to allocate numbers to, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main nodes are active.
2. In the Network window, right-click the Main nodes button.
The Main nodes shortcut menu opens.
3. Select the Set coordination groups for signal controllers entry.
The Set coordination groups for signal controllers window opens.
4. If necessary, select the Only edit active objects option.
5. Make the following changes.

Element Description
Coordination If the option has been selected, you can allocate a coordination group to
group the signal controllers of all selected main nodes. In the drop-down list,
select the desired coordination group.
Tip
You can create and edit signal coordination groups under Network > Sig-
nal coordination groups (see "Managing signal coordination groups" on
page 1652).
Main node If the option has been selected, the value of the selected attribute will be
attribute allocated to all signal coordination group numbers.
Tip
You can create user-defined attributes for this purpose (see "Managing
user-defined attributes" on page 1084).

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 17.22.12 Resetting the lane data of main nodes

6. Confirm with OK.

The selected coordination group number or the value of the selected attribute is allocated to all
selected signal controllers.

Tips: You can also edit the Coordination group number attribute in the Signal controllers
list for the desired signal controller.

Editing marked main nodes

1. In the network, mark all main nodes whose signal controllers you want to assign.
2. Right-click in the network display.
A shortcut menu opens.
3. Select Set coordination groups for signal controllers.
4. Make the following changes.
5. Confirm with OK.
The selected coordination group number or the value of the selected attribute is allocated to all
selected signal controllers.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.22.12 Resetting the lane data of main nodes

Note: You can edit the lanes of individual main nodes in the junction editor (see "Editing the
geometry of a node" on page 1630).

You can execute the functionality for all, all active main nodes, or main nodes marked in the net-
work editor.

Editing the attribute values of all or all active main nodes

1. If required, set the main nodes active whose lane data you want to reset to the default values,
via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main nodes are active.
2. In the Network window, right-click the Main nodes button.
The Main nodes context menu opens.
3. Select the Lane definition entry.
The Reset lane data at main nodes window opens.
4. If necessary, select the Only edit active objects option.

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 17.22.13 Creating missing lane turns for main nodes

5. Confirm with OK.

The lane data is reset.

Editing marked main nodes

1. In the network, mark all main nodes whose lane data you want to reset to the default values.
2. Right-click in the network display.
A shortcut menu opens.
3. Select Reset lane data.
4. Make the desired changes.
5. Confirm with OK.
The lane data is reset.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.22.13 Creating missing lane turns for main nodes

With this function, you can automatically create lane turns for main nodes with two legs. In the
course of this, for each inbound lane turn at least one outbound lane turn is inserted, and at least
one inbound lane turn is inserted for each outbound lane turn.

Notes: This modeling process is recommended for SBA assignments or as a preparation for
the meso simulation in Vissim.
Main nodes that were edited with this functionality do not have the default node geometry any
more. If you want to run a micro simulation in Vissim, you should therefore not use this function.

You can execute the functionality for all, all active main nodes, or main nodes marked in the net-
work editor.

Editing the attribute values of all or all active main nodes

1. If required, set the main nodes active for which you want to generate lane turns, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main nodes are active.
2. In the Network window, right-click the Main nodes button.
The Main nodes shortcut menu opens.
3. Select Create missing lane turns.
The Create missing lane turns window opens.
4. If necessary, select the Only edit active objects option.

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 17.22.14 Deleting the boundaries of several main nodes

5. Confirm with OK.

The lane turns are created. The user-defined attribute InsertedLaneTurns is set at created lane
turns.

Editing marked main nodes

1. In the network, mark all main nodes for which you want to create lane turns.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the entry Create missing lane turns.
4. Confirm with OK.
The lane turns are created. The user-defined attribute InsertedLaneTurns is set at created lane
turns.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.22.14 Deleting the boundaries of several main nodes

You can delete read in or edited boundaries of main nodes.
You can execute the functionality for all, all active main nodes, or main nodes marked in the net-
work editor.

Editing the attribute values of all or all active main nodes

1. If required, set the main nodes active, whose boundaries you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main nodes are active.
2. In the Network window, right-click the Main nodes button.
The Main nodes shortcut menu opens.
3. Select the Initialize boundaries entry.
The Initialize boundaries window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The boundaries are deleted.

Editing marked main nodes

1. In the network, mark all main nodes whose boundaries you want to delete.
2. Right-click in the network display.

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 17.22.15 Allocating nodes to one or multiple main nodes

A shortcut menu opens.

3. Select the Initialize boundaries entry.
The boundaries are deleted.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.22.15 Allocating nodes to one or multiple main nodes

You can allocate nodes to a main node by creating a boundary when inserting a main node (see
"Creating a main node" on page 1288).
You can change the allocation of the nodes later on if you allocate them via a list or modify the
boundaries and allocate all nodes to the main node that lie within its boundary.

17.22.15.1 Allocating nodes to a main node

1. Make sure that the desired main node is displayed in the junction editor (see "Editing main
node attributes in the list view" on page 1573).
2. Click the Partial nodes attribute button in the tabular view.
The Edit partial nodes of main node window opens. The left list displays the nodes that are
allocated to the main node. The right list displays the nodes that are not allocated to any main
node.
3. Edit the allocations with the arrow symbols.
4. Confirm with OK.
The allocations are changed.

17.22.15.2 Reallocating partial nodes by modifying boundaries

You can specify for main nodes that the nodes which lie within the respective boundary are alloc-
ated to the main node.
If a node that is not allocated to a main node lies within several boundaries, it will be allocated
to the first found boundary.
If a node is located within the boundary of the main node it is allocated to, its allocation will
not change.
You can execute the functionality for all, all active main nodes, or main nodes marked in the net-
work editor.

Note: If you change the allocation of the partial nodes, any existing PrT assignment results will
be discarded.

Editing the attribute values of all or all active main nodes

1. If required, set the main nodes active, to which you want to allocate nodes based on the main
node boundaries, via

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 17.22.16 Setting main node labels to the centroids

the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
2. In the Network window, right-click the Main nodes button.
The Main nodes shortcut menu opens.
3. Select Recalculate node allocation from polygons.
The Recalculate node allocation from polygons window opens.
4. Specify whether you want to recalculate the allocation of the partial nodes of all or all active
main nodes.
5. Confirm with OK.
The nodes are allocated based on the polygons.

Editing marked main nodes

1. In the network, select all main nodes to which you want to allocate nodes based on the main
node boundaries.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the entry Recalculate node allocation from polygons.
The nodes are allocated based on the polygons.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.22.16 Setting main node labels to the centroids

You can move the position of the labels of all or all active main nodes, or the main nodes marked
in the network automatically to the geometrical centroid of their main node polygons.

Editing the attribute values of all or all active main nodes

1. If required, set the main nodes active, whose boundary you want to set to the geometrical
centroid, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main nodes are active.
2. In the Network window, right-click the Main nodes button.
The Main nodes context menu opens.
3. Select the Recalculate the centroids entry.
The Recalculate the centroids: Main nodes window opens.

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 17.22.17 Converting main nodes into other polygonal network objects

4. Select whether you want to set the label of all main zones or just the active ones to the geo-
metrical centroid.
5. Confirm with OK.
The labels are set to the positions of the geometrical centroids.

Editing marked main nodes

1. In the network, select the main nodes whose label you want to set to the position of the geo-
metrical centroid.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Recalculate the centroids entry.
The labels are set to the positions of the geometrical centroids.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.22.17 Converting main nodes into other polygonal network objects

You can convert main nodes into other polygonal network objects.

1. In the Network editor window, click the Edit mode symbol .

2. In the Network window, click the Main nodes button.
3. Select the node(s) you want to convert (see "Selecting main nodes" on page 1289).
4. In the Network window, right-click the Main nodes button.
The Main nodes shortcut menu opens.
5. Click Convert active main nodes....
The Convert main nodes window opens.
6. Make the desired changes.

Section Description
Convert main nodes List box of polygonal objects into which you can convert the main
into nodes.
Target objects num- Click this button to select a main node attribute that is used to num-
ber from attribute ber the target object.
If a target object with Create target object using the next available number
the intended number If this option is selected, the target object is assigned the next avail-
already exists able number.
Do not create target object

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 17.22.18 Deleting enclaves of main nodes

Section Description
If this option is selected, the target object is not created if the same
number already exists.
Note
This option is not available if you have marked multiple main nodes
or set them active.
Links/Zones in the Assign all links/zones
polygon of the All links/zones that lie within the area of the new network object are
restricted traffic automatically assigned to it.
area/main zone Only assign active links/zones
Only active links/zones that lie within the area of the new network
object are automatically assigned to it.
Do not assign links/zones
None of the links/zones that lie within the area of the new network
object are assigned to it.
Note
This option is only available if the target object is Restricted traffic
areas or Main zones.
Delete main nodes  If the option is selected, the main nodes are deleted after con-
after completing the version.
action
 If this option is not selected, the main nodes are not deleted after
conversion and share the polygonal object with the target object.
Editing the polygon directly then has an impact on both objects.

7. Confirm with OK.

The Edit <network object type> window of the new polygonal network object opens.
8. If required, change the settings.
9. Confirm with OK.
The main nodes are converted into the polygonal network object selected.

17.22.18 Deleting enclaves of main nodes

You can delete enclaves, i.e. "holes", from the surfaces of main nodes.
You can execute the functionality for all, all active main nodes, or main nodes marked in the net-
work editor.

Editing the attribute values of all or all active main nodes

1. If required, set the main nodes active, whose enclaves you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).

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 17.22.19 Normalizing surfaces of main nodes

The selected main nodes are active.

2. In the Network window, right-click the Main nodes button.
The Main nodes context menu opens.
3. Select the Delete enclaves entry.
The Delete enclaves: main nodes window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The enclaves are deleted.

Editing marked main nodes

1. In the network, mark all main nodes whose enclaves you want to delete.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Delete enclaves entry.
The enclaves of the selected main nodes are deleted.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.22.19 Normalizing surfaces of main nodes

You can normalize surfaces of main nodes. In this process, the sizes of the surfaces are cal-
culated correctly (see Fundamentals: Chpt. 3.5.2, page 182).
You can execute the functionality for all, all active main nodes, or main nodes marked in the net-
work editor.

Editing the attribute values of all or all active main nodes

1. If required, set the main nodes active whose boundaries you want to normalize via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main nodes are active.
2. In the Network window, right-click the Main nodes button.
The Main nodes context menu opens.
3. Select the Normalize surfaces entry.
The Normalize surfaces: main nodes window opens.
4. Select whether you want to edit the surfaces of all main nodes or just the active ones.
5. Confirm with OK.

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 17.22.20 Fuzzy alignment of main node surfaces

The surfaces are normalized.

Editing marked main nodes

1. In the network, mark all main nodes whose surfaces you want to normalize.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Normalize surfaces entry.
The surfaces of the selected main nodes are normalized.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.22.20 Fuzzy alignment of main node surfaces

You can perform a fuzzy alignment for main node surfaces in the network. Then the points of a sur-
face are moved, within a defined threshold, towards a reference surface. This allows you to
remove unwanted overlaps or gaps (see Fundamentals: Chpt. 3.5.4, page 186).

Note: When importing shapefiles, you can specify whether you want to perform a fuzzy surface
alignment (see "Importing Shapefiles" on page 2427).

1. If required, set the main nodes active whose surfaces you want to fuzzy align via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main nodes are active.

2. In the Network editor window, click the Edit mode icon .

3. In the Network window, right-click the Main nodes button.
A shortcut menu opens.
4. Select the Fuzzy surface alignment entry.
The Fuzzy surface alignment window opens.
5. Make the desired changes.

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 17.22.21 Deleting main nodes

Element
Surface set column
Tolerance column
Description
Selection of surfaces that are edited (see Editing surface set on
page 1176).
Enter a value for the tolerance range. The tolerance range spe-
cifies the radius within which the points of a surface may be
moved. If you enter 0 for a surface set, it becomes a reference
set and is not moved.
Adds an additional surface set.

Deletes the surface set selected.

Normalize surfaces after
execution
Merge all points with
identical co-ordinates
after execution (all sur-
faces in network)
Note
To select multiple surface sets, hold down the CTRL key and
click the desired entries.
If the option has been selected, the fuzzily aligned surfaces will
be also be normalized (see Fundamentals: Chpt. 3.5.2,
page 182).
If the option has been selected, all points of the fuzzily aligned
surfaces with identical co-ordinates will be merged afterwards
(see "Merging all polygon points with identical co-ordinates" on
page 1175).

6. Confirm with OK.

The desired surfaces in the network are aligned.

17.22.21 Deleting main nodes

How to delete main nodes is described for all network object (see "Deleting network objects" on
page 1159).

17.22.22 Effects of cordon link changes

Editing the cordon links (see Fundamentals: Chpt. 3.1.7.1, page 106) of a main node (create or
delete) or the allocations of nodes to main nodes (see "Finding a main node" on page 1289) can
have an effect on the network and other network objects.
However, modifications of inner links, nodes and turns, or the deletion of these objects do not
have an effect on the network or other network objects.

Modification Impact
Creating a cor- If you create a new cordon link, two new main turns will be generated from the
don link new cordon link to each existing cordon link. Based on the turn standards, they
provided with default values (see "Managing turn standards" on page 1210).
Deleting a cor- If you delete a cordon link, all associated main turns will also be deleted.
don link

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 17.23 Managing main turns

Modification Impact
Adding a node Reassigning a node to a main node has the following effect:
to a main All links originating from this node which lead to nodes that were already
node assigned to a main node turn into inner links (see Fundamentals: Chpt.
3.1.7.1, page 106).
All links originating from this node which do not lead to nodes that were
already assigned to a main node turn into new cordon links.
Main turns between cordon links that were not edited persist.
Main turns from new cordon links to existing cordon links will be generated
and preset with data based on the turn standards. If no nodes were
assigned to the main node beforehand, the turns will be preset with data
based on shortest paths.
Main turns from existing cordon links to inner links will be deleted.
Removing Removing a node from a main node has the following effect:
nodes from a All links originating from and leading to this node will turn into new cordon
main node links.
All links originating from this node which lead to nodes that are not assigned
to a main node turn into outer links.
Main turns between cordon links that were not edited persist.
Main turns from new cordon links to existing cordon links will be generated
and preset with data based on the turn standards.
Main turns from existing cordon links to outer links will be deleted.

17.23 Managing main turns

Main turns are constituent parts of main nodes. They are created automatically when a main node
is defined (see "Managing main nodes" on page 1288). You can display main turns in the node
editor and edit them manually.
Each movement via a main node is represented by a main turn. Main turns possess the same
attributes as turns.

17.23.1 Creating a main turn

If you insert a new main node, all main turns are created automatically (see "Creating a main
node" on page 1288). Therefore, you cannot insert main turns manually, but edit them. Main turns
are edited in the junction editor (see "Editing main turns in the Junction editor" on page 1580).

Notes: If a user creates a main node and Visum automatically generates main turns, the attrib-
utes t0, TSys-Set and Capacity are generated from shortest paths (see "Managing turn stand-
ards" on page 1210).
If a user edits the network (for example creating a cordon link or a partial node) and Visum gen-
erates main turns, default turn values are assigned to the attributes t0, TSys-Set and Capacity
(see "Managing turn standards" on page 1210).

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 17.23.2 Properties and options of main turns

17.23.2 Properties and options of main turns

You can edit main turns and their attributes in the junction editor (see "Editing main turns in the
Junction editor" on page 1580). To do so, select the main turns of a main node in the network (see
"Selecting main turns" on page 1307).

17.23.3 Finding a main turn

You can only search for the main node associated to the main turn (see "Finding network objects
in the network" on page 1116).

17.23.4 Selecting main turns

There are several ways to select main turns in order to edit them in another step.
Displaying main turns in the Junction editor
Setting main turns active/passive

17.23.4.1 Displaying main turns in the Junction editor

1. In the Network editor window, click the Edit mode icon .

2. Make sure that main nodes are displayed in the Network editor window (see "Editing the dis-
play and order of drawing settings for graphic layers" on page 2553).
3. In the Network window, click the Main turns button.
4. Click one main node in the network.
In the network you see the course of the first main turn of the main node (if required, zoom in
the node). In the Quick view window you see selected attributes of the main turn.
5. Click the main node again to display any additional main turns of the main node.
6. If you want to display and edit all main turns of a main node in the Junction editor, double-click
the main node.
The Junction editor opens. A schematic view of the main node is displayed. Below you see a list of
all main turns of the main node (see "Editing main turns in the Junction editor" on page 1580).

17.23.4.2 Setting main turns active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.23.5 Editing the attribute values of main turns

You can edit the attribute values of single main turns in the junction editor or edit the attribute val-
ues of all or all active main turns (see "Junction editor and signal control" on page 1562).

17.23.5.1 Editing the attribute values of all or all active main turns
Note: If there are no passive main turns in the network, all main turns are edited. Markings of
main turns are ignored.

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 17.23.5.2 Allocating standard data or shortest path data to main turns

1. If required, set the main turns active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main turns are active.
2. In the Network window, right-click the Main turns button.
The Main turns context menu opens.
3. Select the Multi-edit entry.
The Multi-edit main turns window opens.
4. Select whether you want to edit the attribute values of all main turns or just the active ones.

Element Description
Only active If the option has been selected, only active main turns will be taken into
ones account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Editing main turn attributes in the list view" on
page 1581 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.23.5.2 Allocating standard data or shortest path data to main turns

You can execute the functionality for all, all active main turns, or marked main turns.

Editing all or all active main turns

1. Select the main turns whose values you want to allocate via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main turns are active.
2. In the Network window, right-click the Main turns button.
The Main turns shortcut menu opens.
3. Select the Default values entry.
The Set default values for main turns window opens.
4. Select whether you want to allocate default values to all main turns or just the active ones.
5. Select the attributes that you want to overwrite with the standard data.

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 17.23.5.2 Allocating standard data or shortest path data to main turns

Element Description
Type number Number of the turn type
Capacity PrT Private transport capacity of the turns
t0 PrT Private transport turning time in an unloaded network

6. Select one of the following options:

Element Description
Use default val- The selected attributes are overwritten with the default values.
ues Notes
The default values are set under Network > Turn standards, where they
can be edited as well (see "Managing turn standards" on page 1210).
Use from The selected attributes are overwritten with the values of the shortest path.
shortest paths Notes
When a main node is inserted, shortest paths are calculated for each pair of
cordon links and each PrT transport system.
The transport system set is determined as the cut set of the shortest path
within the main node and the transport system sets of the incoming and out-
going link. If there is no shortest path from the incoming to the outgoing link
for any transport system, the default of the corresponding main turn is t0=0,
capacity=0 and TSys set=empty.
If a shortest path is found for at least one transport system, the following
attributes are assigned to the main turn:
The Capacity of the main turn is the maximum capacity of the trans-
port-specific shortest paths, whereas the Capacity of a shortest path is
the minimum of the capacities of all its links and turns.
Equally, t0 of the main turn results from the minimum value t0 of the
transport-specific shortest paths, whereas the value t0 of a shortest
path is the sum of the value t0 of all its links and turns.
As for turns, the Type number is set automatically according to the
geometry (angle between From Cordon Link and To Cordon Link).

7. Confirm with OK.

The selected default attribute data is allocated to the main turn values.

Editing marked main turns

1. In the network, mark all main turns whose values you want to set.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Default values entry.
The selected default attribute data is allocated to the main turn values.

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 17.23.5.3 Recalculating the transport system set of main turns

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.23.5.3 Recalculating the transport system set of main turns

You can redetermine the transport systems for all or all active main turns in the network. To each
main turn, including U-turns, all transport systems that are permitted both on the respective From
links and To links will then be allocated. This corresponds to the default setting that Visum applies
when inserting new main turns. You can, for example, use this functionality after editing the trans-
port systems of links.

Note: This functionality is not provided for PuT transport systems.

1. Select the desired main turns via

the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
2. In the Network window, right-click the Main turns button.
The Main turns shortcut menu opens.
3. Select the entry Calculate PrT-TSysSet from links.
The window Calculate turn PrT-TSysSet from the PrT-TSysSet of the links opens.
4. Specify whether you want to recalculate the transport systems for all or all active turns.
5. Confirm with OK.
The PrT transport systems are allocated to the main turns.

17.23.6 Calculating main turn lengths from shortest paths

If you allocate main turns from shortest paths, you can save the lengths of the shortest paths to a
target attribute.
You can execute the functionality for all, all active main turns, or main turns marked in the network
editor.

Editing all or all active main turns

1. Select the main turns, whose lengths you want to determine, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main turns are active.
2. In the Network window, right-click the Main turns button.
The Main turns shortcut menu opens.
3. Select the Calculate length data from shortest paths.

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 17.23.7 Deleting main turns

The Calculate length data from shortest path window opens.

4. Specify whether you want to calculate the lengths of all or all active main turns from shortest
paths.
5. Select an Attribute to which the lengths from shortest paths are saved.
6. Confirm with OK.
The calculated lengths are saved in the selected attribute.

Editing marked main turns

1. In the network, mark all main turns whose length you want to calculate.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Calculate length data from shortest paths.
The calculated lengths are saved in the selected attribute.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.23.7 Deleting main turns

Main turns cannot be deleted like other network objects. They are deleted automatically when the
associated main node is deleted (see "Deleting main nodes" on page 1305).

Notes: Like turns, main turns are specified per transport system. Consequently, you can
"delete" a main turn for one, several, or all transport systems if you block it for each transport
system.
You can also block all main turns if you click the Main turns button in the Network window and
press the DEL key.

17.24 Managing main zones

Main zones group multiple zones and allow aggregated evaluations. Each zone can only be part
of one main zone. A main zone can, for example, illustrate a county which comprises several
towns (see Fundamentals: Chpt. 3.1.8, page 108).

Note: You can aggregate zones according to their allocation to main zones and thus generate
an assignment-enabled model for main zones (see "Aggregating zones based on main zones"
on page 1267).

17.24.1 Creating a main zone

1. In the Network editor window, click the Insert mode icon.

2. In the Network editor window, click the Main zones button.
3. In the network, click the position where you want to insert the centroid of the main zone.

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 17.24.2 Properties and options of main zones

Tip: You specify settings for the newly inserted network object directly in the Quick view
(Main zones) window.
The attributes of main zones are described here (see "Properties and options of main zones"
on page 1312).
If you want to display the Create main zone window when inserting the object, you can
right-click the Main zones button in the Network window and activate Show dialogs when
inserting objects.

The centroid of the main zone is inserted. You can now insert a border and thus allocate the
partial zones (all zones with a centroid within the border). The border is optional. It defines the
partial zones and determines the surface of the main zone i.e. illustrates its extent.
You can now proceed as follows:
If you do not want to allocate partial zones to the main node, press the ESC key. The main
zone is then inserted as centroid without a border. You can define the border and allocate
the partial zones later (see "Creating a boundary" on page 1165).
If you want to allocate partial zones to the main zone, proceed with the next step.
4. Specify the border of the main zone by inserting at least three polygon points in a coun-
terclockwise direction in the desired positions.
The edges of the border polygon are displayed as a rubber band. The hatching and the arrows
indicate the direction of the face (see Fundamentals: Chpt. 3.5, page 179).

5. To confirm the definition of the border, press ENTER.

The border is created. The partial zones which lie within the border are allocated to the main zone
and the main zones is inserted in the network.

Note: You can change the border afterwards (see "Shifting polygon points" on page 1168).

17.24.2 Properties and options of main zones

Note: Some of the described properties and options will only be displayed if you have activated
the respective add-on module (see "Displaying details on program and license" on page 1057).

The upper section of the Create main zone or Edit main zone window contains the general
attributes of the main zone. In the lower section, you can edit specific attributes in various tabs.

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 17.24.2.1 Main zones: General attributes

17.24.2.1 Main zones: General attributes

Element Description
Number Unique number of the main zone
The main zones are numbered consecutively. You can overwrite the preset number
with a number that does not yet exist in the network.
Type The main zone type (0...9) categorizes the main zone. The standard type is 0.
Code Code of the main zone
Name Name of the main zone

17.24.2.2 Main zones: Basis tab

Element Description
AddValue1- Free attributes which you can use to enter additional values.
AddValue3 Tip
If you want to allocate additional information to a network object, you can also cre-
ate user-defined attributes (see "Managing user-defined attributes" on
page 1084).
Position Coordinates of the centroid of the main zone in the network
The coordinates are assigned automatically according to the set coordinate sys-
tem (see "Selecting a coordinate system" on page 2413).
The label of a main zone is always displayed at the position of its centroid.
Partial Display of the partial zones allocated to the main zone
zones Note
You can only edit the allocation of partial zones in the network display. Press the
CTRL key and click the partial zone whose allocation you want to edit.

17.24.2.3 Main zones: Demand tab

In the OD demand tab, the current traffic volume of the main zone is displayed per direction and
demand segment in the network, and totalized per PrT and PuT transport type (see "Modeling
demand" on page 1737).

17.24.3 Finding a main zone

How to find main zones is described for all network objects (see "Finding network objects in the
network" on page 1116).

17.24.4 Selecting main zones

There are several ways to select main zones in order to edit them in another step.
Marking main zones
Setting main zones active/passive

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 17.24.4.1 Marking main zones

17.24.4.1 Marking main zones

How to mark main zones is described for all network objects (see "Marking network objects in the
network" on page 1121).

17.24.4.2 Setting main zones active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.24.5 Editing the attribute values of main zones

You can edit the attribute values of one main zone, all marked main zones or all (active) main
zones.

17.24.5.1 Editing the attribute values of a main zone

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Main zones button.
3. In the network, double-click the centroid or within the boundary of the main zone whose attrib-
ute values you want to edit.
The Edit main zone window opens.

Tip: If the main zone is marked, you can also call the Edit main zone window via the context
menu > entry Edit or by pressing the ENTER key.

4. Edit the values of the desired attributes (see "Properties and options of main zones" on
page 1312).
5. Confirm with OK.
The attribute values are edited.

Note: You can also edit the values of the input attributes of main turns in the Quick view win-
dow or in the list of the network object type (see "Quick view window" on page 981 and "Work-
ing with lists" on page 2507).

17.24.5.2 Editing the attribute values of marked main zones

1. Mark the desired main zones whose attribute values you want to edit (see "Marking main
zones" on page 1314).
The selected main zones are marked.
2. Press the ENTER key.
The Multi-edit main zones <Number> objects window opens.

Tip: You can also call the Multi-edit main zones: <Number> objects via the context
menu > entry Edit or double-click the last main zone that you want to mark.

1314 © PTV Planung Transport Verkehr GmbH

 17.24.5.3 Editing the attribute values of all or all active main zones

3. Edit the values of the desired attributes (see "Properties and options of main zones" on
page 1312 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.24.5.3 Editing the attribute values of all or all active main zones
Note: If there are no passive main zones in the network, all main zones are edited. Markings of
main zones are ignored.

1. If required, set the main zones active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main zones are active.
2. In the Network window, right-click the Main zones button.
The Main zones shortcut menu opens.
3. Select the Multi-edit entry.
The Multi-edit main zones window opens.
4. Select whether you want to edit the attribute values of all main zones or just the active ones.

Element Description
Only active If the option has been selected, only active main zones will be taken into
ones account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of main zones" on
page 1312 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.24.6 Managing the boundary of a main zone

A detailed description on how to manage the boundary of a main zone is given for all polygonal
network objects (see "Managing boundaries of polygonal network objects" on page 1165).

17.24.7 Moving the centroid of a main zone

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Main zones button.
3. In the network, click the centroid that you want to move and hold down the left mouse button.

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 17.24.8 Deleting the boundaries of several main zones

The mouse pointer changes into a cross.

4. Drag the centroid of the main zone to the desired position and release the left mouse button.

Notes: If you press the ESC key while dragging, you can cancel the action and the centroid is
reset to its original position.

The new position of the centroid is saved. The location and expansion of the border remains
unchanged.

Tip: You can also change the position of the centroid by editing the coordinates of the main
zone (see "Main zones: Basis tab" on page 1313).

Notes: The centroid should lie within the border of the main zone.
You can neither split nor merge main zones.

17.24.8 Deleting the boundaries of several main zones

You can delete read in or edited boundaries of main zones.
You can execute the functionality for all, all active main zones, or main zones marked in the net-
work editor.

Editing all or all active main zones

1. Select the main zones, whose boundaries you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main zones are active.
2. In the Network window, right-click the Main zones button.
The Main zones shortcut menu opens.
3. Select the Initialize boundaries entry.
The Initialize boundaries: Main zones window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The boundaries are deleted.

Editing marked main zones

1. In the network, mark all main zones whose boundaries you want to delete.
2. Right-click in the network display.

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 17.24.9 Moving main zone labels to the centroids

A shortcut menu opens.

3. Select the Initialize boundaries entry.
The boundaries are deleted.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.24.9 Moving main zone labels to the centroids

You can move the position of the labels of all or all active main zones, or the zones marked in the
network automatically to the geometrical centroid of their main zone polygons.

Editing all or all active main zones

1. Select the main zones whose label you want to set to the position of the geometrical centroid,
via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main zones are active.
2. In the Network window, right-click the Main zones button.
The Main zones context menu opens.
3. Select the Recalculate the centroids entry.
The Recalculate the centroids: Main zones window opens.
4. Select whether you want to set the label of all main zones or just the active main zones to pos-
ition of the geometrical centroid.
5. Confirm with OK.
The labels are set to the positions of the geometrical centroids.

Editing marked main zones

1. In the network, select the main zones whose label you want to set to the position of the geo-
metrical centroid.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Recalculate the centroids entry.
The labels are set to the positions of the geometrical centroids.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

© PTV Planung Transport Verkehr GmbH 1317

 17.24.10 Merging zone polygons

17.24.10 Merging zone polygons

With this functionality you can merge the polygons of all or all active zones of a main zone or the
polygons of all zones per main zone. For the main zones, the merged polygons of the allocated
zones are used as new main zone polygon.
This functionality is particularly useful if the allocation of the zones to main zones has been mod-
ified, for example in the zone lists or when reading in a network file, and the main zone polygons
need to be updated.

Note: Once the zone polygons have been merged, a main zone polygon can also have several
faces if the polygons of the zone do not overlap beforehand.

17.24.10.1 Merging the zone polygons of a main zone

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Main zones button.
3. In the network, double-click the centroid or within the boundary of the main zone whose zone
polygons you want to merge.
4. Right-click in the network display.
The Main zones shortcut menu opens.
5. Select the Merging of the zone polygons entry.
The polygons of the zones of the main zone are merged.

17.24.10.2 Merging the zone polygons per main zone

You can execute the functionality for all, all active main zones, or main zones marked in the net-
work editor.

Editing all or all active main zones

1. If required, set the main zones active, whose zone polygons you want to merge, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main zones are active.
2. In the Network window, right-click the Main zones button.
The Main zones context menu opens.
3. Select the Union of zone polygons entry.
The Merging of the zone polygons window opens.
4. Select whether you want to merge the zone polygons of all main zones or just the active ones.
5. Confirm with OK.
The zone polygons are recalculated.

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 17.24.11 Deleting enclaves from main zones

Editing marked main zones

1. In the network, mark all main zones whose zone polygons you want to merge.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Merging of the zone polygons entry.
The zone polygons are recalculated.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.24.11 Deleting enclaves from main zones

You can delete enclaves, i.e. "holes", from the surfaces of main zones.
You can execute the functionality for all, all active main zones, or main zones marked in the net-
work editor.

Editing all or all active main zones

1. If required, set the main zones active, whose enclaves you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main zones are active.
2. In the Network window, right-click the Main zones button.
The Main zones context menu opens.
3. Select the Delete enclaves entry.
The Delete enclaves: Main zones window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The enclaves are deleted.

Editing marked main zones

1. In the network, mark all main zones whose enclaves you want to delete.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Delete enclaves entry.
The enclaves of the selected main zones are deleted.

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 17.24.12 Converting main zones into other polygonal network objects

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.24.12 Converting main zones into other polygonal network objects

You can convert main zones into other polygonal network objects.

1. In the Network editor window, click the Edit mode symbol .

2. In the Network window, click the Main zones button.
3. Select the main zone(s) you want to convert (see "Selecting main zones" on page 1313).
4. Right-click a selected main zone.
5. From the shortcut menu, choose Convert.
The Convert main zones window opens.
6. Make the desired changes.

Section Description
Convert main zones List box of polygonal objects into which you can convert the main
into zones.
Target objects num- Click this button to select a main zone attribute that is used to number
ber from attribute the target object.
If a target object Create target object using the next available number
with the intended If this option is selected, the target object is assigned the next avail-
number already able number.
exists Do not create target object
If this option is selected, the target object is not created if the same
number already exists.
Note
The option is not provided if you have selected multiple main zones.

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 17.24.13 Normalizing surfaces of main zones

Section Description
Links/Nodes in Assign all links/nodes
polygon of restric- All links/nodes that lie within the area of the new network object are
ted traffic area/main automatically assigned to it.
node Only assign active links/nodes
Only active links/nodes that lie within the area of the new network
object are automatically assigned to it.
Do not assign links/nodes
None of the links/nodes that lie within the area of the new network
object are assigned to it.
Note
This option is available for converting territories into restricted traffic
areas or main nodes.
Delete main zones  If the option is selected, the main zones are deleted after con-
after completing the version.
action
 If this option is not selected, the main zones are not deleted after
conversion and share the polygonal object with the target object. Edit-
ing the polygon directly then has an impact on both objects.

7. Confirm with OK.

The Edit <network object type> window of the new polygonal network object opens.
8. If required, change the settings.
9. Confirm with OK.
The main zones are converted into the polygonal network object selected.

Tip: To convert all active main zones, in the Network window, right-click the Main zones but-
ton. Then from the shortcut menu, choose Convert active main zones.

17.24.13 Normalizing surfaces of main zones

You can normalize surfaces of main zones. In this process, the sizes of the surfaces are cal-
culated correctly (see Fundamentals: Chpt. 3.5.2, page 182).
You can execute the functionality for all, all active main zones, or main zones marked in the net-
work editor.

Editing all or all active main zones

1. If required, set the main zones active whose surfaces you want to normalize via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main zones are active.

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 17.24.14 Fuzzy alignment of main zone surfaces

2. In the Network window, right-click the Main zones button.

The Main zones context menu opens.
3. Select the Normalize surfaces entry.
The Normalize surfaces: main zones window opens.
4. Select whether you want to edit the surfaces of all main zones or just the active ones.
5. Confirm with OK.
The surfaces are normalized.

Editing marked main zones

1. In the network, mark all main zones whose surfaces you want to normalize.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Normalize surfaces entry.
The surfaces of the selected main zones are normalized.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.24.14 Fuzzy alignment of main zone surfaces

You can perform a fuzzy alignment for main zone surfaces in the network. Then the points of a sur-
face are moved, within a defined threshold, towards a reference surface. This allows you to
remove unwanted overlaps or gaps (see Fundamentals: Chpt. 3.5.4, page 186).

Note: When importing shapefiles, you can specify whether you want to perform a fuzzy surface
alignment (see "Importing Shapefiles" on page 2427).

1. If required, set the main zones active whose surfaces you want to fuzzy align via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected main zones are active.

2. In the Network editor window, click the Edit mode icon .

3. In the Network window, right-click the Main zones button.
A shortcut menu opens.
4. Select the Fuzzy surface alignment entry.
The Fuzzy surface alignment window opens.
5. Make the desired changes.

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 17.24.15 Deleting main zones

Element
Surface set column
Tolerance column
Description
Selection of surfaces that are edited (see Editing surface set on
page 1176).
Enter a value for the tolerance range. The tolerance range spe-
cifies the radius within which the points of a surface may be
moved. If you enter 0 for a surface set, it becomes a reference
set and is not moved.
Adds an additional surface set.

Deletes the surface set selected.

Normalize surfaces after
execution
Merge all points with
identical co-ordinates
after execution (all sur-
faces in network)
Note
To select multiple surface sets, hold down the CTRL key and
click the desired entries.
If the option has been selected, the fuzzily aligned surfaces will
be also be normalized (see Fundamentals: Chpt. 3.5.2,
page 182).
If the option has been selected, all points of the fuzzily aligned
surfaces with identical co-ordinates will be merged afterwards
(see "Merging all polygon points with identical co-ordinates" on
page 1175).

6. Confirm with OK.

The desired surfaces in the network are aligned.

17.24.15 Deleting main zones

How to delete main zones is described for all network objects (see "Deleting network objects" on
page 1159).

17.25 Managing territories

Territories are network objects, which can be used for example, to illustrate districts or counties.
Based on a polygon which defines the limit of the territory, PrT and PuT indicators can be determ-
ined for each territory (e.g. the driven service kilometers within a territory) (see Fundamentals:
Chpt. 3.1.9, page 109).

17.25.1 Creating a territory

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Territories button.
3. In the network, click the position where you want to insert the centroid of the territory.

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 17.25.2 Properties and options of territories

Tips: You specify settings for the newly inserted network object directly in the Quick view
(Territories) window.
The attributes of territories are described here (see "Properties and options of territories" on
page 1324).
If you want to display the Create territory window when inserting the object, you can right-
click the Territories button in the Network window and activate Show dialogs when insert-
ing objects.

The centroid of the territory is inserted. You can now create a border. The border is optional. It
allows a precise calculation of territory-related attributes.
You can now proceed as follows.
If you do not want to define a border for the territory, press the ESC key. The territory is
then inserted as centroid without a border. You can specify the border later (see "Creating
a boundary" on page 1165).
If you want to define a border for the territory right away, proceed with (see "Creating a
boundary" on page 1165) step 5.

17.25.2 Properties and options of territories

The upper section of the Create territory or Edit territory window contains the general attributes
of the territory. In the lower section, you can edit specific attributes.

17.25.2.1 Territories: General attributes

Element Description
Number Unique number of the territory
The territories are numbered consecutively. You can overwrite the preset number
with a number that does not yet exist in the network.
Type The territory type categorizes the territory (0..9). The standard type is 0.
Code Code of the territory
Name Name of the territory

17.25.2.2 Territories: Basis tab

Element Description
AddValue1- Free attributes which you can use to enter additional values.
AddValue3 Tip
If you want to allocate additional information to a network object, you can also cre-
ate user-defined attributes (see "Managing user-defined attributes" on
page 1084).
Position Coordinates of the territory in the network
The coordinates are assigned automatically according to the set coordinate sys-
tem (see "Selecting a coordinate system" on page 2413).
Note
The label of a territory is always displayed at the position of its centroid.

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 17.25.3 Finding a territory

17.25.3 Finding a territory

How to find territories is described for all network objects (see "Finding network objects in the net-
work" on page 1116).

17.25.4 Selecting territories

There are several ways to select territories in order to edit them in another step.
Marking territories
Setting territories active/passive

17.25.4.1 Marking territories

How to mark territories is described for all network objects (see "Marking network objects in the
network" on page 1121).

17.25.4.2 Setting territories active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.25.5 Editing the attribute values of territories

You can edit the attribute values of one territory, all marked territories or all (active) main ter-
ritories.

17.25.5.1 Editing the attribute values of a territory

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Territories button.
3. In the network, double-click the centroid or within the boundary of the territory whose attribute
values you want to edit.
The Edit territory window opens.

Tip: If the territory is marked, you can also call the Edit territory window via the context
menu > entry Edit or by pressing the ENTER key.

4. Edit the values of the desired attributes (see "Properties and options of territories" on
page 1324).
5. Confirm with OK.
The attribute values are edited.

Note: You can also edit the values of the input attributes of territories in the Quick view window
or in the list of the network object type (see "Quick view window" on page 981 and "Working
with lists" on page 2507).

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 17.25.5.2 Editing the attribute values of marked territories

17.25.5.2 Editing the attribute values of marked territories

1. Mark the desired territories whose attribute values you want to edit (see "Marking territories" on
page 1325).
The selected territories are marked.
2. Press the ENTER key.
The Multi-edit territories: <Number> objects window opens.

Tip: You can also call the Multi-edit territories: <Number> objects window via the context
menu > entry Edit or double-click the last territory which you want to mark.

3. Edit the values of the desired attributes (see "Properties and options of territories" on
page 1324 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.25.5.3 Editing the attribute values of all or all active territories

Note: If there are no passive territories in the network, all territories are edited. Markings of ter-
ritories are ignored.

1. If required, set the territories active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected territories are active.
2. In the Network window, right-click the Territories button.
The Territories context menu opens.
3. Select the Multi-edit entry.
The Multi-edit territories window opens.
4. Select whether you want to edit the attribute values of all territories or just the active ones.

Element Description
Only active If the option has been selected, only active territories will be taken into
ones account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of territories" on
page 1324 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

1326 © PTV Planung Transport Verkehr GmbH

 17.25.6 Managing the boundary of a territory

17.25.6 Managing the boundary of a territory

A detailed description on how to manage the boundary of a territory is given for all polygonal net-
work objects (see "Managing boundaries of polygonal network objects" on page 1165).

17.25.7 Deleting the boundaries of several territories

You can delete read in or edited boundaries of territories.
You can execute the functionality for all, all active territories, or territories marked in the network
editor.

Editing all or all active territories

1. Select the territories whose boundaries you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected territories are active.
2. In the Network window, right-click the Territories button.
The Territories context menu opens.
3. Select the Initialize boundaries entry.
The Initialize boundaries: territories window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The boundaries are deleted.

Editing marked territories

1. In the network, mark all territories whose boundaries you want to delete.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Initialize boundaries entry.
The boundaries are deleted.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.25.8 Moving the centroid of a territory

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Territories button.
3. In the network, click the centroid that you want to move and hold down the left mouse button.

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 17.25.9 Aggregating marked or active territories to one territory

The mouse pointer changes into a cross.

4. Drag the centroid of the territory to the desired position and release the left mouse button.

Notes: If you press the ESC key while dragging, you can cancel the action and the centroid is
reset to its original position.

The new position of the centroid is saved. The location and expansion of the boundary remains
unchanged.

Tip: You can also change the position of the centroid by editing the coordinates of the territory
(see "Territories: Basis tab" on page 1324).

Note: The centroid should lie within the territory boundary.

17.25.9 Aggregating marked or active territories to one territory

There are different possibilities to aggregate multiple territories to one territory.
Aggregating marked territories to one territory
Aggregating all active territories to one territory
Aggregating all active territories by an attribute value

17.25.9.1 Aggregating marked territories to one territory

1. Mark minimum two territories that you want to aggregate (see "Marking territories" on
page 1325).
The selected territories are marked.
2. In the Network window, right-click the Territories button.
The Territories shortcut menu opens.
3. Select the Aggregate marked territories entry.
A query opens.

Note: If all territories are active, you have to confirm an additional prompt with OK, before
proceeding with step 5.

4. Confirm with Yes or Yes for all.

Element Description
Yes The displayed step is executed.
Yes for all The results are deleted.
No The action is cancelled.

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 17.25.9.2 Aggregating all active territories by an attribute value

Element Description
No for all The action is cancelled.
Cancel The action is cancelled.

5. Confirm another prompt if you have confirmed the previous prompt with Yes and an assign-
ment result was available.
The Edit territory window opens.
6. Enter the desired data (see "Editing the attribute values of territories" on page 1325).
7. Confirm with OK.

Note: If you close the window with Cancel, your modifications will be discarded and the
standard settings will be applied.

The new aggregated territory is inserted.

Notes: The centroid of the new territory is automatically set to the geometric centroid of the
centroids of the original territories.
The boundary of the new territory combines all boundaries of the old territories.

17.25.9.2 Aggregating all active territories by an attribute value

You can aggregate all currently active territories to a new territory based on an identical attribute
value.
1. If required, set at least two territories active which you want to aggregate to one territory via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected territories are active.
2. In the Network window, click the Territories button.
3. Press F7.
The Aggregate territories window opens.

Tip: Alternatively, open the Aggregate territories window. To do so, right-click the Ter-
ritories button and from the shortcut menu, choose Aggregate active territories.

4. Select the option All active territories with identical attribute value.
5. Make the desired changes:

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 17.25.9.3 Aggregating all active territories to one territory

Element Description
Aggregation Select an integer territory attribute by which you want to aggregate the ter-
based on attrib- ritories.
ute
Use attribute If the option has been selected, the value of the aggregated attribute will
value as num- be allocated to the new territory as its number if this number is valid and
ber of the still available.
aggregated ter- Note
ritory
Values smaller than 0 are invalid, for example. Since only active territories
are aggregated, the numbers of passive territories are not available. If the
attribute value cannot be used, the number is allocated automatically
instead. This is indicated in the message window.
If the option has not been selected, the new territories are numbered
automatically.

6. Confirm with OK.

If a calculation result exists, a query opens.
7. Confirm with Yes.

Note: If you close the window with Cancel, your modifications will be discarded.

The active territories are aggregated to a new territory.

17.25.9.3 Aggregating all active territories to one territory

You can aggregate all currently active territories to one territory.
1. If required, set at least two territories active which you want to aggregate to one territory via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected territories are active.
2. In the Network window, click the Territories button.
3. Press F7.
The Aggregate territories window opens.

Tip: Alternatively, open the Aggregate territories window. To do so, right-click the Ter-
ritories button and from the shortcut menu, choose Aggregate active territories.

4. Select option All active territories.

5. Confirm with OK.

Note: If all territories are active, you must confirm a query with OK.

1330 © PTV Planung Transport Verkehr GmbH

 17.25.10 Setting territory labels to the centroids

If a calculation result exists, a query opens.

6. Confirm with Yes.
The Edit territory window opens.
7. Enter the desired data (see "Properties and options of territories" on page 1324).
8. Confirm with OK.

Note: If you close the window with Cancel, your modifications will be discarded.

The new aggregated territory is inserted.

Notes: The centroid of the new territory is automatically set to the geometric centroid of the
centroids of the original territories.
The boundary of the new territory combines all boundaries of the old territories.

17.25.10 Setting territory labels to the centroids

You can move the position of the labels of all or all active territories, or the territories marked in the
network automatically to the geometrical centroid of their territory polygons.

Editing all or all active territories

1. Select the territories whose label you want to set to the position of the geometrical centroid, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected territories are active.
2. In the Network window, right-click the Territories button.
The Territories context menu opens.
3. Select the Recalculate the centroids entry.
The Recalculate the centroids: Territories window opens.
4. Select whether you want to set the label of all territories or just the active territories to the geo-
metrical centroid.
5. Confirm with OK.
The labels are set to the positions of the geometrical centroids.

Editing marked territories

1. In the network, select the territories whose label you want to set to the position of the geo-
metrical centroid.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Recalculate the centroids entry.

© PTV Planung Transport Verkehr GmbH 1331

 17.25.11 Converting territories into other polygonal network objects

The labels are set to the positions of the geometrical centroids.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.25.11 Converting territories into other polygonal network objects

You can convert individual or multiple territories into other polygonal network objects.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Territories button.
3. Select the territorie(s) you want to convert (see "Selecting territories" on page 1325).
4. Right-click a selected territory.
5. From the shortcut menu, choose Convert.
The Convert territories window opens.
6. Make the desired changes.

Section
Convert territories into
Target objects number
from attribute
If a target object with the
intended number already
exists
Links/Nodes/Zones in the
polygon of the restricted
traffic area/main
node/main zone
Description
List box of polygonal objects into which territories can be con-
verted.
Click this button to select a territory attribute that is used to
number the target object.
Create target object using the next available number
If this option is selected, the target object is assigned the next
available number.
Do not create target object
If this option is selected, the target object is not created if the
same number already exists.
Note
This option is not provided if you have selected multiple ter-
ritories.
Assign all links/nodes/zones
All links/nodes/zones that lie within the area of the new net-
work object are automatically assigned to it.
Only assign active links/nodes/zones
Only active links/nodes/zones that lie within the area of the
new network object are automatically assigned to it.
Do not assign links/nodes/zones
None of the links/nodes/zones that lie within the area of the
new network object are assigned to it.
Note

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 17.25.12 Deleting enclaves from territories

Section Description
This option is only available for converting territories into
restricted traffic areas, main nodes , or main zones.
Delete territories after com-  If the option is selected, the territories are deleted after con-
pleting the action version.
 If this option is not selected, the territories are not deleted
after conversion and share the polygonal object with the target
object. Editing the polygon directly then has an impact on both
objects.

7. Confirm with OK.

The Edit <network object type> window of the new polygonal network object opens.
8. If required, change the settings.
9. Confirm with OK.
The territories are converted into the polygonal network object selected.

Tip: To convert all active territories, in the Network window, right-click the Territories button.
Then select Convert active territories.

17.25.12 Deleting enclaves from territories

You can delete enclaves, i.e. "holes", from the surfaces of territories.
You can execute the functionality for all, all active territories, or territories marked in the network
editor.

Editing all or all active territories

1. If required, set the territories active, whose enclaves you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected territories are active.
2. In the Network window, right-click the Territories button.
The Territories context menu opens.
3. Select the Delete enclaves entry.
The Delete enclaves: Territories window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The enclaves are deleted.

© PTV Planung Transport Verkehr GmbH 1333

 17.25.13 Normalizing surfaces of territories

Editing marked territories

1. In the network, mark all territories whose enclaves you want to delete.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Delete enclaves entry.
The enclaves of the selected territories are deleted.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.25.13 Normalizing surfaces of territories

You can normalize surfaces of territories. In this process, the sizes of the surfaces are calculated
correctly (see Fundamentals: Chpt. 3.5.2, page 182).
You can execute the functionality for all, all active main zones, or main zones marked in the net-
work editor.

Editing all or all active territories

1. If required, set the territories active whose surfaces you want to normalize via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected territories are active.
2. In the Network window, right-click the Territories button.
The Territories context menu opens.
3. Select the Normalize surfaces entry.
The Normalize surfaces: Territories window opens.
4. Select whether you want to normalize the surfaces of all territories or just the active ones.
5. Confirm with OK.
The surfaces are normalized.

Editing marked territories

1. In the network, mark all territories whose surfaces you want to normalize.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Normalize surfaces entry.
The surfaces of the selected territories are normalized.

1334 © PTV Planung Transport Verkehr GmbH

 17.25.14 Fuzzy alignment of territory surfaces

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.25.14 Fuzzy alignment of territory surfaces

You can perform a fuzzy alignment for territory surfaces in the network. Then the points of a sur-
face are moved, within a defined threshold, towards a reference surface. This allows you to
remove unwanted overlaps or gaps (see Fundamentals: Chpt. 3.5.4, page 186)

Note: When importing shapefiles, you can specify whether you want to perform a fuzzy surface
alignment (see "Importing Shapefiles" on page 2427).

If required, set the territories active whose surfaces you want to fuzzy align via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected territories are active.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, right-click the Territories button.
A shortcut menu opens.
3. Select the Fuzzy surface alignment entry.
The Fuzzy surface alignment window opens.
4. Make the desired changes.

Element
Surface set column
Tolerance column
Description
Selection of surfaces that are edited (see Editing surface set on
page 1176).
Enter a value for the tolerance range. The tolerance range spe-
cifies the radius within which the points of a surface may be
moved. If you enter 0 for a surface set, it becomes a reference
set and is not moved.
Adds an additional surface set.

Deletes the surface set selected.

Note
To select multiple surface sets, hold down the CTRL key and
click the desired entries.

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 17.25.15 Deleting territories

Element
Normalize surfaces after
execution
Merge all points with
identical co-ordinates
after execution (all sur-
faces in network)
Description
If the option has been selected, the fuzzily aligned surfaces will
be also be normalized (see Fundamentals: Chpt. 3.5.2,
page 182).
If the option has been selected, all points of the fuzzily aligned
surfaces with identical co-ordinates will be merged afterwards
(see "Merging all polygon points with identical co-ordinates" on
page 1175).

5. Confirm with OK.

The desired surfaces in the network are aligned.

17.25.15 Deleting territories

How to delete territories is described for all network objects (see "Deleting network objects" on
page 1159 and "Deleting active network objects" on page 1160).

17.26 Managing PrT paths and sets of paths

For assignment calculation, paths are found between the origin and destination zone, and their
volume is calculated. In the private transport, you can edit the paths and their volumes manually.
A path is always allocated to a set of paths or to a demand segment and consists of several path
items (see Fundamentals: Chpt. 3.1.10, page 109).

Note: In the network, you can display the volumes of paths based on bars (see "Configuring the
display of a PrT path bar" on page 2599).

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The PrT Paths example shows the use of the network
object PrT paths to compare travel times from assignments with observed data.

17.26.1 Creating a path set

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the PrT paths button.
The Create window opens.
3. Select the Path set entry.
4. Click in the network display.
The Path set window opens.

Note: To prevent opening of the window, in the Network window, right-click the PrT paths
button. Then deselect Show dialogs when inserting objects. You specify settings for the
newly inserted network object directly in the Quick view (Path set) window.

5. Enter the desired data (see "Properties and options of path sets" on page 1337).

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 17.26.2 Properties and options of path sets

6. Confirm with OK.

The path set is created.

17.26.2 Properties and options of path sets

The upper section of the Path set window contains the general attributes of the path set. In the
lower section, you can edit specific attributes.

17.26.2.1 PrT path sets: General attributes

Element Description
Number Unique number of the path set
Note
The path sets are numbered consecutively. You can overwrite the preset number
with a number that does not yet exist in the network.
Code Code of the path set
Name Name of the path set

17.26.2.2 PrT path sets: User-defined attributes

In this tab, you can modify attribute values of user-defined attributes of path sets (see "Managing
user-defined attributes" on page 1084).

17.26.3 Selecting path sets

There are several ways to select path sets in order to edit them in another step.
Marking path sets
Setting active/passive path sets

17.26.3.1 Marking path sets

Note: You can only mark a path set in the network if at least one path, i.e. a course, has been
allocated to the path set.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the PrT paths button.
The Paths window opens.

Note: Depending on the selected option, the name of the Paths/Path sets window changes.

3. Make sure that the Path sets option has been selected.
4. Select the desired path sets in the list.

Tip: You can also select single path sets via the input field. To do this, enter the name of the
path set in the field. The path set is selected in the list.

All path courses of the path sets are marked in the network.

© PTV Planung Transport Verkehr GmbH 1337

 17.26.3.2 Setting active/passive path sets

5. If required, click the Zoom button.

The network section is enlarged and the marked path sets are positioned in the middle of the
section.

Notes: If you want to remove the previously marked path sets from the selection, click the Ini-
tialize button.
You can also mark the path courses of a path set by clicking a node in the network which is tra-
versed by a path or a path set.

17.26.3.2 Setting active/passive path sets

Network objects can be active or passive. There are several possibilities to set path sets active.
Via the path filter (see "Using filters to set network objects active or passive" on page 1125)
Note: The spatial selection of network objects of the path hierarchy (paths, path sets, path
items) is not possible. You can, however, add or remove the network objects of these network
object types to/from the selection in various different ways.

With a click on the Spatial selection toolbar symbols Include all objects in the spatial
selection, Invert spatial selection or Remove all objects from the spatial selection (see
"Setting network objects active/passive via the spatial selection" on page 1152)
Edit IsInSelection attribute per network object, for example, in the list of the respective net-
work object type. If you enter 1, the respective network object will be active, if you enter 0, it
will be passive.

17.26.4 Editing the attribute values of path sets

You can edit the attribute values of one path set, all marked path sets or all (active) path sets.

17.26.4.1 Editing the attribute values of one path set

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the PrT paths button.
The Paths window opens.
3. Make sure that the Path sets option has been selected.
4. In the list, double-click the desired path set.
The Path set window opens.
5. Edit the values of the desired attributes (see "Properties and options of path sets" on
page 1337).
6. Confirm with OK.
The attribute values are edited.

1338 © PTV Planung Transport Verkehr GmbH

 17.26.4.2 Editing the attribute values of marked path sets

Note: You can also edit the values of the input attributes of path sets in the Quick view window
or in the list of the network object type (see "Quick view window" on page 981 and "Working
with lists" on page 2507).

17.26.4.2 Editing the attribute values of marked path sets

1. Mark the desired path sets whose attribute values you want to edit (see "Marking path sets" on
page 1337).
2. Press the ENTER key.
The Multi-edit path sets: <Number> objects window opens.

Tip: You can also call the Multi-edit path sets: <Number> objects window via the context
menu > entry Edit or double-click the last path sets which you want to mark.

3. Edit the values of the desired attributes (see "Properties and options of path sets" on
page 1337 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.26.4.3 Editing the attribute values of all or all active path sets
Note: If there are no passive path sets in the network, all path sets are edited. Markings of path
sets are ignored.

1. If required, set the path sets active via filter criteria, whose attribute values you want to edit
(see "Using filters to set network objects active or passive" on page 1125).
The selected path sets are active.
2. In the Network window, right-click the PrT paths button.
The Paths context menu opens.
3. Select the Multi-edit > Path sets entry.
The Multi-edit path sets window opens.
4. Select whether you want to edit the attribute values of all path sets or just the active ones.

Element Description
Only active If the option has been selected, only active path sets will be taken into
ones account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of path sets" on
page 1337 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

© PTV Planung Transport Verkehr GmbH 1339

 17.26.5 Deleting path sets

17.26.5 Deleting path sets

1. Mark the path sets that you want to delete (see "Marking path sets" on page 1337).
2. Press the DEL key.
A query might open.

Tips: You can also delete the marked path sets via the shortcut menu > entry Delete.
To delete all path sets, in the Network window, right-click the PrT paths button. Then from
the shortcut menu, choose Multi-delete > Path sets.

3. Confirm with OK.

Notes: If you delete a path set, all associated paths and path items will also be deleted.

17.26.6 Creating a PrT path

Notes: Paths are generated automatically for each demand segment if you calculate a PrT
assignment. If you initialize the assignment, the paths generated this way will be deleted again.
You can also insert paths manually and assign them to demand segments or path sets. Paths
which are allocated to paths sets are not deleted when initializing assignments. If you manually
insert paths which are assigned to demand segments, the attributes deviate (see "Properties
and options of PrT paths" on page 1342). These paths will also be deleted if an assignment is
initialized for the demand segment.

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the PrT paths button.
The Create window opens.
3. Select the Path entry.
4. Click in the network display.
The Select the path set window opens.
5. In the drop-down list, select the desired path set for which you want to create a path.

Note: You can select demand segments or path sets. If you create a path for a demand seg-
ment (see "Properties and options of PrT paths" on page 1342), the path needs to start and
end at a zone.

6. Confirm with OK.

The Edit course window opens.
7. Click the node or zone at which the path shall start and hold down the mouse button.

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 17.26.6 Creating a PrT path

Notes: A path needs to start and end at a node or at a zone. If the path starts at a node, it
also has to end at a node. If it starts at a zone, it must end at a zone.
Main nodes can also be items of paths. They can, however, only be selected via the partial
nodes.

8. Drag the mouse to the next zone or node via which the path shall run and release the mouse
button.

Note: If required, in the Edit course window, click the Zoom button to enlarge the section
with the course.

9. If required, proceed in the same manner to create any other sections you wish to create.

Note: If required, in the Edit course window, click the Undo button to delete the last section
of the path course.

10. Drag the mouse to the desired endpoint of the path and release the mouse button.

Tip: You can also drag the mouse from the first zone or node to the desired endpoint. The
program will then suggest the best path based on the set search criterion (see "Paths: spe-
cifying parameters for the path search" on page 1341).

11. In the Edit course window, click the OK button.

Tip: You specify settings for the newly inserted network object directly in the Quick view
(Paths) window. The attributes of PrT paths are described here (see "Properties and options
of PrT paths" on page 1342).
If you want to display the Edit path window when inserting the object, you can right-click the
PrT paths button in the Network window, activate Show dialogs when inserting objects,
and directly adjust settings for the newly created network object.

The path is inserted.

Note: You can edit the course of a path later (see "Editing the course of a path" on page 1346).

Paths: specifying parameters for the path search

1. In the Edit course window, click the Parameters button.
The Parameters: Path search window opens.
2. Make the desired changes.

Element Description
Reference trans- Select the desired transport system
port system
Use also closed If the option has been selected, the links closed to the transport system
links for routing will be taken into account, as if they were open to the transport system.

© PTV Planung Transport Verkehr GmbH 1341

 17.26.7 Properties and options of PrT paths

Element Description
Use also closed If the option has been selected, the turns closed to the transport system
turns for routing will be taken into account, as if they were open to the transport system.
Search criterion From the drop-down list, you can select a criterion for the path search.
The search finds the best path each between two marked (fixed) points.
Link length (direct distance)
Direct distance link length from the origin to the destination stop point
Link run time
Is calculated from the transport system speed of the links
Time from speed def. by link type
Is calculated from the transport system speed specified for the respective
link type
Link length
Calculated link length if not manually adjusted by the user

3. Confirm with OK.

17.26.7 Properties and options of PrT paths

The upper section of the Create path or Edit path window contains the general attributes of the
path. In the lower section, you can edit specific attributes.

Notes: The Edit path window differs depending on whether it is allocated to a path set or a
demand segment.
If your network contains user-defined attributes for paths, they are only provided for paths of a
path set and not for paths resulting from assignments.

17.26.7.1 Paths: General attributes (path of a path set)

Element Description
Path set Number of the path set the path is allocated to
Tip
You can allocate the path to a different path set if you click the ? icon.
Number Unique number of the path
Note
The paths are numbered consecutively. You can overwrite the preset number with a
number that does not yet exist in the network.
From Number of the zone at which the path starts
zone Note
No number is displayed if the path starts at a node.
To zone Display of the zone at which the path ends
Note
No number is displayed if the path ends at a node.

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 17.26.7.2 Paths: General attributes (path of a demand segment)

17.26.7.2 Paths: General attributes (path of a demand segment)

Element Description
Demand segment Demand segment for which the path was determined
From zone Number of the zone at which the path starts
To zone Number of the zone at which the path ends
Index Index number of the path

17.26.7.3 Paths: Basis tab (path of a path set)

Element Description
Volume Display of the volume of the path
Tip
Negative values are also permitted, so that values can be subtracted.
Length Display of the length of the path
Share of path Enter a share which shall be taken into account when distributing the matrix to
set target paths (see "Distributing a matrix on paths" on page 1351)
Share of path Display of the actual (calculated) share of the volume of this path (see Fun-
set damentals: Chpt. 3.1.10, page 109)

17.26.7.4 Paths: Basis tab (path of a demand segment)

Element Description
Volume Display of the volume of the path
Tip
You can edit the volume data. Negative values are also permitted, so that values
can be subtracted.
Impedance Display of the impedance of the path
AddValue 1- Display of the AddValues of the path
3
Toll Display of the toll of the path

17.26.8 Opening the Paths window

The path to be edited is selected via the identically named window. In order to open the Paths win-
dow, proceed as follows:

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the PrT paths button.
A new window opens.

Note: Depending on the selected option, the name of the Paths/Path sets window changes.

3. Make sure that the Paths option has been selected.

© PTV Planung Transport Verkehr GmbH 1343

 17.26.9 Selecting paths

In the Paths window, the paths are displayed according to your selection.

17.26.9 Selecting paths

There are several ways to select a path in order to edit it in another step.
Marking paths
Setting paths active/passive

17.26.9.1 Marking paths

1. Open the Paths window (see "Opening the Paths window" on page 1343).
2. If required, restrict the number of paths which is searched.

Element Description
Path sets/demand seg- Selection of a path set or demand segment
ments drop-down list Notes
The paths which are allocated to the path set/demand segment are
displayed.
Manually inserted paths are issued per path set. Paths generated
in assignments are issued per demand segment.
Drop-down list You can restrict the display views to the following:
All routes
All routes are displayed.
Flow bundle routes
All routes of the currently displayed flow bundle are issued.
Filter for OD pairs
All routes of the current OD pair filter are displayed.

3. Press CTRL and, one by one, click the paths that you want to mark.

Tip: You can also select a single path via the input field. To do this, enter the name of the
path in the field. The path is selected in the list.

The course of the paths is marked in the network.

4. If required, click the Zoom button.
The network section is enlarged and the marked paths are positioned in the middle of the sec-
tion.

Tips: Use the Initialize button if you want to remove the previously marked paths from the
selection.
You can also mark the path courses of a path set by clicking a node or zone which is traversed
by a path.

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 17.26.9.2 Setting paths active/passive

17.26.9.2 Setting paths active/passive

Network objects can be active or passive. There are several possibilities to set paths active.
Via the path filter (see "Using filters to set network objects active or passive" on page 1125)
Note: The spatial selection of network objects of the path hierarchy (paths, path sets, path
items) is not possible. You can, however, add or remove the network objects of these network
object types to/from the selection in various different ways.

With a click on the Spatial selection toolbar symbols Include all objects in the spatial
selection, Invert spatial selection or Remove all objects from the spatial selection (see
"Setting network objects active/passive via the spatial selection" on page 1152)
Edit IsInSelection attribute per network object, for example, in the list of the respective net-
work object type. If you enter 1, the respective network object will be active, if you enter 0, it
will be passive.

17.26.10 Editing the attribute values of PrT paths

You can edit the attribute values of one path, all marked paths or all (active) paths.

17.26.10.1 Editing the attribute values of a path

1. Open the Paths window (see "Opening the Paths window" on page 1343).
2. In the list, double-click the desired path.
The Edit path window opens.
3. Edit the values of the desired attributes (see "Properties and options of PrT paths" on
page 1342).
4. Confirm with OK.
The attribute values are edited.

Note: You can also edit the values of the input attributes of paths in the Quick view window or
in the list of the network object type (see "Quick view window" on page 981 and "Working with
lists" on page 2507).

17.26.10.2 Editing the attribute values of marked paths

1. Mark the desired paths whose attribute values you want to edit (see "Marking paths" on
page 1344).
The selected paths are marked.
2. Press the ENTER key.
The Multi-edit paths: <Number> objects window opens.

Tip: You can also call the Multi-edit paths: <Number> objects window via the context
menu > entry Edit or double-click the last path that you mark.

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 17.26.10.3 Editing the attribute values of all or all active paths

3. Edit the values of the desired attributes (see "Properties and options of PrT paths" on
page 1342 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.26.10.3 Editing the attribute values of all or all active paths

Note: If there are no passive paths in the network, all paths are edited. Markings of paths are
ignored.

1. If required, set the paths active via filter criteria, whose attribute values you want to edit (see
"Using filters to set network objects active or passive" on page 1125).
The selected paths are active.
2. In the Network window, right-click the PrT paths button.
The Paths context menu opens.
3. Select the Multi-edit > Paths entry.
The Multi-edit paths window opens.
4. Select whether you want to edit the attribute values of all paths or just the active ones.

Element Description
Only active ones If the option has been selected, only active paths will be taken into
account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of PrT paths" on
page 1342 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.26.11 Editing the course of a path

Note: Please note the rules for editing a course, which are equivalent to the ones for line routes
(see "Basic rules: Editing a route course" on page 1443).

1. Open the Paths window (see "Opening the Paths window" on page 1343).
2. Select the path that you want to edit
The path is marked.
3. Press F5.
The Edit course window opens.

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 17.26.12 Setting travel times for paths

4. Specify the parameters for the path search (see "Paths: specifying parameters for the path
search" on page 1341).
5. Edit the previous course by dragging the desired points of the course to new positions.

Note: The planned change of the course is shown in the Network preview.

6. Confirm with OK.

The new course of the path is saved.

17.26.12 Setting travel times for paths

You can assign travel times from static or dynamic assignments to one, several, or all paths.
Travel times are set at all profile points depending on the selected reference point.
Afterwards there are travel times for the selected paths. Each of these paths represents a tra-
jectory of a vehicle that travels a given path like a vehicle in the assignment and is at the given ref-
erence point at the given time. This can be at the beginning, at the end or at another point along
the path.

Note: The functionality is particularly useful for user-defined paths that start and end at nodes,
since they are not among the PrT paths from assignments.

1. Open the Paths window (see "Opening the Paths window" on page 1343).
2. Select the paths for which you want to set travel times.
3. Open the shortcut menu with a right click.
4. Select the Set travel times entry.

Tip: Alternatively, you can specify travel times for all paths by right-clicking the PrT paths
button in the Network window. Then from the shortcut menu, choose Set travel times.

The Set travel times window opens.

Element Description
Only for active If this option is active, travel times are only set for active paths.
PrT paths Note
This option is only provided if multiple paths have been selected.
Reference item Select the reference item.
The departure time is entered at the reference point. This results in the
relative times of all other profile points of the respective path.
The selection changes depending on whether you set times for one or
more paths. If only one path is selected, the following entries are avail-
able for selection:
First PrT path item
Last PrT path item

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 17.26.13 Converting paths

Element Description
Origin zone / start of the path
Destination zone / End of the path
All other path items of the path, where applicable
If several paths are selected, you can only select the start / end of the
path or the first / last PrT path item.
Departure time at Here you enter the departure time at the reference item.
reference item If an annual calendar is used, you also specify a day.
Additional stay Here you can define an additional stop time at the reference item.
time at reference If the Reference item is the origin / destination zone or the start/end of
item the path, you cannot define a stay time.
Use travel times Selection of a stop point attribute
from transport The times of the specified transport system are used, depending on the
system assignment result:
If there is an SBA result, the internally available travel times in the
loaded network are used.
If there is a static result, the travel times in the loaded network tCur
are used.
If there is no assignment result, the travel times from the unloaded
network are used.
Turn all path Travel times are only saved at profile points.
items into profile If this option is selected, all path items are turned into profile points
points and the respective travel times are saved at these profile points.
If this option is not selected, only the first and last path items and the
reference item are turned into profile points. All existing profile points are
retained.

5. Confirm with OK.

The travel times are calculated for the selected paths and saved at the respective profile points.
The results can be found in the path lists.

17.26.13 Converting paths

You can convert paths as follows (see Fundamentals: Chpt. 3.1.10, page 109):
From assignment result to path set
From path set to assignment result
From path set to path set
From assignment result to assignment result

17.26.13.1 Converting a path

1. Select the path that you want to convert (see "Selecting paths" on page 1344).
2. Right-click in the network display.

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 17.26.13.2 Converting the paths of a path set or demand segment

A shortcut menu opens.

3. Select the Convert entry.
The Parameters: Convert paths window opens.
4. Make the desired settings (see "Converting the paths of a path set or demand segment" on
page 1349).
5. Confirm with OK.
The path is converted.

17.26.13.2 Converting the paths of a path set or demand segment

When converting paths of a demand segment, a maximum of 100 marked paths can be con-
verted.
1. Select the paths that you want to convert (see "Selecting paths" on page 1344).
2. Right-click in the network display.
The PrT paths shortcut menu opens.
3. Select the Convert entry.
The Parameters: Convert paths window opens.

Tip: You can also call the procedure via the Calculate > Procedure sequence > operation
Convert paths menu.
The elements in the window differ depending on whether you called the window via the short-
cut menu or in the Procedure sequence window.

Note: Note that the assignment paths of a demand segment are highly compressed as
opposed to user-defined PrT paths. Conversion from these paths as well as storage in user-
defined path sets require a great deal of memory and runtime and can only be carried out to
a limited extent in larger networks. Paths from a LUCE assignment cannot be converted due
to the different data structure.

4. Make the desired changes.

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 17.26.14 Deleting paths

Element Description
Source of In the drop-down list, select the path set or demand segment, whose paths
conversion you want to convert.
Note
If you call the procedure via the shortcut menu, this selection will not be
provided.
Time interval
Here you can select a time interval. The volumes of the selected time interval
will then be converted.
Selection
Here you can specify, whether all paths or just the flow bundle routes or the
relations of the OD pair filter shall be converted.
Factor
Here you can enter a factor by which the volumes of the origin paths will be
multiplied.
Target of From drop-down list, select the path set or the demand segment to which the
conversion paths will be transferred.
Time interval
Here you can select a time interval, to which the volumes will be transferred.
Conflict handling
If the origin path and the destination path are identical, the following options
are provided.
Replace all
All existing destination paths will be deleted before the conversion.
Sum
The volumes of the origin paths and the volumes of the existing des-
tination paths will be added up.
Overwrite
Identical destination paths will be overwritten by the origin paths.

5. Confirm with OK.

The paths are converted.

Note: If you convert paths resulting from an assignment, the program always creates paths
which start and end at a zone.

17.26.14 Deleting paths

1. Mark the paths that you want to delete (see "Marking paths" on page 1344).
2. Press the DEL key.
A query might open.

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 17.26.15 Distributing a matrix on paths

Tips: You can also delete the marked paths via the shortcut menu > entry Delete.
To delete all paths, in the Network window, right-click the PrT paths button. Then from the
shortcut menu, choose Multi-delete > Paths.

3. Confirm with OK.

17.26.15 Distributing a matrix on paths

With this procedure, you can distribute the values of a demand matrix to paths (see Fun-
damentals: Chpt. 3.1.10, page 109).

Notes: Existing volumes will be overwritten during the distribution.

Matrices will only be distributed to paths if they start and end at matching zones.
Via attribute Share of path set target, you can specify beforehand the share that shall be
assigned to each path (see "Properties and options of PrT paths" on page 1342).

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. Add the Distribution of demand matrix to paths procedure from the Matrices category to
the given order of procedures in the procedure sequence (see "Setting up and starting the pro-
cedure sequence" on page 2015).
3. In the row of the inserted procedure, click the button in the Reference object(s) column.
The Select matrix window opens.
4. Select the matrix which is to be distributed to the paths. Here, two methods are provided (see
"Selecting matrices" on page 1869).

Element Description
Select matrix dir- From the list of all matrices, select the desired matrix by its number.
ectly
Select matrix by Select a matrix by certain attributes and their values.
properties

5. Confirm with OK.

The selected matrix is listed in the Reference object(s) column.
6. Make sure the added procedure is marked. Then, in the Operations section, click the Edit but-
ton.
The Distribute matrix to paths window opens.
7. Make the desired changes.

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 17.26.16 Paths in lists

Element Description
Only active If the option has been selected, only the volumes of active paths will be dis-
path sets tributed.
Consider OD If the option is selected, the OD pair filter is taken into account (see "Excep-
pair filter tion: Filter for OD pairs" on page 1145).

8. Confirm with OK.

9. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
The matrix values are distributed to the paths.

17.26.16 Paths in lists

You can display paths and path sets in the following lists and edit volume data directly in the lists:
PrT paths
PrT paths links
PrT path sets
Paths
Path items
Notes: You can use the drop-down lists to restrict the list display to a selection (see "Limiting list
display to a selection" on page 2527).
In the lists PrT paths and PrT paths links, you can call the opposite direction via the Go to
reverse direction entry on the shortcut menu.

17.27 Managing path sequences

A path sequence describes a sequence of paths with a volume between at least two zones. Each
path starts at the zone at which the previous path ends. Path sequences and their items result
from a procedure. They cannot be edited. A path sequence set groups path sequences of the
same demand segment or demand stratum. A path sequence activity stands for an activity at a
zone of a path sequence item (see Fundamentals: Chpt. 3.1.11, page 110).
You can display and label path sequences in the network (see "Displaying path sequence items"
on page 2643).

17.27.1 Importing path sequences

Note: This function is only be available if the Multimodal add-on module has been activated
(see " Enabling or disabling add-ons" on page 1058).

You can import an existing path sequence items list as attribute file *.att into a path sequence set.
Here it does not matter whether the data stems from a disaggregated demand model or from
another Visum network.
1. From the File menu, choose Import > Path sequences.
The Import path sequences window opens.

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 17.27.1 Importing path sequences

2. Next to File name, click the icon.

3. Select the desired file.
4. Click the Open button.
5. From the drop-down list Path sequence set, select the entry into which you want to import the
data or click the Generate button to create a new path sequence set.
6. Confirm with OK.
The path sequence items of the desired file are imported into the current network. The import is
not additive. Therefore, all existing path sequences will be deleted.

Structure of the attribute file

The following columns must be provided in the file:

Note: The file must be sorted by the first four columns in the specified order so that it can be
imported.

Origin zone number

Destination zone number
Path sequences index
Index
Zone number
The following columns are read in if they exist:
Path sequence\volume
Note: If the volume is not specified, the default will be 1.
Path sequence\name
Path sequence\AddVal
To-demand segment code
Departure
Arrival
Path sequence activity code
Person number
Schedule number
Tour number
Note: To save storage space, you should only create column names for the attributes Arrival,
Departure, and Path sequence\name if they have attribute values. For each single relation, the
program saves existing values, even if the value is empty.

The following columns are not read in:

Path sequence set no
Matrix

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 17.27.2 Initializing path sequences

17.27.2 Initializing path sequences

Note: This function will only be available if the Multimodal add-on module has been activated
(see " Enabling or disabling add-ons" on page 1058).

You can initialize all path sequences in one procedure step.

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. In the desired position of the procedure sequence, insert the Initialize path sequences pro-
cedure of the Multimodal category (see "Setting up and starting the procedure sequence" on
page 2015).
3. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
All path sequences are deleted.

17.27.3 Creating path sequence sets

A path sequence describes a sequence of paths with a volume between at least two zones (see
Fundamentals: Chpt. 3.1.11, page 110).
1. From the Network menu, choose Path sequence sets/activities.
2. Select the Path sequence sets tab.

3. Click the Create button.

4. Make the desired changes:

Element Description
Number Unique number of the path sequence set
Code Enter a code for the path sequence set.
Name Enter a name for the path sequence set.
Demand seg- Reference to the code of the demand segment.
ment code If the path sequences are generated by a multimodal assignment, the field
contains the code of the assigned demand segment.
Demand Reference to the code of the demand stratum.
stratum code If the path sequences are generated by a P+R assignment, the field contains
the code of the assigned demand stratum.

5. Confirm with OK.

Tip: Alternatively, add path sequence sets in the respective list. Go to Lists > Paths > Path

sequence sets. Then click the symbol.

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 17.27.4 Deleting path sequence sets

17.27.4 Deleting path sequence sets

1. From the Network menu, choose Path sequence sets/activities.
2. Select the Path sequence sets tab.
3. Mark the path sequence sets that you want to delete.

4. Click the Delete button.

5. Confirm with OK.

Tip: Alternatively, delete path sequence sets in the respective list. Go to Lists > Paths > Path

sequence sets. Then click the symbol .

17.27.5 Creating path sequence activities

A path sequence activity stands for an activity at a zone of a path sequence item. Path sequence
activities also exist without a demand model and thus differ from activities within a demand model
(see Fundamentals: Chpt. 3.1.11, page 110).
1. From the Network menu, choose Path sequence sets/activities.
2. Select the Path sequence activities tab.

3. Click the Create button.

4. Make the desired changes:

Element Description
Number Unique number of the path sequence set
Code Enter a code for the path sequence activity.
Name Enter a name for the path sequence activity.
Activity code Optional reference to the code of an activity of the demand model

5. Confirm with OK.

17.27.6 Deleting path sequence activities

1. From the Network menu, choose Path sequence sets/activities.
2. Select the Path sequence activities tab.
3. Mark the path sequence activity that you want to delete.

4. Click the Delete button.

5. Confirm with OK.

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 17.28 Managing stops

Tip: Alternatively, delete path sequence activities in the respective list. Go to Lists > Paths >

Path sequence activities. Then click the symbol.

17.28 Managing stops

A stop comprises stop areas and therefore stop points. To ensure that a stop can be localized and
displayed in graphical form, it has a coordinate, but it is not assigned directly to a network node or
link (see Fundamentals: Chpt. 3.1.12.3, page 113).

Notes: You can only allocate stop areas and therefore stop points to a stop if you edit the stop
area (see "Editing the attribute values of a stop area" on page 1372 and "Creating a stop area"
on page 1370) or create a stop point and select the Generate stop and stop point auto-
matically option (see "Creating a stop point" on page 1378).
Afterwards you can specify the walk times for the transfers within the stop as well as transfer
wait times.

17.28.1 Creating a stop

You can insert stops anywhere in the network.

1. In the Network editor window, click the Insert mode icon.

2. In the Network window, click the Stops button.
3. In the network, click the position where you want to insert the stop.
The Create stop window opens.

Note: To prevent opening of the window, in the Network window, right-click the Stops but-
ton. Then deselect Show dialogs when inserting objects. You specify settings for the
newly inserted network object directly in the Quick view (Stops) window.

4. Enter the desired data (see "Properties and options of stops" on page 1356).
5. Confirm with OK.
The stop is inserted in the network.

Tip: Alternatively, you can create a stop, stop area or stop point with an identical number if you
insert a stop point and select the Create stop and stop area automatically option(see "Creat-
ing a stop point" on page 1378).

17.28.2 Properties and options of stops

The upper section of the Create stop or Edit stop window contains the general attributes of the
stop. In the lower section, you can edit specific attributes in various tabs.

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 17.28.2.1 Stops: General attributes

17.28.2.1 Stops: General attributes

Element Description
Number Unique number of the stop
Stops are numbered consecutively. You can overwrite the preset number with a num-
ber that does not yet exist in the network.
Note
If you change the stop number, existing assignment results will not be deleted.
Code Code of the stop
Name Name of the stop
Type The stop type (0...99) categorizes the stop.

17.28.2.2 Stops: Basis tab

Element Description
AddValue1 Free attributes which you can use to enter additional values.
- Tip
AddValue3 If you want to allocate additional information to a network object, you can also cre-
ate user-defined attributes (see "Managing user-defined attributes" on
page 1084).
Position Coordinates of the stop in the network
The coordinates are assigned automatically according to the set coordinate sys-
tem (see "Selecting a coordinate system" on page 2413).

17.28.2.3 Stops: Stop areas tab

The list contains the stop areas of the stops with the access node and the number of stops per
stop area. You cannot edit the list directly.

Note: A later allocation of a stop area to a stop is only possible when editing the stop area or
when inserting a stop and selecting the Create stop and stop area automatically option.

Element Description
Edit Edit the attribute values of the marked stop area via this button (see "Properties and
options of stop areas" on page 1371).
Tip
You can also open the Edit stop area window with a double-click in the row of the
list.

Note: You have to edit the stop area if you want to remove the allocation of a stop area to a stop
(see "Editing the attribute values of stop areas" on page 1372).

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 17.28.2.4 Stops: Stop points tab

17.28.2.4 Stops: Stop points tab

The list contains the stop points of the stop and their location in the network. You cannot edit the
list directly.

Note: Stop points are not allocated to stops, but to stop areas.
In order to remove the allocation of a stop point to a stop, you have to edit either the stop point
(see "Editing the attribute values of stop points" on page 1382) or the stop area (see "Editing
the attribute values of stop areas" on page 1372).

Element Description
Edit Edit the attribute values of the marked stop point via this button (see "Editing the
attribute values of stop points" on page 1382).
Tip
You can also open the Edit stop point window with a double-click in the row of the
list.

17.28.2.5 Stops: Walk times / stop areas tab

In the Walk times / stop areas tab, you can edit the matrix of the required transfer walk times of
each transport system of the type PuTWalk between the stop areas of the stop.
You can enter the new values with or without a time unit (h, min, s). If you do not enter a unit, your
entry is interpreted as minutes.

Element Description
Drop- Use the drop-down list to select the transport system of type PuTWalk for which you
down list want to edit the transfer walk times.

Notes: If the transition between two stop areas is closed, 24h is grayed out in the field.
If a value other than 24h is entered, a transition is possible within the specified time.
When inserting a new stop area, Visum uses the walk time to existing stop areas specified
under Edit > User preferences > Network > Stops.

Notes: If, for a stop, both specific walk times for transport system changes as well as walk times
between stop areas have been defined, Visum will use the specific walk times for transport sys-
tem changes in assignments for transfers between these transport systems.
If, on top of that, specific walk times have been defined for time profile changes, these will be
used in assignments for transfers between these time profiles at the stop.

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 17.28.2.6 Stops: Spec. walk times tab

Notes: All entries of the walk times matrix which exceed the shortest (indirect) path between
the two stop areas are highlighted in red. The tooltip displays the explanation and the time of
the shortest path.
For assignments (headway-based, timetable-based), via different options, you can restrict the
shortest path search within the stop to specific PuT Walk path legs.
The options can be found on menu Calculate > General procedure settings > PuT
settings > Assignment (see "Restricting the walk link search" on page 2184).

17.28.2.6 Stops: Spec. walk times tab

In the Spec. walk times tab, you can edit the matrices of the required walk times between the
stop areas of the stop for transfers with a transport system change or with a time profile change.

Element Description
TSys or Use the drop-down list to specify whether you want to edit the matrix of spe-
Lines/Direction cific transfer walk times for transfers with a change of the transport system,
or Time profile the combination Lines/Direction or with a change of the time profile.
Create Use this button to open the Define time window, which contains the drop-
down lists From and To for transport systems, lines/directions or time pro-
files. You can restrict the selection list to only active time profiles. For lines,
you can limit your selection to active lines and lines that serve a stop.
In the Time field you can enter a value with or without a time unit (h, min or s).
If you do not enter a unit, your entry is interpreted as minutes.
Confirmed entries will be saved as matrix rows.
Delete Use this button to delete the marked row from the matrix.

Notes: A blank field signifies that the transfer between the stop areas is closed. If a value is
entered, a transfer is possible within the stated time.
If, for a stop, both specific walk times for transport system changes as well as walk times
between stop areas have been defined, Visum will use the specific walk times for transport
system changes in assignments for transfers between these transport systems.
If, in addition, specific walk times have been defined for line changes, Visum will use the
specific walk times for line changes.
If, on top of that, specific walk times have been defined for time profile changes, these will be
used in assignments for transfers between these time profiles at the stop.
You can get an overview of all specified transition walk times in the lists Time profiles:
Transition walk times , Transport systems: Transition walk times, and Line transfer
walk times per direction.

17.28.2.7 Stops: Wait times tab

Note: The Wait times tab is only relevant to the headway-based assignment.

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 17.28.3 Finding a stop

In the Wait times tab, you can edit the matrices of the required wait times for transfers with a
change of transport system or time profile.

Element Description
TSys/time Use the drop-down list to specify whether you want to edit the matrix of wait times
profile for transfers with a change of the transport system or with a change of the time pro-
file.
Create Use this button to open the Define time window, which contains the drop-down
lists From and To for transport systems or time profiles. You can restrict the selec-
tion list to only active time profiles. Confirmed entries will be saved as matrix rows.
Delete Use this button to delete the marked row from the matrix.

Notes: If both wait times for time profile changes as well as wait times for transport system
changes have been specified for transfers at the stop, the wait times for time profile changes
are used.
For the calculation of the transfer wait time indirect passengers transferring with preceding foot-
path are considered, too.

17.28.3 Finding a stop

How to find stops is described for all network objects (see "Finding network objects in the net-
work" on page 1116).

17.28.4 Selecting stops

There are several ways to select stops in order to edit them in another step.
Marking stops
Setting stops active/passive

17.28.4.1 Marking stops

How to mark stops is described for all network objects (see "Marking network objects in the net-
work" on page 1121).

17.28.4.2 Setting stops active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.28.5 Editing the attribute values of stops

You can edit the attribute values of one stop, all marked stops or all (active) stops.

17.28.5.1 Editing the attribute values of a stop

1. In the Network window, click the Edit mode icon .

2. In the Network window, click the Stops button.

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 17.28.5.2 Editing the attribute values of marked stops

3. In the network, double-click the stop whose attribute values you want to edit.
The Edit stop window opens.

Tip: If the stop is marked, you can also call the Edit stop window via the context menu >
entry Edit or by pressing the ENTER key.

4. Edit the values of the desired attributes in respective tab (see "Properties and options of stops"
on page 1356).
5. Confirm with OK.
The attribute values are edited.

Tip: You can also edit the values of the input attributes of stops in the Quick view window or in
the list of the network object type (see "Quick view window" on page 981 and "Working with
lists" on page 2507).

17.28.5.2 Editing the attribute values of marked stops

1. Select the stops whose attribute values you want to edit (see "Marking stops" on page 1360).
The selected stops are marked.
2. Press the ENTER key.
The Multi-edit stops: <Number> objects window opens.

Tip: You can also call the Multi-edit stops: <Number> objects window via the context
menu > entry Edit or double-click the last stop to be marked.

3. Edit the values of the desired attributes (see "Properties and options of stops" on page 1356
and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.28.5.3 Editing the attribute values of all or all active stops

Note: If there are no passive stops in the network, all stops are edited. Markings of stops are
ignored.

1. If required, set the stops active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected stops are active.
2. In the Network window, right-click the Stops button.
The Stops context menu opens.
3. Select the Multi-edit entry.

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 17.28.6 Moving stops

The Multi-edit stops window opens.

4. Select whether you want to edit the attribute values of all stops or just the active ones.

Element Description
Only active ones If the option has been selected, only active stops will be taken into
account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of stop areas" on
page 1371 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.28.6 Moving stops

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Stops button.
3. In the network, click the stop that you want to move and hold down the mouse button.
4. Drag the stop to the desired position and release the left mouse button.

Notes: If you press the ESC key while dragging, you can cancel the action and the stop is
reset to its original position.

The stop is moved to the new position.

Tip: You can also edit the coordinates of a stop in the Edit stop window (see "Properties and
options of stops" on page 1356).

17.28.7 Merging stops

You can pool all or all active stops which are linked by walk links in one single stop and sim-
ultaneously use the former walk link time data as transfer walk link matrix for the new stop.
For each transport system of the type PuTWalk, the procedure determines all directed pairs (a,b)
of stop areas connected by walk links permitted for the respective Walk transport system. If
required, you can restrict the path search to the active links.
For each of the pairs found, let t(a,b) be the walk time on the links. The following applies:
If s(a) and s(b) denote the stops allocated to the stop areas a and b, and if s(a) <> s(b), then the
stops are merged by allocating stop area b to stop s(a).
All other stop areas b’ also belonging to s(b) are assigned to s(a) as well.
All previously defined transfer walk link times between stop areas within s(a) and s(b) are
kept.

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 17.28.8 Stops: opening the graphical or tabular timetable

Subsequently, s(b) is an isolated stop, i.e. without stop areas.

You can delete s(b) automatically, if desired.
t(a,b) is stored as the transport system-specific transfer walk time between a and b within the
enlarged stop s(a). This step is omitted if stop area a and stop area b had already been allocated
to the same stop before (i.e. s(a) = s(b)) with a predefined transfer walk time between a and b
which is < t(a,b).

Note: If you merge the stops, the current assignment result is deleted.

1. If required, set the stops active, which you want to merge, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected stops are active.
2. In the Network window, right-click the Stops button.
The Stops context menu opens.
3. Select the Merge stops entry.
The Merge stops window opens.
4. Make the desired changes.

Element Description
Only edit active If the option has been selected, only active stops which are connected by
objects walk links will be merged.
Consider only If the option has been selected, only active walk links will be considered
active walk during the path search.
links
Delete newly If the option has been selected, all stops with no stop areas will be deleted
created isolated automatically after the merging operation.
stops
Close used If the option has been selected, the walk links used for the combination of
walk links the walk links will be closed to the transport system PuTWalk after the mer-
ging operation.

5. Confirm with OK.

The stops are merged.

17.28.8 Stops: opening the graphical or tabular timetable

Using this function, you can open the graphical or tabular timetable (see "Using the graphical and
tabular timetable" on page 2770).

1. In the Network editor window, click the Edit mode icon .

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 17.28.9 Setting the polygon allocation of stops

2. In the Network window, click the Stops button.

3. Select one or more stops which are served by the desired line routes (see "Marking stops" on
page 1360).
The selected stops are marked.
4. Right-click a marked stop.
The Stops shortcut menu opens.
5. Select the entry Timetable (graphical), Timetable (tabular), or Both timetables.

Notes: If the desired timetable is already open, a query opens (see "Opening the graphical
and the tabular timetable" on page 2771).

If you mark a stop located on a line that is included in the line selection, the selected timetable
opens. If you have marked as stop located on a line route that is not selected, a query opens.

Element Description
Edit line selection Used to edit existing line selection in network. The Edit line selection
window opens (see "Editing your line selection" on page 2776). There
you can make settings for editing the line selection.
Keep line selection The existing line selection for the network is kept and the timetable
opens. Vehicle journeys whose course traverses the selected links are
not marked.

6. Click the Edit line selection button.

7. Make the desired changes (see "Editing your line selection" on page 2776)
8. Confirm with OK.
The timetable opens and the traversed line routes are displayed according to the selected option.

17.28.9 Setting the polygon allocation of stops

You can specify that a selected attribute receives the number of the territory, zone, or main zone
in which the stop lies. Prerequisite is that there are stops within a polygon (territory, zone or main
zone).
1. If required, set the stops active, whose allocation you want to set, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected stops are active.
2. In the Network window, right-click the Stops button.
The Stops shortcut menu opens.
3. Select the Set polygon allocation entry.
The Set polygon allocation window opens.

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 17.28.10 Setting transfer times for stop areas

4. If necessary, select the Only edit active objects option.

5. Make the desired changes.

Element Description
Object In the drop-down list, you can select the type of network object whose number
you want to use as attribute value.
Attribute to Here you can select an attribute that is to be assigned the number of the selec-
be set ted object.

6. Confirm with OK.

The stops store the number as attribute value.

Editing marked stops

1. In the network, mark all stops whose allocation you want to set.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Set polygon allocation entry.
The stops store the number as attribute value.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.28.10 Setting transfer times for stop areas

You can overwrite the current matrix values of the Walk times/stop areas tab for all or all active
stops and stop areas (see "Stops: Walk times / stop areas tab" on page 1358).
You can execute the functionality for all, all active stops, or stops marked in the network editor.

Editing all or all active stops

1. If required, set the stops active, whose walk times you want to overwrite, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
2. In the Network window, right-click the Stops button.
The Stops context menu opens.
3. Select the Set transfer walk times for stop areas entry.
The Set transfer walk times for stop areas window opens.
4. Make the desired changes.

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 17.28.11 Setting specific transition walk times

Element Description
Only edit active If the option has been selected, only active stops will be taken into
objects account.
Walk-TSys Use the drop-down list to select the transport system of which you
want to edit the walk times between stop areas.
Transfer within a stop There are several options for transfers within a stop area.
area / Set to
Transfer between dif- If the option has been selected, the transfer walk time is set to the
ferent stop areas entered value.
Close
If the option has been selected, the transfers will be closed.
Keep
If the option has been selected, the transfer walk times will not be
changed.
Change value only for If the option has been selected, only active stop areas will be taken
active stop areas into account.

5. Confirm with OK.

At the stops, the matrix of the transfer walk times will be updated for the set transport system.

Note: You can get an overview of all transfer walk times between stop areas under Lists Stops
> Transfers and stop area walk times in stop.

Editing marked stops

1. In the network, mark all stops whose walk times you want update.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Set transfer walk times for stop areas entry.
At the selected stops, the matrix of the transfer walk times will be updated for the set transport sys-
tem.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.28.11 Setting specific transition walk times

You can specify specific transfer walk times between the stop areas of stops for transfers with a
transport system change, line/direction change or time profile change. These are displayed in the
Spec. walk times tab of the Edit stop window.
You can execute the functionality for all, all active stops, or stops marked in the network editor.

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 17.28.11 Setting specific transition walk times

Editing all or all active stops

1. If required, set all stops active, for which you want to define specific transition walk times, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected stops are active.
2. In the Network window, right-click the Stops button.
The Stops context menu opens.
3. Select the Set specific transfer walk times entry.
The Set specific transition walk times window opens.
4. Select whether you want to set the specific walk times of all stops or just the active ones.
5. Make the desired changes.

Element Description
Set times for Select whether specific transition walk times shall be set for
TSys (transport systems), Lines/Direction, or Time
profiles.
From/To Selection of the transport systems, lines/direction or time pro-
files between which the transfers occur
Show only active time pro- If the option has been selected, only active time profiles or
files or Show only active linesare displayed.
lines
Time period Enter the desired transition walk time

6. Confirm with OK.

New transition walk times are generated at the stops. Existing transition walk times are over-
written by the new values.

Note: You can get an overview of all transition walk times in the lists Time profiles: Transition
walk times , Transport systems: Transition walk times, and Line transfer walk times per
direction.

Editing marked stops

1. In the network, mark all stops for which you want to set specific walk transition times.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Set specific transition walk times entry.

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 17.28.12 Deleting specific walk and wait times

New transition walk times are generated at the selected stops. Existing transition walk times are
overwritten by the new values.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.28.12 Deleting specific walk and wait times

You can delete specific walk times, which have been specified in the Spec. walk times tab for
time profiles or pairs of transport systems for stops (see "Stops: Spec. walk times tab" on
page 1359).
Likewise, you can delete wait times, which have been specified for time profiles or pairs of trans-
port systems in the Wait times tab for the headway-based assignment (see "Stops: Wait times
tab" on page 1359).
You can execute the functionality for all, all active stops, or stops marked in the network editor.

Editing all or all active stops

1. If required, set the stops active whose walk or wait times shall be deleted, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected stops are active.
2. In the Network window, right-click the Stops button.
The Stops shortcut menu opens.
3. Select the Delete specific walk and wait times entry.
The Deleting specific walk and wait times window opens.
4. Select whether you want to delete the walk and wait times of all stops or just the active ones.
5. Make the desired changes.

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 17.28.13 Deleting stops

Section Element and description

Specific walk times Use these options to specify whether you want to delete all specific
walk times in the Spec. walk times tab or just some of the walk times.
Delete TSys-related entries
If the option has been selected, all transfer walk times for transfers
with a transport system change will be deleted from the transfer walk
time matrix.
Delete line-related entries
If the option is selected, all transfer walk times for transfers with a
linechange are deleted from the transfer walk time matrix.
Delete time profile-related entries
If the option has been selected, all transfer walk times for transfers
with a time profile change will be deleted from the transfer walk time
matrix.
Specific wait times Use these options to specify whether you want to delete all specific
(headway-based wait times in the Wait times tab or just some of the wait times for the
assignment) headway-based assignment.
Delete TSys-related entries
If the option has been selected, all wait times for transfers with a trans-
port system change will be deleted from the transfer walk time matrix.
Delete time profile-related entries
If the option has been selected, all wait times for transfers with a time
profile change will be deleted from the transfer walk time matrix.

6. Confirm with OK.

The specific walk and wait times are updated at the stops.

Editing marked stops

1. Select all stops in the network whose specific walk or wait times are to be deleted.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Delete specific walk and wait times entry.
The specific walk and wait times are updated at the selected stops.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.28.13 Deleting stops

How to delete stops is described for all network objects (see "Deleting active network objects" on
page 1160).

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 17.29 Managing stop areas

Notes: If a stop point (or a stop area) is located at the stop to be deleted, the stop point (and the
stop area) will also be deleted.
If the stop point is served by a public transport line, this line as well as its line routes, time pro-
files and vehicle journeys will also be deleted if the stop point is the start or end stop point of a
line route. Stop points in the course of a line route can be deleted. The line route and all route
points will still exist. The time profiles and vehicle journeys are automatically adjusted to the
new stop sequence.

17.29 Managing stop areas

Stop areas divide a stop into several areas. An area can, for example, represent a bus or train sta-
tion platform, an intersection with stop points, a car park or a station concourse. A stop area is
assigned to a single stop and can comprise several stop points. An area can be assigned to a net-
work node so that connectors (access or egress) in the link network can be modeled via the area.
The stop areas of a stop can be connected to each other From area - To area by means of a trans-
fer walk time matrix that contains the time required for passenger transfers for each transport sys-
tem of the type PuTWalk (see Fundamentals: Chpt. 3.1.12.2, page 113).

Note: You can only allocate stop areas and therefore stop points to a stop if you edit the stop
area (see "Editing the attribute values of a stop area" on page 1372 and "Creating a stop area"
on page 1370) or create a stop point and select the Generate stop and stop point auto-
matically option (see "Creating a stop point" on page 1378).

17.29.1 Creating a stop area

You can insert stop areas anywhere in the network.

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Stop areas button.
3. In the network, click the position where you want to insert the stop area.

Notes: You specify settings for the newly inserted network object directly in the Quick view
(Stop areas) window.
If you want to display the Create stop area window when inserting the object, you can right-
click the Stop points button in the Network window, activate Show dialogs when insert-
ing objects, and directly adjust settings for the newly created network object (see "Prop-
erties and options of stop points" on page 1378).

The stop area is inserted in the network.

Tip: Alternatively, you can create a stop, stop area or stop point with an identical number if you
insert a stop point and select the Create stop and stop area automatically option(see "Creat-
ing a stop point" on page 1378).

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 17.29.2 Properties and options of stop areas

17.29.2 Properties and options of stop areas

The upper section of the Create stop area or Edit stop area window contains the general attrib-
utes of the stop area. In the lower section, you can edit specific attributes in various tabs.

17.29.2.1 Stop areas: General attributes

Element Description
Number Unique number of the stop area
The stop areas are numbered consecutively. You can overwrite the preset number
with a number that does not yet exist in the network.
Note
If you edit the number of the stop area, existing assignment results will be deleted for
all public transport demand segments.
Code Code of the stop area
Name Name of the stop area
Type The type (0...99) categorizes the stop area.
Stop Display of the number of the stop to which the stop area is allocated.

By default, the number of the nearest stop is used. Use the button to allocate the
stop area to a different stop.
Access Display of the number of the node, to which the stop area is allocated.
node
You can edit the allocation via the button.
Tip
Select a connector node for a zone connector at the stop area.

17.29.2.2 Stop areas: Basis tab

Element Description
AddValue1 Free attributes which you can use to enter additional values.
- Tip
AddValue3 If you want to allocate additional information to a network object, you can also cre-
ate user-defined attributes (see "Managing user-defined attributes" on
page 1084).
Position Coordinates of the stop area in the network
The coordinates are assigned automatically according to the set coordinate sys-
tem (see "Selecting a coordinate system" on page 2413).

17.29.2.3 Stop areas: Stop points tab

The list contains the stop points of the stop area and their location in the network. You cannot edit
the list directly.

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 17.29.3 Finding a stop area

Note: A later allocation of a stop to a stop area is only possible when editing the stop point or
when inserting a stop point and selecting the Create stop and stop area automatically
option.

Element Description
Edit Edit the attribute values of the marked stop point via this button (see "Editing the
attribute values of stop points" on page 1382).
Tip
You can also open the Edit stop point window with a double-click in the row of the
list.

Note: If you want to edit the allocation of a stop point to a stop area, you need to edit the stop
point (see "Editing the attribute values of stop points" on page 1382).

17.29.3 Finding a stop area

How to find stop areas is described for all network objects (see "Finding network objects in the net-
work" on page 1116).

17.29.4 Selecting stop areas

There are several ways to select stop areas in order to edit them in another step.
Marking stop areas
Setting stop areas active/passive

17.29.4.1 Marking stop areas

How to mark stop areas is described for all network objects (see "Marking network objects in the
network" on page 1121).

17.29.4.2 Setting stop areas active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.29.5 Editing the attribute values of stop areas

You can edit the attribute values of one stop area, all marked stop areas or all (active) stop areas.

17.29.5.1 Editing the attribute values of a stop area

1. In the Network window, click the Edit mode icon .

2. In the Network window, click the Stop areas button.
3. In the network, double-click the stop area whose attribute values you want to edit.
The Edit stop area window opens.

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 17.29.5.2 Editing the attribute values of marked stop areas

Tip: If the stop area is marked, you can also call the Edit stop area window via the context
menu > entry Edit or by pressing the ENTER key.

4. Edit the values of the desired attributes in respective tab (see "Properties and options of stops"
on page 1356).
5. Confirm with OK.
The attribute values are edited.

Tip: You can also edit the values of the input attributes of stop areas in the Quick view window
or in the list of the network object type (see "Quick view window" on page 981 and "Working
with lists" on page 2507).
Alternatively, a stop area can also be selected in the Edit stop window to be edited. Here, the
Stop areas tab lists all stop areas of the respective stop (see "Stops: Stop areas tab" on
page 1357).

Note: If the stop area is assigned to a different stop, the node assigned to the new stop will also
automatically be used as access node. An access node can be selected independently of the
currently marked stop.
This option is not available if the Edit stop area window has been selected via the Edit button
in the Edit stop window.

17.29.5.2 Editing the attribute values of marked stop areas

1. Mark the stop areas whose attribute values you want to edit (see "Marking stop areas" on
page 1372).
The selected stop areas are marked.
2. Press the ENTER key.
The Multi-edit stop areas: <Number> objects window opens.

Tip: You can also call the Multi-edit stop areas: <Number> objects window via the con-
text menu > entry Edit or double-click the last node to be marked.

3. Edit the values of the desired attributes (see "Properties and options of stop areas" on
page 1371 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.29.5.3 Editing the attribute values of all or all active stop areas
Note: If there are no passive stop areas in the network, all stop areas are edited. Markings of
stop areas are ignored.

1. If required, set the stop areas active, whose attribute values you want to edit, via

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 17.29.6 Moving a stop area

the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected stop areas are active.
2. In the Network window, right-click the Stop areas button.
The Stop areas shortcut menu opens.
3. Select the Multi-edit entry.
The Multi-edit stop areas window opens.
4. Select whether you want to edit the attribute values of all stop areas or just the active ones.

Element Description
Only active If the option has been selected, only active stop areas will be taken into
ones account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of stop areas" on
page 1371 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.29.6 Moving a stop area

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Stop areas button.
3. In the network, click the stop area that you want to move and hold down the mouse button.
4. Drag the stop area to the desired position and release the left mouse button.

Notes: If you press the ESC key while dragging, you can cancel the action and the stop area
is reset to its original position.

The stop area is moved to the new position.

Tip: You can also edit the coordinates of a stop area in the Edit stop area window (see "Prop-
erties and options of stops" on page 1356).

17.29.7 Stop areas: opening the graphical or tabular timetable

Using this function, you can open the graphical or tabular timetable (see "Using the graphical and
tabular timetable" on page 2770).

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Stop areas button.

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 17.29.8 Setting the polygon allocation of stop areas

3. Select the stop areas that are served by the desired line routes (see "Marking stop areas" on
page 1372).
The selected stop areas are marked.
4. Right-click a marked stop area.
The Stop areas shortcut menu opens.
5. Select the entry Timetable (graphical), Timetable (tabular), or Both timetables.

Note: If a timetable is already open, a query opens (see "Opening the graphical and the tab-
ular timetable" on page 2771).

If you mark a stop area located on a line that is included in the line selection, the selected
timetable opens. If you mark a stop area located on a line that is not included in the selection, a
query opens.

Element Description
Edit line selection Used to edit existing line selection in network. The Edit line selection
window opens (see "Editing your line selection" on page 2776). There
you can make settings for editing the line selection.
Keep line selection The existing line selection for the network is kept and the timetable
opens. Vehicle journeys whose course traverses the selected links are
not marked.

6. Click the Edit line selection button.

7. Make the desired changes (see "Editing your line selection" on page 2776)
8. Confirm with OK.
The timetable opens and the traversed line routes are displayed according to the selected option.

17.29.8 Setting the polygon allocation of stop areas

You can specify that a selected attribute receives the number of the territory, zone, or main zone
in which the stop area lies. Prerequisite is that there are stop areas within a polygon (territory,
zone or main zone).
You can execute the functionality for all, all active stop areas, or stop areas marked in the network
editor.

Editing all or all active stop areas

1. If required, set the stop areas active, whose allocation you want to set, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected stop areas are active.
2. In the Network window, right-click the Stop areas button.

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 17.29.9 Setting access nodes

The Stop areas shortcut menu opens.

3. Select the Set polygon allocation entry.
The Set polygon allocation window opens.
4. If necessary, select the Only edit active objects option.
5. Make the desired changes.

Element Description
Object In the drop-down list, you can select the type of network object whose number
you want to use as attribute value.
Attribute to Here you can select an attribute that is to be assigned the number of the selec-
be set ted object.

6. Confirm with OK.

The stop areas store the number as attribute value.

Editing marked stop areas

1. In the network, mark all stop areas whose allocation you want to set.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Set polygon allocation entry.
The stop areas store the number as attribute value.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.29.9 Setting access nodes

In order to connect the public transport line network to the regular link network, you can connect
stop areas automatically to nodes. For a stop area, the program searches for the nearest node
within the user-defined snap radius and saves it as access node. If required, you can restrict the
number of the regarded stop areas and nodes. In case of an identical distance to two nodes, the
node with the smaller number becomes the new access node. If no node is located within the
snap radius, the allocation does not change.

Editing all or all active stop areas

1. If required, set the stop areas active, which you want to connect to the network, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125)
The selected stop areas are active.
2. In the Network window, right-click the Stop areas button.

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 17.29.10 Deleting stop areas

The Stop areas shortcut menu opens.

3. Select the Set access node entry.
The Stop area Set access nodes window opens.
4. Select whether you want to set the access nodes of all stop areas or just the active ones.
5. Make the desired changes.

Element Description
Snap Radius around the coordinate of the stop area in which the nearest node is
radius determined as new access node for the stop area. In case of an identical dis-
tance, the node with the smaller number is used. If no node is located within the
snap radius, the allocation does not change.
Adjust If the option has been selected, access nodes are only set for stop areas which do
only isol- not have an access node yet.
ated stop
areas
Allocate If the option has been selected, only active nodes will be considered as access
only act- nodes. If not, all nodes are considered.
ive
nodes

6. Confirm with OK.

For each selected stop area, an access node is determined within the snap radius.

Editing marked stop areas

1. In the network, mark all stop areas that you want to connect automatically to the network.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Set access node entry.
For each selected stop area, an access node is determined within the snap radius.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.29.10 Deleting stop areas

How to delete stop areas is described for all network objects (see "Deleting network objects" on
page 1159 and "Deleting active network objects" on page 1160).

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 17.30 Managing stop points

Notes: If a stop point is located at a stop area to be deleted, the stop point will also be deleted.
If the stop point is served by a public transport line, this line as well as its line routes, time pro-
files and vehicle journeys will also be deleted if the stop point is the start or end stop point of a
line route. Stop points in the course of a line route can be deleted. The line route and all route
points will still exist; Visum adjusts the time profiles and vehicle journeys automatically to the
new stop sequence.

17.30 Managing stop points

PuT lines stop at stop points so that passengers can board or alight. A stop point can either lie on
a node or on a link (see Fundamentals: Chpt. 3.1.12.1, page 112).

17.30.1 Creating a stop point

In the network, you can create stop points on links or on a node.

Note: To create link stop points, in the Edit menu, deactivate the option Permit creation of
link stop points under User preferences > Network > Stop point.

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Stop points button.
3. In the network, click the position where you want to insert the stop point.

Notes: Based on the position of the mouse pointer, Visum recognizes the type of stop point
you want to insert and shows you graphically. If the mouse pointer points to a node, the node
is highlighted and a node stop point is inserted. If the mouse pointer is located next to a link,
the link direction is highlighted and a directed link node is inserted. If the mouse pointer
points directly to a link, both link directions are shown and an undirected link stop point is
inserted.
You can make settings for the newly inserted network object directly in the Quick view
(Stop points) window. If you want to display the Create stop point window when inserting
the object, you can right-click the Stop points button in the Network window, activate Show
dialogs when inserting objects, and directly adjust settings for the newly created network
object (see "Properties and options of stop points" on page 1378).

The stop point is inserted in the network.

Note: By default, a stop and stop area are automatically inserted at the same position. To only
add a new stop point, hold down the CTRL button and click the position of your choice. Visum
highlights the stop area the new stop point is assigned to.

17.30.2 Properties and options of stop points

Note: Some of the described properties and options will only be displayed if you have activated
the respective add-on module (see "Displaying details on program and license" on page 1057).

1378 © PTV Planung Transport Verkehr GmbH

 17.30.2.1 Stop points: General attributes

The upper section of the Create stop point or Edit stop point window contains the general attrib-
utes of the stop point. In the lower section, you can edit specific attributes in various tabs.

Note: A node stop point can turn into a link stop point if the node has two legs and is deleted. If
you confirm the Position on link option when deleting the node, the stop point will be placed
on the new link.

17.30.2.1 Stop points: General attributes

Element Description
Number Unique number of the stop point
Visum suggests the next free number by default. You can overwrite it with a num-
ber that is not assigned in the network yet. If you enter a new number and auto-
matically create the stop and the stop area, the same number will be assigned to
them.
Code Code of the stop point
Name Name of the stop point
Type The type (0...99) categorizes the stop point.
Stop point Display of the position of the stop point on a node or on a link
Note
The number and the name of the stop point are updated if the stop point is merged
with another stop point.
Reference Display of the reference node in the case of a link stop point. The reference node is
node the node nearest to the link on which the stop point is located.
Note
If the position of the stop point on the link changes, the display of the reference
node is updated automatically.
Directed If the option has been selected, the stop point can only be served by PuT lines
in the chosen direction of the link.
If the option has not been selected, the stop point can be served in both dir-
ections by PuT lines.
Stop Display of the network objects to which the stop point is allocated
Stop area
If the stop area is created automatically, the number of the stop point is used by
default. You can edit the allocation using the Change stop area button.
Stop
If the stop is created automatically, the number of the stop point is used by default
to which the stop area is allocated.

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 17.30.2.2 Stop points: Basis tab

17.30.2.2 Stop points: Basis tab

Element Description
AddValue1 Free attributes which you can use to enter additional values.
- Tip
AddValue3 If you want to allocate additional information to a network object, you can also cre-
ate user-defined attributes (see "Managing user-defined attributes" on
page 1084).
Default The default dwell time at the stop point is overwritten by time profiles.
dwell time
Position on In addition to the attributes of a stop point at nodes, a stop point on a link has the
link <num- following attributes.
ber> Absolute position before/behind reference node
Display of the distance to the current reference node
Relative position (0...1)
You can edit the relative position of the stop point. The marked position is entered
as a share of the link length From-node - To-node. Enter the share in the form of a
floating-point number between 0 and 1. The following applies: 0.0 = From-node,
0.5 = middle of the link.
Distance from node <number reference node>
Alternatively, you can use the slider to specify the distance from the stop point to
the reference point.
Note
The attributes Reference node and Absolute position are updated auto-
matically, as well as the graphical or numerical display of the relative position.
Alternatively, you can shift a stop point in the Network editor window (see "Mov-
ing or merging stop points" on page 1384).

17.30.2.3 Stop points: Transport systems tab

The list contains all transport systems of the public transport in the network. By default, all PuT
transport systems are allowed to use one new stop point only. Permitted transport systems are
highlighted.

Note: You can switch on/off several transport systems if you hold down the CTRL key.

17.30.2.4 Stop points: Cost tab

Notes: The Cost tab is only relevant if the Line costing calculation add-on is installed (see
"Displaying details on program and license" on page 1057).
Compared to link costs, stop point costs are not edited per transport system.

Element Description
Cost 1-3 Costs of the respective stop point

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 17.30.2.5 Stop points: Time profiles tab

17.30.2.5 Stop points: Time profiles tab

This tab displays all time profiles which include the stop point as route point (see "The Line route
editor window" on page 1417). You can restrict the list to all active time profiles.

Element Description
Show only active time pro- If the option has been selected, only active time profiles are dis-
files played.

For each time profile, the earliest and the latest arrival and departure of the vehicle journeys is
issued.

Notes: You can reverse the sorting order of the list by clicking the triangle in the column header.
If you select a time profile in the list, the course of the associated line route will be highlighted in
the network as long as the Edit stop point window is open.

17.30.2.6 Stop points: Depot tab

A depot is a stop point, at which a stop is permitted for at least one vehicle combination. This tab
lists all vehicle combinations which can be permitted as depot (see Fundamentals: Chpt. 10.4.3.5,
page 733).

Element Description
Permissible If the option has been selected, the respective vehicle combination is permitted
as depot.
Note
The first row contains the default values.
Code Code of the vehicle combination
Capacity Enter a capacity per permitted vehicle combination
Note
The capacity indicates the number of vehicle combinations which can stop sim-
ultaneously at the depot. If 0 is set, the number is not limited. Such a permitted
depot can always be frequented.
Min. layover Enter a minimum layover time in the depot for each vehicle combination

17.30.2.7 Stop points: Recurring activities tab

The tab is displayed only if user-defined block item types exist (see "Creating a block item type"
on page 2308). The list contains the recurring activities allowed in line blocks (user-defined block
item types). You define the vehicle combination sets for which the activity can be carried out at the
stop point and the capacity for this activity.

17.30.3 Finding a stop point

How to find stop points is described for all network objects (see "Finding network objects in the net-
work" on page 1116).

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 17.30.4 Selecting stop points

17.30.4 Selecting stop points

There are several ways to select stop points in order to edit them in another step.
Marking stop points
Setting stop points active/passive

17.30.4.1 Marking stop points

How to mark stop points is described for all network objects (see "Marking network objects in the
network" on page 1121).

17.30.4.2 Setting stop points active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.30.5 Editing the attribute values of stop points

You can edit the attribute values of one stop point, all marked stop points or all (active) stop
points.

17.30.5.1 Editing the attribute values of a stop point

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Stop points button.
3. In the network, double-click the stop point whose attribute values you want to edit.
The Edit stop point window opens.

Tip: If the stop point is marked, you can also call the Edit stop point window via the context
menu > entry Edit or by pressing the ENTER key.

4. Edit the values of the desired attributes in respective tab (see "Properties and options of stop
points" on page 1378).
5. Confirm with OK.
The attribute values are edited.

Tips: You can also edit the values of the input attributes of stop points in the Quick view win-
dow or in the list of the stop points (see "Quick view window" on page 981 and "Working with
lists" on page 2507).
Alternatively, a stop point can also be selected in the Edit stop window to be edited. Here, the
Stop points tab lists all stop points of the respective stop (see "Stops: Stop points tab" on
page 1358).
Alternatively, a stop point can also be selected in the Edit stop area window in order to be
edited. Here, the Stop points tab lists all stop points of the respective stop area (see "Stop
areas: Stop points tab" on page 1371).

1382 © PTV Planung Transport Verkehr GmbH

 17.30.5.2 Editing the attribute values of marked stop points

Note: If a stop point is assigned to a different stop area, the stop assigned to the new stop area
is automatically copied as well.
This option is not available if the Edit stop point window has been called via the Edit button in
the Edit stop window, or in the Edit stop area window.

17.30.5.2 Editing the attribute values of marked stop points

1. Mark the desired stop points whose attribute values you want to edit (see "Selecting stop
points" on page 1382).
The selected stop points are marked.
2. Press the ENTER key.
The Multi-edit stop points: <Number> objects window opens.

Tip: You can also call the Multi-edit stop points: <Number> objects window via the con-
text menu > entry Edit or double-click the last stop point to be marked.

3. Edit the values of the desired attributes (see "Properties and options of stop points" on
page 1378 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.30.5.3 Editing the attribute values of all or all active stop points
Note: If there are no passive stop points in the network, all stop points are edited. Markings of
stop points are ignored.

1. If required, set the stop points active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected stop points are active.
2. In the Network window, right-click the Stop points button.
The Stop points context menu opens.
3. Select the Multi-edit entry.
The Multi-edit stop points window opens.
4. Select whether you want to edit the attribute values of all stop points or just the active ones.

Element Description
Only active If the option has been selected, only active stop points will be taken into
ones account.

5. Select the Formula tab.

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 17.30.6 Moving or merging stop points

6. Edit the values of the desired attributes (see "Properties and options of stop points" on
page 1378 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.30.6 Moving or merging stop points

You can move a stop point or merge it with another stop point, if required. Different conditions
apply according to whether the stop point is a route point of a line route or not:
A stop point that is no route point of a line route can be shifted along the existing Node-Link
network to another node or another link.
A stop point that is a route point of one or several line routes can only be shifted along these
line routes. In this case, the course of the line never changes. Especially the sequence of the
served stop points does not change.
If the shifted stop point is located in a position that cannot be reached by one of its line
routes, the stop point is duplicated. All line routes that cannot reach the new position will
still use the original stop point. The duplicated stop point is used by all line routes that can
reach it. It is allocated to the same stop area as the original stop point.
A start stop point or an end stop point of a line route can only be shifted if it is a link stop
point. And it can only be shifted along the same link.
If you move a stop point to the position of an existing stop point, both stop points are merged into
one stop point. In this case you can specify the stop point whose attributes you want to use. This
does not apply to the allocated transport systems: In all cases, the new stop point obtains all trans-
port systems of both merged stop points.
If you shift a stop point to a link, you can specify whether it shall be directed or undirected after
being shifted. To do this you need to position the mouse pointer either on a link or far beside the
link. The form of the mouse pointer indicates how the stop point will be inserted.

17.30.6.1 Moving stop points

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Stop points button.
3. In the network, click the stop that you want to move and hold down the left mouse button.
4. Drag the stop point along existing links to its new position.

Note: The form of the mouse pointer has the following meaning:
The stop point is currently moved along a line.
The stop point is currently moved across the line. This affects the Directed attribute.

The stop point can be merged with this stop point.

The stop point cannot be moved to this position.
Please also note the information in the status bar.

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 17.30.6.2 Merging stop points

Note: To allow stop points to be moved on links, from the Edit menu, choose > User pref-
erences > Network > Stop points. Then select Permit creation of link stop points.

5. Release the mouse button in the desired position.

Note: If you press the ESC key while dragging, you can cancel the action and the stop point is
reset to its original position.

Note: A message with information on the effects of this operation may be displayed.

If the stop point does not have any relevant line routes, it is moved. Otherwise, the Move stop
point window is opened.
6. Make the desired changes.

Element
Adjust the lengths of the line
route elements to new position
Adjust the run times to the new
position
Description
If the option has been selected, the lengths of the
line route elements are recalculated.
If the option has not been selected, the lengths of
the line route elements remain unchanged.
Note
This option is grayed out if the stop point is not a route
point of any line route.
If the option has been selected, the run times of the
time profile elements are recalculated.
If the option has not been selected, the run times
remain unchanged.
Note
This option is grayed out if the stop point is not a route
point of any line route.

7. Confirm with OK.

The stop point is moved and merged with another stop point, if applicable.

17.30.6.2 Merging stop points

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Stop points button.
3. In the network, click the stop point that you want to merge with another stop point and hold
down the left mouse button down.
4. Drag the stop point along existing links to the new stop point of your choice.

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17.30.6.2 Merging stop points

Note: The form of the mouse pointer has the following meaning:
The stop point is currently shifted along a line.
The stop point is currently shifted across the line. This affects the Directed attribute.

The stop point can be merged with this stop point.

The stop point cannot be shifted to this position.
Please also note the information in the status bar.

5. Release the mouse button in the desired position.

Note: If you press the ESC key while dragging, you can cancel the action and the stop point is
reset to its original position.

Note: A message with information on the effects of this operation may open.

The Merge stop point window opens. Only the options relevant to the situation are displayed.

Element Description
Adjust lengths of line If the option has been selected, the lengths of the line route
route items to new elements are recalculated.
position
If the option has not been selected, the lengths of the line
route elements remain unchanged.
Note
This option is grayed out if the stop point is not a route point of
any line route.
Adjust run times to new If the option has been selected, the run times of the time
position profile elements are recalculated.
If the option has not been selected, the run times remain
unchanged.
Note
This option is grayed out if the stop point is not a route point of
any line route.
Use data of which stop Of shifted stop point
point? If the option is selected, the new stop point gets nearly all attrib-
utes of the shifted stop point (exception see note).
Of target stop point
If the option is selected, the new stop point gets nearly all attrib-
utes of the target stop point (exception see note).
Note
All transport systems that were allocated to one of the two
merged stop points are allocated to the new stop point.

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 17.30.7 Stop points: opening the graphical or tabular timetable

Confirm with OK.

The stop point is merged with another stop point.

17.30.7 Stop points: opening the graphical or tabular timetable

Using this function, you can open the graphical or tabular timetable (see "Using the graphical and
tabular timetable" on page 2770).

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Stop points button.
3. Select one or more stop points which are served by the desired line routes.
The selected stop points are marked.
4. Right-click a marked stop point.
The Stop points shortcut menu opens.
5. Select the entry Timetable (graphical), Timetable (tabular), or Both timetables.
If you mark a stop point located on a line that is included in the line selection, the selected
timetable opens. If you have marked a stop point located on a line route that is not selected, a
query opens.

Element Description
Edit line selection Used to edit existing line selection in network. The Edit line selection
window opens (see "Editing your line selection" on page 2776). There
you can make settings for editing the line selection.
Keep line selection The existing line selection for the network is kept and the timetable
opens. Vehicle journeys whose course traverses the selected links are
not marked.

6. Click the Edit line selection button.

7. Make the desired changes (see "Editing your line selection" on page 2776).
8. Confirm with OK.
The timetable opens and the traversed line routes are displayed according to the selected option.

17.30.8 Setting the polygon allocation of stop points

You can specify that a selected attribute receives the number of the territory, zone, or main zone
in which the stop point lies. Prerequisite for this functionality is that the stop point lies within a poly-
gon (territory, zone or main zone).
You can execute the functionality for all, all active stops, or stops marked in the network editor.

Editing all or all active stops

1. If required, set the stop points active, whose allocation you want to set, via

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 17.30.9 Deleting stop points

the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected stop points are active.
2. In the Network window, right-click the Stop points button.
The Stop points shortcut menu opens.
3. Select the Set polygon allocation entry.
The Set polygon allocation window opens.
4. If necessary, select the Only edit active objects option.
5. Make the desired changes.

Element Description
Object In the drop-down list, you can select the type of network object whose number
you want to use as attribute value.
Attribute to Here you can select an attribute that is to be assigned the number of the selec-
be set ted object.

6. Confirm with OK.

The stop points store the number as attribute value.

Editing marked stops

1. In the network, mark all stops whose allocation you want to set.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Set polygon allocation entry.
The stop points store the number as attribute value.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.30.9 Deleting stop points

How to delete stop points is described for all network objects (see "Deleting network objects" on
page 1159 and "Deleting active network objects" on page 1160).

17.31 Managing operators of the public transport

You can create Operators and allocate an operator to each vehicle journey section. If you work
with the operator model, you can then evaluate the PuT operating indicators per operator (see
Fundamentals: Chpt. 3.1.13, page 114).

1388 © PTV Planung Transport Verkehr GmbH

 17.31.1 Creating an operator

17.31.1 Creating an operator

1. On the Network menu, click PuT operators.
The PuT operators window opens.

2. Click the Create button.

The Create operator window opens.
3. Make the desired changes.

Element Description
Number The operators are numbered consecutively.
Name Name of the operator The entry of the operator name is optional.
Cost 1-3 Costs of the operator

4. Confirm with OK.

The operator is created.

Notes: If you have inserted user-defined attributes for operators, these will be displayed in an
additional User-defined attributes tab (see "Managing user-defined attributes" on
page 1084).

17.31.2 Editing the attribute values of operators

1. On the Network menu, click PuT operators.
The PuT operators window opens.
2. In the drop-down list, select the desired operator.

3. Click the Edit button.

The Edit operator <Number> window opens.
4. Edit the desired attributes (see "Creating an operator" on page 1389).
5. Confirm with OK.
The attributes of the operator are changed.

17.31.3 Deleting operators

1. On the Network menu, click PuT operators.
The PuT operators window opens.
2. In the drop-down list, select the desired operator.

Tip: To select multiple entries, hold down the CTRL key while clicking the desired entries one
by one.

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 17.32 Managing PuT vehicles

3. Click the Delete button  .

4. Confirm with OK.
The operator is deleted.

17.32 Managing PuT vehicles

You can create vehicle units (see "Creating a vehicle unit" on page 1390) and vehicle com-
binations (see "Creating vehicle combinations" on page 1392). Vehicle units are defined for the
public transport systems of the network. A vehicle combination consists of one or more vehicle
units. A vehicle combination "Intercity" can, for example, consist of several vehicle units "wagon".
For each you can specify the number of seats and total seats (see Fundamentals: Chpt. 3.1.14,
page 114).

17.32.1 Creating a vehicle unit

1. On the Network menu, click PuT vehicles.
The window PuT vehicles and PuT vehicle combinations opens.
2. Make sure that the Vehicle units tab is open.

3. Click the Create button.

The Create vehicle unit window opens.
4. Make the desired settings (see "Properties and options of vehicle units" on page 1390).
5. Confirm with OK.
The vehicle unit is inserted.

Note: A vehicle unit can be specified for more than one transport system. A railcar can thus, for
example, be used for trains of the RE transport system and for trains of the IR transport system.

17.32.2 Properties and options of vehicle units

The upper section of the Create vehicle unit or Edit vehicle unit window contains the general
attributes of the vehicle unit. In the lower section, you can edit specific attributes in various tabs.

17.32.2.1 Vehicle units: General attributes

Element Description
Number The vehicle units are numbered consecutively.
Code Code of the vehicle unit
Name Name of the vehicle unit
Generate vehicle If the option has been selected, for each generated vehicle unit, a vehicle
combination combination of the same name with a vehicle of the vehicle unit will be gen-
automatically erated automatically.

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 17.32.2.2 Vehicle units: Basis tab

17.32.2.2 Vehicle units: Basis tab

Element Description
Transport sys- You can open the Transport systems window via this button. In this window
tems you can select the permitted transport systems.
Tip
You can select several transport systems if you hold down the Ctrl key.
Powered If the option has been selected, the vehicle unit is used as powered unit.
Capacities Total capacity
Number of the total capacity
Seat capacity
Number of seats

17.32.2.3 Vehicle units: Cost rates tab

Element Description
Block item type num- Number of the block item type for which cost rates are defined
ber
Name of activity Name of the activity for which cost rates are defined
Cost rate per hour Enter the cost rate for the activity per hour.
Cost rate per km Enter the cost rate for the activity per kilometer.

17.32.3 Editing the attributes of vehicle units

1. On the Network menu, click PuT vehicles.
The window PuT vehicles and PuT vehicle combinations opens.
2. Make sure that the Vehicle units tab is open.
3. In the list, click the desired vehicle unit.

4. Click the Edit button.

The Edit vehicle unit <Number> window opens.
5. Edit the desired attributes (see "Properties and options of vehicle units" on page 1390).
6. Confirm with OK.
The attributes of the vehicle unit are changed.

17.32.4 Deleting vehicle units

1. On the Network menu, click PuT vehicles.
The window PuT vehicles and PuT vehicle combinations opens.
2. Make sure that the Vehicle units tab is open.
3. In the list, click the desired vehicle unit.

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 17.32.5 Creating vehicle combinations

Tip: To select multiple entries, hold down the CTRL key while clicking the desired entries one
by one.

4. Click the Delete button  .

5. Confirm with OK.
The vehicle unit is deleted.

17.32.5 Creating vehicle combinations

You can create vehicle combinations in order to allocate them to a vehicle journey or a vehicle
journey section afterwards.

Tip: You can generate a vehicle combination automatically when creating a vehicle unit (see
"Creating a vehicle unit" on page 1390).

1. On the Network menu, click PuT vehicles.

The window PuT vehicles and PuT vehicle combinations opens.
2. Make sure that the Vehicle combinations tab is open.

3. Click the Create button.

The Create vehicle combination window opens.
4. Make the desired settings (see "Properties and options of vehicle combinations" on
page 1392).
5. Confirm with OK.
The vehicle combination is inserted.

17.32.6 Properties and options of vehicle combinations

The upper section of the Create vehicle combination or Edit vehicle combination window con-
tains the general attributes of the vehicle combination. In the lower section, you can edit specific
attributes.

17.32.6.1 Vehicle combinations: General attributes

Element Description
Number The vehicle combinations are numbered consecutively.
Code Code of the vehicle combination
Name Name of the vehicle combination

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 17.32.6.2 Vehicle combinations: Basis tab

17.32.6.2 Vehicle combinations: Basis tab

Element Description
Vehicle units Here you can
create vehicle units for the vehicle combinations (see "Adding vehicle units
to vehicle combinations" on page 1393) and delete them (see "Deleting a
vehicle unit from a vehicle combination" on page 1393)
edit the number of associated vehicles (see "Editing the number of
vehicles" on page 1393).
Note
You can generate a vehicle combination of different vehicle units or of several
identical vehicle units. This way you can, for example, model trains more accur-
ately. The vehicle combination Tram-Short train, for example, consists of one
vehicle unit "Tram" whereas a Tram-Long train may consist of two vehicle units
"Tram".
Set of transport systems
Displays the transport systems which are contained in all vehicle combinations
of the allocated vehicle units.
Seats / Total seats
Display of the resulting positions of the vehicle combination
Vehicle com- Here you can specify the vehicle combination set as attribute of the vehicle com-
bination set bination (see "Specifying a vehicle combination set" on page 1394). This func-
tionality is only available if you have the Detailed line blocking add-on
activated.

Adding vehicle units to vehicle combinations

1. Make sure that the Basis tab is open.
2. Click the Create button.
The Allocated vehicle unit window opens.
3. Select the desired vehicle unit.
4. Enter the desired Number of vehicle units.
5. Confirm with OK.
The vehicle unit is inserted.

Editing the number of vehicles

1. Make sure that the Basis tab is open.
2. Change the Number of vehicles directly in the table.

Deleting a vehicle unit from a vehicle combination

1. Make sure that the Basis tab is open.
2. Select the desired vehicle unit.

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 17.32.6.3 Vehicle combinations: Cost rates tab

3. Click the Delete button.

The vehicle unit is deleted.

Specifying a vehicle combination set

Here you can specify the vehicle combination set as an attribute of the vehicle combination.
1. Click the button next to Vehicle combination set.
The Vehicle combination set window opens.
2. Select the vehicle combinations that the vehicle combination set should comprise.
3. Confirm with OK.
The numbers of the selected vehicle combinations are displayed on the Vehicle combination
set button and stored as vehicle combination attributes.

Notes: Vehicle combination sets are useful if you have many vehicle journey sections and if
you want to use the Multi-edit feature to quickly allocate vehicle combination sets (see "Alloc-
ating an attribute value to a different attribute" on page 1105). This way you do not have to
manually enter vehicle combination sets. Visum uses the vehicle combination set of a vehicle
journey section for the line blocking with vehicle interchange (see "Executing the PuT line block-
ing procedure" on page 2309).

17.32.6.3 Vehicle combinations: Cost rates tab

For vehicle combinations, separate distance and time- related cost rates can be specified for
vehicle journeys and empty trips. These take effect together with the cost rates of the respective
vehicle units. Use these input possibilities therefore for such costs, which accumulate only once
per vehicle combination. Typically, maintenance costs should be specified per vehicle unit, and
personnel costs however, per vehicle combination (see Fundamentals: Chpt. 3.1.14, page 114).

Element Description
Block item type num- Number of the block item type for which cost rates are defined
ber
Name of activity Name of the activity for which cost rates are defined
Cost rate per hour Enter the cost rate for the activity per hour.
Cost rate per km Enter the cost rate for the activity per kilometer.

17.32.6.4 Vehicle combinations: Ranges and charging tab

Settings for range and charging functions can be defined for vehicle combinations. The charging
function is displayed as a curve in the lower part of the tab.

Element Description
Block item Number of the user-defined block item type
type number
Name of activ- Name of the user-defined block item type (activity)
ity

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 17.32.7 Editing the attribute values of vehicle combinations

Element Description
Range con- Indication of the range in kilometers
cerning length
Range con- Indication of the range in hours
cerning time
State of charge Specifies the value of the state of charge in percent at which the charging func-
for transition tion changes from a linear to an exponentially decreasing form. With a value of
within char- 100% the course of the charging function is completely linear, with a value of 0
ging function it is completely exponential.
Default dur- Specifies the default value for the duration of a block item of this type in hours.
ation A complete charging process according to the charging function is to be car-
ried out within the specified time.
Note
The value is used for user-defined block items and is an attribute of the block
item type. You can also change the value in the List (Block item types) .
Setup time Specifies a duration that is subtracted from the time available for charging.
The setup time includes pre-preparation and post-preparation times for the
charging process during which the vehicle cannot be used.

17.32.7 Editing the attribute values of vehicle combinations

1. On the Network menu, click PuT vehicles.
The window PuT vehicles and PuT vehicle combinations opens.
2. Make sure that the Vehicle combinations tab is open.
3. In the list, select the desired vehicle combination.

4. Click the Edit button  .

The Edit vehicle combination <Number> window opens.
5. Edit the desired attributes (see "Properties and options of vehicle combinations" on
page 1392).
6. Confirm with OK.
The attributes of the vehicle combination are changed.

Tip: You can also edit vehicle combinations in the Line block editor (see "Displaying line
blocks in the block view" on page 2321).

17.32.8 Deleting vehicle combinations

1. On the Network menu, click PuT vehicles.
The window PuT vehicles and PuT vehicle combinations opens.
2. Make sure that the Vehicle combinations tab is open.

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 17.33 Managing PuT directions

3. In the list, select the desired vehicle combination.

Tip: To select multiple entries, hold down the CTRL key while clicking the desired entries one
by one.

4. Click the Delete button  .

5. Confirm with OK.
The vehicle combination is deleted.

Tip: You can also delete vehicle combinations in the Line block editor (see "Displaying line
blocks in the block view" on page 2321).

17.33 Managing PuT directions

In Visum, two opposite directions are provided for public transport. You can allocate a code and a
number to each direction.
1. On the Network menu, click PuT directions.
The PuT directions window opens.
2. In the Direction: up and Direction: down section, enter the desired data.
3. Confirm with OK.

Note: If you make changes in this window, they are applied to existing line routes (see
"Managing line routes and time profiles" on page 1413).

17.34 Managing lines

A line is a PuT network object. It structures the public transport supply. In Visum the line itself has
no course in space. Rather, it has the purpose to combine the following network objects which are
on a lower level in the line hierarchy (see Fundamentals: Chpt. 3.1.15, page 115):
Line routes
One or several line routes which are allocated to a line specify a line's course in space.
Time profiles
Time profiles specify the travel times between the stop points of a line route.
Vehicle journeys
You can display and edit vehicle journeys in the tabular timetable (see "Managing vehicle jour-
neys and vehicle journey sections" on page 2792).
Vehicle journey sections
You can display and edit vehicle journey sections in the tabular timetable (see "Managing
vehicle journeys and vehicle journey sections" on page 2792).
Several lines can be allocated to a main line (see "Managing line routes and time profiles" on
page 1413).

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 17.34.1 Specifying default values for lines and line routes

17.34.1 Specifying default values for lines and line routes

Before you create a line, a line route or a time profile, you can specify the following default values.
1. From the Edit menu, choose User preferences.
The User preferences window opens.
2. In the navigator, select Network  >Lines.
3. Enter the desired data.

Element Description
Edit line route Round to
course – run Here you can specify how the run time between two profile points is to be
times between rounded when editing or creating a line route course.
profile points Minimum
Here you can select a minimum value for the run time between two profile
points.
Section Standard Here you can make default settings for editing the course, which will be
settings for used when editing or inserting the course of line routes (see "Creating a
editing a course line route" on page 1414).
In addition, you can use the Adjust time profiles to route point
changes option to specify whether route points inserted in the Line route
editor window are automatically copied to the corresponding time profile
as profile points.
Section Com- The button allows you to set default settings that apply to all transport sys-
pleting the line tems. The settings are used if you want to import a network file that con-
route course tains incomplete line or system routes (see "Defining default settings for
and system completing line route and system route courses" on page 1034)
route course

4. Confirm with OK.

17.34.2 Creating a line

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Lines button.
The Create window opens.
3. Select the Line entry.
4. Click in the network display.
The Create line window opens.
5. Enter the desired data (see "Properties and options of lines" on page 1398).
6. Confirm with OK.

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 17.34.3 Properties and options of lines

The line is inserted. With the line route you specify the course of a line (see "Creating a line route"
on page 1414).

17.34.3 Properties and options of lines

In the Edit line <Name> window you can display and edit line attributes. You can change here a
line's transport system, for example. The upper section of the window contains the general attrib-
utes of the line. The lower section contains special attributes.

Lines: General attributes

Element Description
Name Name of the line
Transport sys- In the drop-down list you can change the transport system of a line. You can
tem select any public transport system that exists in the network. A change has
these consequences:
In the network:
Visum permits the relevant links and turns in the new transport system.
Visum permits the relevant stop points in the new transport system if the
time profile permits the boarding or alighting on this stop point.
Visum discards assignments and results of the line costing and revenue
calculation (if available).
Within the line hierarchy:
Visum checks the vehicle combination. If the allocated vehicle com-
bination is not permitted for the new transport system, Visum removes
the previous vehicle combination. This applies for the line, the time profile
and the vehicle journey section. If the vehicle combination of a vehicle
journey section is changed, line blocks get the status "Vehicle error".
Main line Display of the main line if the line has been allocated to a main line
Tip
You can allocate a line to a main line via the Network > PuT main lines
menu (see "Managing main lines" on page 1468).
Standard In the drop-down list, you can select a standard vehicle combination for the
vehicle com- line. When creating new vehicle journeys, it will then be suggested as default
bination value.
Tip
You can create vehicle combinations via the Network > PuT vehicles menu
(see "Creating vehicle combinations" on page 1392).
Standard oper- In the drop-down list, you can select a standard operator for the line.
ator Notes
When creating new vehicle journeys, it will then be suggested as default
value.
If you modify the standard operator of a line, the operator will not be adjusted
for associated existing vehicle journeys.

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 17.34.4 Finding lines

Element Description
Tip
You can create operators via the Network > PuT operators menu (see
"Creating an operator" on page 1389).
Fare systems Here you can allocate a fare system or change it (see "Creating fare zones"
on page 2372).

Lines: Basis tab

Element Description
Number of line Display of the number of allocated line routes
routes
Number of time Display of the number of time profiles of the allocated line route
profiles
Number of Display of the number of vehicle journeys of the allocated line route
vehicle jour-
neys
AddValue1 - Free attributes which you can use to enter additional values.
AddValue3 Tip
If you want to allocate additional information to a network object, you can also
create user-defined attributes. Advantage: You can name user-defined attrib-
utes appropriately.

17.34.4 Finding lines

There are different possibilities to find lines:
Finding a line directly
Finding a line by vehicle journey

17.34.4.1 Finding a line directly

How to find lines directly is described for all network objects (see "Finding network objects in the
network" on page 1116).

17.34.4.2 Finding a line by vehicle journey

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, right-click the Lines button.
3. On the shortcut menu, click Find vehicle journey.
The Find vehicle journey window opens.
4. In the list box, select the attribute you want to find.

Note: The search by Name is only possible if a name has been entered for at least one
vehicle journey.

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 17.34.5 Selecting lines

5. In the input field, enter the value or text you want to find.
As you type, the list automatically displays and marks the first attribute value that corresponds
to the entered value or text.

Note: If you click a vehicle journey in the list, the corresponding line will be marked in the net-
work.

6. If you want to enlarge the network section, click the icon.

7. In the list, right-click the desired search result.
8. On the shortcut menu, click Edit line.
The Edit line window opens.
9. Click the Timetable button. Then, in the list, click the timetable of your choice.
The desired timetable is opened. All lines are displayed that contain a vehicle journey with the
selected attribute. All vehicle journeys that have the selected attribute value are marked.

17.34.5 Selecting lines

There are several ways to select a line in order to edit it in another step.
Marking lines
Setting lines active/passive

17.34.5.1 Marking lines

You can only mark a line in the network if at least one line route and thus a course has been alloc-
ated to the line.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Lines button.
The Lines window opens.

Note: Depending on the selected option, the name of the Lines/Line routes window
changes.

3. Make sure that the Lines option has been selected.

4. If required, restrict the number of lines which is searched.

Element Description
Only active ones If the option has been selected, only active lines are displayed.
If the option has not been selected, all lines will be taken into account.

5. In the Lines window click one line in the list. If you want to mark additional lines, press the CTRL
key and keep it pressed. One by one, click the lines you want to mark.

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 17.34.5.2 Setting lines active/passive

Tip: You can also use the input field to mark the line you are looking for. To do this, enter the
name of the line in the field. The line is marked in the list.

The marked lines' line route courses are highlighted in the network. Below the list you see a
value (for example: 1(11)) that specifies the number of lines you have marked and the number
of all lines.
6. If required, click the Zoom button.
The current display of the network section is adjusted and the marked lines are in the middle of
the network section.

Tips: If you want to remove all marked lines from the selection, click the Initialize button.
You can also mark the line route courses of a line if you click on a stop point in the network
which is traversed by a line route of the line.
Alternatively, you can mark a line by selecting the respective row in the list of lines (see "Select-
ing list sections" on page 2533).

17.34.5.2 Setting lines active/passive

Network objects can be active or passive. There are several possibilities to set lines active:
By selecting the option for the desired lines in the Lines window, In selection column.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Lines button.
The Lines / Line routes window opens.
3. Make sure that the Lines option has been selected.
4. Press and hold down the CTRL key.
5. Click the lines you want to set active.
6. Right-click one of the marked lines.
The context menu opens.
7. Select the desired option.

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17.34.5.2 Setting lines active/passive

Element Description
Set In selection Only lines
Sets the marked lines to active, but does not change the status of the
other lines.
Lines and subordinated objects
In addition to marked lines, also sets the following network objects active:
Line routes
Line route items
Time profiles
Time profile items
Vehicle journeys
Vehicle journey sections
Reset In selec- Sets the marked lines to passive, but does not change the status of the
tion other lines.
Lines and subordinated objects
In addition to marked lines, also sets the following network objects pass-
ive:
Line routes
Line route items
Time profiles
Time profile items
Vehicle journeys
Vehicle journey sections

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 17.34.6 Editing the attribute values of lines

Element Description
Invert In selec- Sets all marked active lines to passive and all marked passive lines to act-
tion ive.
Lines and subordinated objects
In addition to marked lines, also sets all network objects of passive lines
active and the following network objects passive:
Line routes
Line route items
Time profiles
Time profile items
Vehicle journeys
Vehicle journey sections
Set In selection Exclusively sets all marked lines to active. At the same time, non-marked
to exclusive active lines are set to passive.
Lines and subordinated objects
In addition to lines, also sets the following network objects active:
Line routes
Line route items
Time profiles
Time profile items
Vehicle journeys
Vehicle journey sections

Note: If you set the In selection option manually, the last line edited is moved to the top of
the window section.

Via the line filter (see "Using filters to set network objects active or passive" on page 1125)
Note: The spatial selection of network objects of the line hierarchy (lines, line routes, line route
items, time profiles, time profile items, vehicle journeys, vehicle journey sections) is not pos-
sible. You can, however, add or remove the network objects of these network object types to/-
from the selection in various different ways.

On the Spatial selection toolbar, with a click one of the following buttons: Include all
objects into the spatial selection, Invert spatial selection or Remove all objects from
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152)
By editing the IsInSelection attribute per network object, for example, in the list of the
respective network object. If you enter 1, the respective network object will be active if you
enter 0, it will be passive.

17.34.6 Editing the attribute values of lines

You can edit the attribute values of one line, all marked lines or all (active) lines.

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 17.34.6.1 Editing the attribute values of a line

17.34.6.1 Editing the attribute values of a line

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Lines button.
The Lines window opens.
3. Make sure that the Lines option has been selected.
4. In the list, double-click the desired line.

Tip: Alternatively, you can search for the desired line (see "Finding lines" on page 1399).

The Edit line window opens.

5. Edit the values of the desired attributes (see "Properties and options of lines" on page 1398).
6. Confirm with OK.
The attribute values are edited.

Note: You can also edit the values of the input attributes of lines in the Quick view window or in
the list of the network object type (see "Quick view window" on page 981 and "Working with
lists" on page 2507).

17.34.6.2 Editing the attribute values of marked lines

1. Mark the desired lines whose attribute values you want to edit (see "Marking lines" on
page 1400).
2. Press the ENTER key.
The Multi-edit lines: <Number> objects window opens.

Tip: You can also call the Multi-edit lines: <Number> objects window via the context
menu > entry Edit or double-click the last line which you want to mark.

3. Edit the values of the desired attributes (see "Properties and options of lines" on page 1398
and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.34.6.3 Editing the attribute values of all or all active lines

Note: If there are no passive lines in the network, all lines are edited. Markings of lines are
ignored.

1. If required, set the lines active, whose attribute values you want to edit, via filter criteria (see
"Using filters to set network objects active or passive" on page 1125).
The selected lines are active.
2. In the Network window, right-click the Lines button.

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 17.34.7 Copying lines

The Lines shortcut menu opens.

3. Select the Multi-edit > Lines entry.
The Multi-edit lines window opens.
4. Select whether you want to edit the attribute values of all lines or just the active ones.

Element Description
Only active ones If the option has been selected, only active lines will be taken into
account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of lines" on page 1398
and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.34.7 Copying lines

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Lines button.
The Lines window opens.
3. Make sure that the Lines option has been selected.
4. In the Lines window, mark the line that you want to copy.
5. Right-click in the network display.
A shortcut menu opens.
6. Select the Copy line entry.
The Copy line <Line name> window opens.

Element
Name of the new line
Also copy vehicle jour-
neys
Also copy walk and wait
times at stops
Description
Enter the name of the new line. The name needs to be unique.
Note
By default, the name of the line you want to copy is displayed.
You have to change this name.
Select this option if you want to copy all vehicle journeys as
well.
Select this option if you want to copy walk and wait times as
well.

7. Confirm with OK.

The line and all its attributes and line routes are copied. The line is listed in the Lines window.

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 17.34.8 Lines: opening the graphical or tabular timetable

Note: Couplings that already exist on the original line are not copied.

17.34.8 Lines: opening the graphical or tabular timetable

In the Network editor, you can select lines and show then in the graphical or tabular timetable (see
"Using the graphical and tabular timetable" on page 2770).

Opening graphical or tabular timetable showing selected lines

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Lines button.
The Lines window opens.
3. Make sure that the Lines option has been selected.
4. Press the CTRL key and keep it pressed.
5. In the list, click the lines, one by one, which you want to display.
6. Click the Timetable button.
7. Select the desired timetable.
If you mark a line that is included in the line selection, the selected timetable opens. If you have
marked a line which is not selected, the Edit line selection window opens (see "Editing your
line selection" on page 2776). In this window, you can specify settings for editing the line selec-
tion.
8. Confirm with OK.
The timetable opens and the traversed lines are displayed according to the selected option.

Opening the graphical or tabular timetable via the search for a vehicle journey

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Lines button.
The Lines window opens.
3. Press the hotkey SHIFT + F3.
The Find vehicle journey window opens.

Tip: Alternatively, you can click the Find vehicle journey entry on the shortcut menu of the
Lines button.

4. In the list, select the attribute you want to find.

Note: The search by Name is only possible if a name has been entered for at least one
vehicle journey.

5. In the input field, enter the value or text you want to find.

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 17.34.9 Lines: Setting the line selection for the timetable

As you type, the list automatically displays and marks the first attribute value that corresponds
to the entered value or text.

Note: If you click a vehicle journey in the list, the corresponding line will be marked in the net-
work.

6. Right-click the desired search result.

The context menu opens.
7. On the shortcut menu, click the desired timetable.
The timetable selected is opened. All lines are displayed that contain a vehicle journey with the
selected attribute. All vehicle journeys that have the selected attribute value are marked.

Note: If the timetable is already open, the view will change according to the search result.

17.34.9 Lines: Setting the line selection for the timetable

You can select lines in the Lines window and transfer them to the graphical and tabular timetable.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Lines button.
The Lines window opens.
3. Make sure that the Lines option has been selected.
4. Press the CTRL key and keep it pressed.
5. In the list, click the lines, one by one, which you want to display.
6. Click the Timetable button.
7. Select the Set timetable line selection entry.
The existing line selection for the timetables is replaced by the selected lines.

17.34.10 Aggregating lines

With this functionality you can aggregate line routes and/or time profiles of one or several lines.
Line routes and/or time profiles can be aggregated within one line or over several lines (see Fun-
damentals: Chpt. 3.1.15, page 115). You can then also aggregate the vehicle journeys.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Lines button.
The Lines window opens.
3. Make sure that the Lines option has been selected.
4. If required, select the line in the list whose line routes you want to aggregate.

Note: If you do not select a line, all lines will be included.

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17.34.10 Aggregating lines

5. Right-click in the network display.

A shortcut menu opens.
6. Select the Aggregate entry.

Note: If you have not selected a line in the Lines window beforehand, the menu entry is
Aggregate all and all lines in the network will be included.

The window Aggregate lines, line routes, and time profiles opens.

Tip: Alternatively the window can be opened by pressing the F7 key.

7. Make the desired changes.

Element Description
Aggregate only act- If the option has been selected, only the currently active line routes will
ive line routes be aggregated.
Note
The option is only available if you have not selected a line in the list of
the Lines window beforehand.
Section Extent of Aggregate lines, line routes, and time profiles
aggregation If the option has been selected, all line routes and time profiles of the
selected line(s) will be aggregated.
Aggregate line routes and time profiles separately within asso-
ciated line
If the option has been selected, time profiles and line routes are aggreg-
ated separately per line.
Aggregate time profiles separately within associated line route
If the option has been selected, the time profiles are aggregated sep-
arately per line route.
Regroup line hierarchy in requested levels by value of attribute
If the option has been selected, the levels of the line hierarchy are
aggregated according to the option selected. In the course of this, the
value of the attribute is decisive, which you select via the button.
Aggregate vehicle journeys afterwards
If this option is selected, the vehicle journeys are subsequently aggreg-
ated according to the previously selected aggregation.
Section Naming of If you have selected one of the options Aggregate line routes and
new objects time profiles and Aggregate line routes and time profiles sep-
arately within associated line, you can select the following options:
From line route with max. vehicle journeys
If the option has been selected, the name of the line route with the most
vehicle journeys will be given to the aggregated line route.

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 17.34.10 Aggregating lines

Element Description
Note
We recommend this option if you read in a large number of line routes
with similar data from an external source which you want to aggregate.
Generated name
If the option has been selected, the aggregate line route receives a
new generated name consisting of GEN + first available integer, for
example GEN1.
Aggregate line If the option has been selected, all line routes and time profiles of the
routes and time selected line(s) will be aggregated.
profiles
Aggregate the If the option has been selected, the time profiles are aggregated sep-
allocated time pro- arately per line route.
files separately
within line route
Line routes criteria If you have selected one of the options Aggregate line routes and
time profiles and Aggregate line routes and time profiles sep-
arately within associated line, you can select the following options:
Line routes with identical direction
If the option has been selected, only line routes with the same direction
will be aggregated.
Line routes with identical length of the section in common
If the option has been selected, only line routes with identical lengths
on common sections will be aggregated.
Line routes have to have identical start stop points
If the option has been selected, only line routes with the same start
stop point will be aggregated.
Line routes have to have identical end stop points
If the option has been selected, only line routes with the same end stop
point will be aggregated.
Minimal route course share in common (measured in link length)
Share of the route course that the line routes to be aggregated must
have at least in common. Only if the common share of the route course
is greater for one of the line routes than the specified parameter, the
line routes are aggregated.
Time profile cri- For time profiles, you can select the following options:
teria Time profiles with identical in-vehicle times and dwell times
If the option has been selected, only those time profiles with identical
run and dwell times between/at stop points will be aggregated.
Time profiles with identical board/alight settings

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 17.34.11 Disaggregating lines

Element Description
If the option has been selected, only time profiles with stop points with
identical board/alight settings will be aggregated.
Time profiles with identical vehicle combinations
If the option has been selected, only time profiles with identical vehicle
combinations will be aggregated.
Delete lines If the option has been selected, all lines with no line routes are deleted
without line routes at the end of the operation.
at the end of the Note
procedure It is not relevant, whether the line has no line route any more due to the
aggregation or whether this was the case even before.
Temporarily deac- If the option has been selected, no commands will be saved during the
tivate command aggregation.
history to save
storage space

8. Confirm with OK.

The lines are aggregated and a window opens. It contains the name and the path of the aggreg-
ation protocol.
9. Confirm with OK.

Tip: You can open the aggregation protocol immediately if you click the Open button.

17.34.11 Disaggregating lines

With this functionality you can disaggregate line routes and/or time profiles of one or multiple
lines. Line routes and/or time profiles can be disaggregated within one line or over multiple lines.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Lines button.
The Lines window opens.
3. Make sure that the Lines option has been selected.
4. If required, select the line in the list whose line routes you want to disaggregate.

Note: If you do not select a line, all lines will be included.

5. Right-click in the network display.

A shortcut menu opens.
6. Select the Disaggregate entry.

Note: If you have not selected a line in the Lines window beforehand, the menu entry is
Disaggregate all and all lines in the network will be included.

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 17.34.11 Disaggregating lines

The window Disaggregate lines, line routes, and time profiles opens.
7. Make the desired changes.

Element Description
Disaggregate only If the option has been selected, only the currently active network
active network objects objects will be disaggregated.
Note
The option is only available if you have not selected a line or line
route in the Lines window beforehand.
Disaggregate time pro- If this option has been selected, a time profile will be created for
files each vehicle journey.
Note
Couplings and specific walk and wait times of vehicle journeys are
duplicated and remain unchanged.
Suffix for names of new Via this button you can select an attribute of the network object
time profiles from the underlying line hierarchy as suffix. The suffix is appen-
ded to the name of the newly created network object.
Note
The button is only available if the Disaggregate time profiles
option has been selected.
Disaggregate line If this option has been selected, a line route is created for each
routes time profile.
Shorten the line route If this option has been selected, all created line routes are
course to the course of shortened to the vehicle journey course.
the vehicle journey Note
This option is only available if you have selected the Disag-
gregate time profiles and Disaggregate line routes options.
Suffix for names of new Via this button you can select an attribute of the network object
line routes from the underlying line hierarchy as suffix. The suffix is appen-
ded to the name of the newly created network object.
Note
The button is only active if the Disaggregate line routes option
has been selected.
Disaggregate lines If this option has been selected, a line is created for each line
route.
Suffix for names of new Via this button you can select an attribute of the network object
lines from the underlying line hierarchy as suffix. The suffix is appen-
ded to the name of the newly created network object.
Note
The button is only active if the Disaggregate lines option has
been selected.

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 17.34.12 Deleting lines

8. Confirm with OK.

The lines are disaggregated. Existing allocations in the line routes of stops to the stop sequence
are also copied.

17.34.12 Deleting lines

There are several ways to delete lines.

Notes: If you delete a line, all associated line routes, time profiles and vehicle journeys will also
be deleted.
If you delete lines, existing public transport assignment results will be reset.

17.34.12.1 Deleting marked lines

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Lines button.
The Lines window opens.

Note: Depending on the selected option, the name of the Lines/Line routes window
changes.

3. Make sure that the Lines option has been selected.

4. Mark the lines you want to delete.
5. Press the DEL key.
The Delete lines window opens. There you find a description of the scope of the delete pro-
cess.
6. Confirm with OK.
If you have selected one line, it will be deleted.
If you have selected several lines, a window opens. It describes the first line that you want to
delete and all associated network objects that will be deleted with the line.
7. Click one of the following buttons:

Element Description
Yes Confirm each line that will be deleted with the associated network objects.
Yes for Confirm the deletion of all remaining selected lines with the associated network
all objects.
No The displayed line will not be deleted. The next line is displayed for deletion.
No for all None of the remaining selected lines will be deleted.

The confirmed lines are deleted.

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 17.34.12.2 Deleting active lines

17.34.12.2 Deleting active lines

1. Select the lines, which you want to delete. To do this, use filter criteria (see "Using filters to set
network objects active or passive" on page 1125).
The selected lines are active.
2. In the Network window, right-click the Lines button.
The Lines context menu opens.
3. Select the Multi-delete > Lines entry.
A query opens.
4. Confirm with OK.
The Delete lines window opens.
5. Select which lines you want to delete.

Element Description
Yes Confirm each line that will be deleted with the associated network objects.
Yes for Confirm the deletion of all remaining active lines with the associated network
all objects.
No The displayed line will not be deleted. The next active line is displayed for dele-
tion.
No for all None of the remaining active lines will be deleted.

The confirmed lines are deleted.

17.35 Managing line routes and time profiles

A line route is part of exactly one line and describes one local route course of the line for one dir-
ection (see Fundamentals: Chpt. 3.1.15, page 115). It is a sequence of route points and contains
one or more time profiles (see "Creating a time profile" on page 1425).

17.35.1 Opening the Line routes window

The line route to be edited is selected via the identically named window. To open the Line routes
window, proceed as follows.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Lines button.
The Line routes or Lines window opens.

Note: Depending on the selected option, the name of the window changes.

3. Make sure that the Line routes option has been selected.
The Line routes window lists all line routes which exist in the network.

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 17.35.2 Creating a line route

17.35.2 Creating a line route

Note: Please note the rules for editing line route items (see "Basic rules: Editing a route course"
on page 1443).

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Lines button.
The Create window opens.
3. Select the Line route entry.
4. Click in the network display.
The Create line route window opens.
5. Make the desired changes:

Element Description
Line In the drop-down list, select the line to which you want to allocate the line
route.
Notes
If you enter the beginning of the name of a line in the search box, the selec-
tion is narrowed down accordingly.

Use the symbol to search for a specific line (see "Finding network
objects in the network" on page 1116).
Only active lines
If the option has been selected, only active lines can be selected.
Name Enter a name for the line route
Note
The drop-down list contains the names of all line routes in the network. The
name of the new line route must differ from the existing ones.
Direction Use the drop-down list to select a direction (see "Managing PuT directions"
on page 1396).
Transport sys- Display of the transport system of the selected line
tem
Standard Display of the standard operator of the selected line
operator
Main line Display of the main line if the selected line has been allocated to a main line
(see "Managing main lines" on page 1468)

6. Confirm with OK.

The Edit course window opens.
7. Click the stop point where you want the line route to start and hold down the mouse button.

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 17.35.2 Creating a line route

Note: A line route must start and end at a stop point.

8. Drag the mouse to the next stop point or node, via which the line route shall run and release the
mouse button.

Notes: Preferably, you should select nodes. This way, you avoid inadvertently selecting a
stop point of the opposite direction.
If required, in the Edit course window, click the Zoom button to enlarge the section with the
course.

9. If required, proceed in the same manner to create any other sections you wish to create.

Notes: If required, in the Edit course window, click the Undo button to delete the last sec-
tion of the line route course.
If a stop point or a node is traversed more than once, the Edit course window opens. In the
window, select the node/stop point that you want to traverse.

10. Drag the mouse button to the desired endpoint of the line route and release the mouse button.

Tip: You can also drag the mouse directly from the first stop point to the desired end stop
point. The program will then suggest the best path based on the set search criterion (see
"Line routes: specifying parameters for the path search" on page 1415).

11. In the Edit course window, click the OK button.

The line route is inserted.

Note: You can create the opposite direction of the line route via the shortcut menu (see "Creat-
ing the opposite direction of a line route" on page 1461).
If system routes exist in the network and you have specified the first stop point, you can use the
Tabular lengthening button to create a line route course based on the route courses of sys-
tem routes (see "Tabular editing of a line route course" on page 1449).
You can edit the course of a line route later (see "Editing line route items" on page 1441).

Line routes: specifying parameters for the path search

Note: Under Edit > User preferences > Network > Lines, you can specify the default values
for the path search in advance (see "Specifying default values for lines and line routes" on
page 1397).

1. Make sure that the Edit course window is open (see "Editing a line route" on page 1441).
2. In the Edit course window, click the Parameters button.
The Parameters: Line route course search window opens.
3. Make the desired changes.

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17.35.2 Creating a line route

Element Description
Use also closed If the option has been selected, the links closed to the transport sys-
links for routing tem will be taken into account, as if they were open to the transport
system.
Use also closed If the option has been selected, the turns closed to the transport sys-
turns for routing tem will be taken into account, as if they were open to the transport
system.
Serve stop points of If the option has been selected, the stop points of the new course
new course will also be served.
If the option has not been selected, the new line route will only
serve the stop points that existed before the rerouting of the course.
Serve only active If the option has been selected, passive stop points are not taken into
stop points account.
Note
The option is only available if you have selected the Serve stop
points of new route option.
For the re-routed Note
section, generate This option is only provided when editing a line route course. When
the run time from creating a new course, the transport system-specific link run time is
the link network used.
If the option has been selected, the transport system-specific link
run time is used for the transport system of the line and for all tra-
versed links.
If the option has not been selected, the run times of the time profile
are kept. In the new course, they are distributed proportional to the
length.

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 17.35.3 The Line route editor window

Element Description
Lengthen vehicle If this option has been selected, the vehicle journeys of the line
journeys auto- route are also lengthened if the line route is lengthened.
matically
If this option has not been selected, the extension of the vehicle
journeys remains unchanged.
Search criterion From the drop-down list, you can select a criterion for the path
search. The search finds the best path each between two marked
(fixed) stop points.
Link length (direct distance)
Direct distance link length from the origin to the destination stop point
Link run time
Is calculated from the transport system speed of the links
Time from speed def. by link type
Is calculated from the transport system speed specified for the
respective link type
Link length
Calculated link length if not manually adjusted by the user

4. Confirm with OK.

17.35.3 The Line route editor window

In this window, on the left, you can edit the line route items, on the right, you can edit the cor-
responding time profiles. The sections correspond with each other.

Note: You can adjust the partition of the sections by dragging the divider with the mouse.

17.35.3.1 Opening the Line route editor

From the View menu, choose Linie route editor.

Tip: Alternatively, you can open the window by double-clicking on a line route in the Line
routes window.

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 17.35.3.2 Synchronizing the Line route editor window

17.35.3.2 Synchronizing the Line route editor window

You can synchronize the line route selection view with other windows.
1. Make sure the Linie route editor window is open (see "Synchronizing the Line route editor
window" on page 1418).
2. On the toolbar of the Line route editor window, click the desired symbol.

Element Description
No synchronization with other windows
The line route selection is not synchronized with other windows.
Synchronization with other windows: Highlight
Marked line routes are also highlighted in other windows and vice versa.

The settings are applied.

Note: If a synchronized Linie route editor window is open, you cannot open a new Line route
editor window from the menu View > Line route editor. However, if the Line route editor win-
dow is not already synchronized, you can use the menu to open a new window that is syn-
chronized.

17.35.3.3 Finding line routes

From the Line route editor window, you can select a different line route for editing.

1. On the toolbar of the Linie route editor window, click the  symbol.
2. Search for the desired line route (see "Finding network objects in the network" on page 1116)
3. Click the Confirm selection button.
The line route is transferred to the Line route editor window for editing.

17.35.3.4 Editing line route items

To edit the line route items, the following symbols are provided on the left:

Element Description
Use the Recalculate lengths symbol to calculate the lengths between the network
objects currently set as IsRoutePoint after redefining the route points.
The Recreate route point property for one or several rows symbol opens the
Set route points window. In the window, check the desired option to specify which
stop points shall be route points (see "Setting route points" on page 1419).
Click the Shorten line route symbol to open the Shorten line route window. In the
window, click the start and/or end stop point of the line route to edit it and shorten the
line route.
The Remove zigzags symbol is available if the selected line route course contains
zigzags. By clicking the symbol you can remove these zigzags.

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 17.35.3.5 Setting route points

Element Description
The Select rows to be displayed symbol opens the Select visible rows window.
In the window, you can specify which rows shall be displayed in the table on the left.
All data rows that fulfill the criterion selected are displayed.
All
If this option has been selected, all stop points and nodes along the way of the
line route, i.e. all line route items, will be displayed. It is thus considered a restrict-
ive criterion.
All route points
All profile points
The option refers to the time profiles shown on the right side of the window. A
line route item fulfills this filter condition if in at least one time profile of the edited
line route, there is a profile item above it. This is also the case, whether the time
profile is currently shown on the right side of the dialog or not. If there is no time
profile on the line route, the condition is not fulfilled.
All stop points
All stop points of TSys
All active stop points
Use the Select attributes for table to the left symbol to open the Line route
items: select attributes window, in which you can select the desired line route item
attributes (see "Selection of attributes" on page 1073).
Notes
The Index column provides information on the line route items. The number 1 is
allocated to the start stop point, the highest number is allocated to the end stop point.
The number of line route items displayed here in accordance with the current set-
tings is indicated at the bottom left of the window.
Use the Copy the selected line route section to the clipboard symbol to copy a
marked section with the associated vehicle journeys and time profiles to the clip-
board (see "Extending line routes with Copy & Paste" on page 1466).
Use the Paste line route section from the clipboard symbol to attach a line route
section that you have previously copied to the clipboard to the currently displayed
line route (see "Extending line routes with Copy & Paste" on page 1466).

Note: The link attribute Number of touching line routes indicates the number of line routes
that traverse an arbitrarily small section of a link. You can, for example, use it in the link list or in
the link filter.

17.35.3.5 Setting route points

The course of the line route is issued as a classified series of route points. A route point is a ref-
erence to a node or a stop point in the network. Specify as follows for which stop points you want
to set route points.

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 17.35.3.6 Adjusting time profiles automatically

Note: If you only want to select specific stop points as route points, in the list of route points,
check the respective box in the Is route point column.

1. On the toolbar, click the Recreate route point property for one or several rows sym-
bol.
The Set route points window opens.
2. Make the desired changes.

Element Description
Setting route points Select the desired option:
For all
For all stop points
For all stop points of TSys
For all active stop points
Set route point If the option has been selected, the property is set for the selected
property to group.
If the option has not been selected, the property is only set for the
start stop point and the end stop point.
Apply Adds the route points of the selection to the existing selection and closes
the Set route points window.
Set exclusively Sets the route points of the selection exclusively and closes the Set
route points window.

3. Confirm with OK.

The selection is set as route points.

Note: If not all desired items are displayed, you can edit the display via the Select visible rows
icon.

17.35.3.6 Adjusting time profiles automatically

You can specify that, on the right side, a profile point is set automatically for all time profiles of the
line route, when inserting a route point on the left side.
Select the option Adjust time profiles to route point changes below the left table.

Note: Alternatively, you can select the option in the menu Edit > User preferences >
Network > Lines.

17.35.3.7 Editing line routes in a new window

You can edit several line routes in parallel in a separate Line route editor window.
1. Open the Line routes window (see "Opening the Line routes window" on page 1413)
2. Right-click the desired line route.

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 17.35.4 Finding line routes

3. Choose Edit in new window from the shortcut menu.

The selected line route is displayed in a new Line route editor window.

17.35.4 Finding line routes

There are several ways to find line routes.
Finding a line route directly
Searching a line route by vehicle journey

17.35.4.1 Finding a line route directly

How to find line routes directly is described for all network objects (see "Finding network objects in
the network" on page 1116).

17.35.4.2 Searching a line route by vehicle journey

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, right-click the Lines button.
3. On the shortcut menu, click Find vehicle journey.
The Find vehicle journey window opens.
4. In the list box, select the attribute you want to find.

Note: The search by Name is only possible if a name has been entered for at least one
vehicle journey.

5. In the input field, enter the value or text you want to find.
As you type, the list automatically displays and marks the first attribute value that corresponds
to the entered value or text.

Note: If you click a vehicle journey in the list, the corresponding line will be marked in the net-
work.

6. If you want to enlarge the network section, click the icon.

7. In the list, right-click the desired search result.
8. On the shortcut menu, click Edit line route.
The Edit line route window opens.
9. Click the Timetable button. Then, in the list, click the timetable of your choice.
The desired timetable is opened. All lines are displayed that contain a vehicle journey with the
selected attribute. All vehicle journeys that have the selected attribute value are marked.

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 17.35.5 Managing time profiles

17.35.5 Managing time profiles

Time profiles specify the lengths of the run times between the stop points of a line route and indic-
ate, whether boarding or alighting is permitted at the stop points of the line route. They are dis-
played in the right section of the Items and time profiles tab of the Edit line route window (see
"The Line route editor window" on page 1417).

Note: The time profiles of a line route are edited in separate tabs. You can switch between the
tabs (similar to Excel).

Note: If you edit the course of a line route, the vehicle journeys and vehicle journey sections of
the line route are affected (see "Editing line route items" on page 1441 and "Effects on vehicle
journeys and vehicle journey sections" on page 1447).

Accessing time profiles

Each line route has one or more time profiles. A (time) profile describes the temporal sequence of
the line along the line route, yet without specific departure times and thus vehicle journeys. The
time profiles created for a line route are displayed in different tabs. The names of time profiles set
passive are displayed in italics here. If the selected line route has more than one time profile, a
Multiple tab is displayed (see "Multiple display of time profiles" on page 1436).
In the Items and time profiles tab of the Edit line routes window, click the name of the
desired profile, for example 2.

The desired time profile is displayed.

Editing time profile items

On the right of the Items and time profiles tab, the following symbols are provided to edit the
time profile items:

Element Description
Use the Create new time profile symbol to create a new time profile (see "Creating
a time profile" on page 1425).
Use the Copy current time profile symbol to copy an existing time profile (see
"Copying a time profile" on page 1425).
Click the Edit current time profile icon to edit an existing time profile (see "Editing a
time profile" on page 1426)
Click the Delete current time profile symbol to delete an existing time profile (see
"Deleting a time profile" on page 1436).
The Set new times for current time profile symbol opens the Set times for time
profile <Number> window. Here you can recalculate the run and dwell times of a
time profile (see "Editing a time profile" on page 1426).

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 17.35.5.1 Setting the reference journey for a time profile

Element Description
Click the Change times of the current time profile's vehicle journeys symbol to
postpone all vehicle journeys by a desired time (see "Shifting the departure times of
vehicle journeys" on page 1430).
Use the Adjust time profiles on the selected section icon to adjust the run and
dwell times and the number of profile points of selected time profiles to a reference
time profile. With this, you prepare a later coupling of vehicle journeys (see "Adjust-
ing time profiles" on page 1434).
Click the Specify the time profiles to be displayed in the multi-view symbol to
display multiple time profiles next to each other in order to compare their attributes
(see "Multiple display of time profiles" on page 1436).
Click the Select attributes for table to the right symbol to open the Time profile
items: select attributes window, in which you can select the desired time profile
item attributes (see "Selection of attributes" on page 1073).

Deleting time profile items

You can delete individual or all time profile items.
1. If required, set the time profile items active that you want to delete
Via the line filter (see "Using filters to set network objects active or passive" on
page 1125)
Note: The spatial selection of network objects of the line hierarchy (lines, line routes, line route
items, time profiles, time profile items, vehicle journeys, vehicle journey sections) is not pos-
sible. You can, however, add or remove the network objects of these network object types to/-
from the selection in various different ways (see "Setting active/passive line routes" on
page 1438).

2. In the Network window, right-click the Lines button.

The Lines shortcut menu opens.
3. Select Multi-delete > time profile items.
A query opens.
4. Confirm the query by OK or OK for all.
All time profile items are deleted.

17.35.5.1 Setting the reference journey for a time profile

In the Items and time profiles tab, you can specify a reference journey per time profile via a
drop-down list. The output of the times in the Arrival and Departure columns, which you can
select for display, depends on this vehicle journey.

Note: You can edit the times in the Arrival and Departure rows later, apart from the arrival at
the first item and the departure at the last item.

1. Click the time profile that you want to edit.

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17.35.5.1 Setting the reference journey for a time profile

2. In the drop-down list below the divided window, select a Reference journey.

Note: If No reference journey is selected in the list or if a time profile does not have any
vehicle journeys, the displayed arrival and departure times are standardized and thus refer
to a presumed start departure time of 00:00 at the beginning of the profile.

The specific times of the reference journey are displayed in the Arrival and Departure columns
instead of the usual values.

Notes: If a vehicle journey does not cover the full course of a time profile, “virtual“ times are
issued at the missing time profile items. Virtual times are displayed in italics.
As long as the Edit line route <Name> window is open,
for each time profile, the program saves which Reference journey has been selected,
the Arrival and Departure display is adjusted automatically if you select a new time pro-
file.
The information is not saved once the window is closed.
When opening the window or switching to a time profile which has not yet been displayed, the
reference journey is automatically set to No reference journey or to the First journey of the time
profile, based on the setting under Edit > User Preferences > GUI > Miscellaneous (see
"Standard setting for reference journeys" on page 1424).

Standard setting for reference journeys

Before you create a time profile, you can specify the standard setting for reference journeys.
1. From the Edit menu, choose User Preferences.
The User Preferences window opens.
2. In the navigator, select GUI > Miscellaneous.
3. Select the desired option.

Default set- No reference journey

ting for ref- If the option has been selected, the displayed arrival and departure times are
erence standardized and thus refer to a presumed departure time of 00:00 at the
journey in beginning of the profile.
time profile First vehicle journey
dialog
If the option has been selected, the times of the first vehicle journey listed in
the Reference journey drop-down list will be displayed in the Edit line route
<Name> > Items and time profiles window, whose absolute temporal pos-
ition influences the displayed Arrival and Departure attributes (see "Setting
reference stop points" on page 1431).

4. Confirm with OK.

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 17.35.5.2 Creating a time profile

17.35.5.2 Creating a time profile

1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. In the list, double-click the desired line route.
The Edit line route window opens.
3. Select the Items and time profiles tab.
The tab contains all time profiles of the line route that exist in the network.

4. Click the Create new time profile symbol.

The Create time profile window opens.
5. Make the desired changes.

Element Description
Line Display of the line to which the time profile is allocated
Line route Display of the line route to which the time profile is allocated
Direction Display of the direction allocated to the time profile (see "Managing PuT dir-
ections" on page 1396)
Name Enter a name for the new time profile in the input field.
VehComb. In the drop-down list, select the desired vehicle combination.

6. Confirm with OK.

The time profile is inserted.

Note: All stop points of the route points marked when creating the line route turn into profile
points.

Tip: Time profiles are also listed in the Time profiles tab of the stop point windows which are
included in the course of the respective time profile (see "Managing stop points" on
page 1378).

17.35.5.3 Copying a time profile

You can also create a new time profile by copying the currently selected time profile.
1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. In the list, double-click the desired line route.
The Line route editor (line route<name>) window opens.
3. Click the time profile that you want to copy.

4. Click the Copy current time profile symbol.

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 17.35.5.4 Editing a time profile

The Copy time profile <Name> window.

5. Make the desired changes.

Element Description
Line Display of the line to which the time profile is allocated
Line route Display of the line route to which the time profile is allocated
Direction Display of the direction allocated to the time profile (see "Managing PuT dir-
ections" on page 1396)
Name Enter a name for the new time profile in the input field.
VehComb. In the drop-down list, select the desired vehicle combination.
Copy also all If the option has been selected, together with the time profile, all vehicle
vehicle jour- journeys will be copied.
neys Note
If you change the vehicle combination to a vehicle combination deviating
from a vehicle journey, the new vehicle journey still adopts the vehicle com-
bination of the vehicle journey that is copied.
Also copy walk If the option has been selected, the walk and wait times at stops are copied
and wait times together with the time profile.
at stops

6. Confirm with OK.

The time profile is copied and inserted.

17.35.5.4 Editing a time profile

You can edit a created time profile in the Line route editor window in the table on the right.
1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. In the list, double-click the desired line route.
The Line route editor <line route name> window opens and it contains all time profiles of the
selected line route.

Notes: You can edit the values in the white fields immediately if you double-click in the desired
field.
You can also call the Line route editor window in the tabular timetable by marking the cor-
responding vehicle journey and selecting the Edit time profile entry from the shortcut menu. In
the timetable only one vehicle journey is allowed to be marked.

Editing the name or the vehicle combination of a time profile

You can edit the name or the vehicle combination of a time profile.
1. Make sure the Linie route editor <line route name> window is open.
2. Click the time profile that you want to edit.

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 17.35.5.4 Editing a time profile

3. Click the Edit current time profile icon.

The Edit time profile <Name> window opens.
4. Edit the name and/or the vehicle combination of the time profile.
5. Confirm with OK.
The time profile is modified.

Setting the times for a time profile

You can recalculate the run and dwell times of a time profile.
1. Make sure the Linie route editor <line route name> window is open.
2. Click the time profile that you want to edit.

3. Click the Set new times for current time profile symbol.
The Set run and dwell times for time profile <name> window opens.
4. Make the desired changes.

Element Description
Only active time If the option has been selected, passive time profile items are not taken
profile items into account.
Sum up values If the option has been selected, new values are added to existing val-
ues.
If the option has not been selected, existing values are replaced by
new values.
Time profile There are the following possibilities to treat time profile items which are
items without not used by vehicle journeys.
vehicle journeys Set times for all (active) time profile items
section If this option has been selected, new run and dwell times are set for all
(active) time profile items.
For time profile items without vehicle journeys, set run and dwell
time =0
If this option has been selected, the run and dwell time of time profile
items without vehicle journeys are set to 0.
Delete time profile items without vehicle journeys, if possible, oth-
erwise set times = 0

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17.35.5.4 Editing a time profile

Element Description
If this option has been selected, time profile items without vehicle jour-
neys will be deleted. If this is not possible, the run and dwell times will be
set to 0.
Note
This is not possible for the first or the last item of a time profile if a vehicle
journey or a vehicle journey section starts or ends there, or if a coordin-
ation group starts or ends at this time profile item.
Update run If the option has been selected, the respective run times of the selected
times section time profile are recalculated and issued according to the current settings.
From link run time
If the option has been selected, the run times of the link run times of the
respective PuTSys are used.
From system routes
If the option has been selected, the times from the system routes are
used.
From link attribute
If the option has been selected, you can specify a weighting factor and a
link attribute or subattribute, based on which the run time will be cal-
culated.
From time profile item attribute
If the option has been selected, you can specify a weighting factor and a
time profile item attribute or subattribute, based on which the run time will
be calculated.
Constant
If the option has been selected, you can enter a constant run time.
Round to
Use the drop-down list to select the number of seconds to which you want
to round.
Set times only if vehicle combination fits
If the option has been selected, the specific vehicle combination times will
be used instead of the dwell time of the system route.
Note
The option is only available if the From system routes option has been
selected.
Consider only active links
If the option has been selected, passive links will not be taken into
account.
Note

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 17.35.5.4 Editing a time profile

Element Description
The option is only available if the From link run time or the From link
attribute option has been selected.
Consider (main) turns
If this option is selected, you may specify a weighting factor and a
turn/main turn attribute of PrT, which are taken into account when the
program calculates the run times.
Notes
The option is only available if the From link run time or the From link
attribute option has been selected.
When you select the turn attribute, Visum checks whether a main turn
attribute with the same attribute ID exists. If this is the case, the main turn
attribute is adopted.
Update dwell If the option has been selected, the respective dwell times of the selected
times time profile are recalculated and issued according to the current settings.
Notes
An update of the dwell times can have the following effect on the rounding
of the run times:
When updating the dwell times, despite rounding the current run time will
still be the sum of the run times From stop point - To stop point. A run time
= 0 can be allocated to a section, if necessary.
If the dwell times are not updated, rounded times may deviate from pre-
vious run times.
From stop point time
If the option has been selected, the standard dwell times of single stop
points can be used.
From stop point attribute
If the option has been selected, you can specify a weighting factor and a
stop attribute or subattribute, based on which the dwell time will be cal-
culated.
From time profile item attribute
If the option has been selected, you can specify a weighting factor and a
time profile item attribute or subattribute, based on which the dwell time
will be calculated.
Constant
If the option has been selected, you can enter a constant dwell time.
Round to
Use the drop-down list to select the number of seconds to which you want
to round.

5. Confirm with OK.

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17.35.5.4 Editing a time profile

The selected rows are updated.

Note: You can edit the Arrival and Departure later in the Edit line route window, apart from
the arrival and the departure at the first item and the departure at the last item.

Setting run and dwell times in the procedure sequence

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. In the desired position of the procedure sequence, insert the Set run and dwell times oper-
ation of the Miscellaneous category (see "Setting up and starting the procedure sequence" on
page 2015).
3. Make sure the added procedure is marked. Then, in the Operations section, click the Edit but-
ton.
The Set run and dwell times window opens.
4. Make the desired settings (see "Setting the times for a time profile" on page 1427).
5. Confirm with OK.
6. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
The times for the time profiles are set.

Setting times for time profile items

You can generate run and dwell times for time profile items.
1. In the Network window, right-click the Lines button.
The Lines shortcut menu opens.
2. Select the Set run and dwell times entry.
The Set run and dwell times window opens.
3. Specify whether you want to set times for all or all active time profile items.
4. Make the desired settings (see "Setting the times for a time profile" on page 1427).
5. Confirm with OK.
Run and dwell times are generated for all or all active time profile items.

Shifting the departure times of vehicle journeys

You can shift all vehicle journeys of a selected time profile.
1. Make sure the Linie route editor <line route name> window is open.
2. Click the time profile that you want to edit.

3. Click the Change times of the current time profile's vehicle journeys symbol.
The Shift vehicle journey(s) window opens.

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 17.35.5.4 Editing a time profile

4. Make the desired changes.

Element Description
Shift vehicle Enter the time by which you want to shift the vehicle journeys.
journey(s) by Notes
If you do not enter a unit, the value is interpreted as minutes.
You cannot change the time of a vehicle journey to a earlier point in time
which is before 00:00 (12:00 a.m.). If you try to do this, a warning is dis-
played. The current time will not be changed.
Earlier/Later Depending on the selected option, the vehicle journeys are shifted in the
desired direction.

5. Confirm with OK.

The vehicle journeys are shifted.

Setting reference stop points

All vehicle journeys have a reference stop point at which the departure and arrival times are fixed
for all vehicle journeys if the run time or stop time changes.

Note: If no reference stop point is set, the first stop point becomes the reference stop point.

1. Make sure that the Linie route editor <line route name> window is open (see "Opening the
Line route editor" on page 1417).
2. Click the time profile that you want to edit.
3. In the right section of the window, right-click in the row that you want to fix.
A shortcut menu opens.
4. Make the desired changes.

Element Description
Fix departure time Then choose one of the following options:
at this stop > for current time profile
the marked departure time of the current time profile is fixed
for time profiles running in parallel
the departure times at this stop are fixed for all time profiles that traverse
the same section
for all time profiles at this stop
the departure times at all time profile items of the stop are fixed
Fix arrival time at Then choose one of the following options:
this stop > for current time profile
the marked arrival time of the current time profile is fixed

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17.35.5.4 Editing a time profile

Element Description
for time profiles running in parallel
the arrival times at this stop are fixed for all time profiles that traverse
the same section
for all time profiles at this stop
the arrival times at all existing time profile items of the stop are fixed

The selected row is highlighted and the icon is displayed in the Profile point

column if you have fixed the departure time. The  icon is displayed if you have fixed
the arrival time.

Tip: You can remove the fixation of the reference stop point by selecting the option Discard
vehicle journey fixation from the shortcut menu.

Notes: The reference stop point correlates with the Reference item index attribute, which you
can access in the time profile lists (see "Working with lists" on page 2507).
Changes to the reference stop point do not take effect immediately but after subsequent oper-
ations.
The reference stop point is not considered when shifting vehicle journeys. This applies to expli-
cit shifting, for example in the graphical or tabular timetable (see "Using the graphical and tab-
ular timetable" on page 2770).

Editing the run and dwell times of a section

The buttons you see in the <> column (comparison of run and dwell times), inform you about
identical and deviating run times on a common section (from stop point – to stop point). They
serve for adjusting the run and dwell times on this section. Use the button so edit the run and dwell
times of individual sections. They have the following meanings:

Element Description
Several line routes with identical run times serve this section.

Several line routes with deviating run times serve this section.

This route section is contained in the currently selected time profile only.

No section in the same direction is included, but at least one in the opposite
direction or at least one system route is included.

1. Make sure the Linie route editor <line route name> window is open.
2. Click the tab of the time profile you want to edit.

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 17.35.5.4 Editing a time profile

3. In the <> column, click the  ,  or button.

The Comparison of run and dwell times between SP <Name> and SP <Name> window
opens.

Note: The window does not open if you click the button. You cannot edit the times of this
section in a separate window, as the section is only contained in the current time profile.

The window lists all time profiles which serve this section. If system routes serve the section,
they are also listed in the window. For each vehicle journey combination, a system route entry
is listed, also for the default. System route entries are marked with the  system route icon
in the Type column.

Note: In the window, you can also edit the run times of system routes.

4. Make the desired changes.

Note: If you do not enter a unit, your entry is interpreted as minutes.

Element Description
Run time Input field for the run time
column You can apply the value to other rows by marking the desired rows before
entering them. If you want to apply the value and this time to all selected
time profiles and system routes, select Use run time for all in the shortcut
menu after entering the value.
Dwell time Input field for the dwell time
column You can apply the value to other rows by marking the desired rows before
entering them. If you want to apply the value and this time to all selected
time profiles, select Use dwell time for all in the shortcut menu after enter-
ing the value.
Note
You cannot specify dwell times for system routes.
Show only act- If the option has been selected, only active time profiles and system routes
ive objects are listed in the window.
Show opposite If the option is selected, all displayed lines will show both directions of
direction travel. You can perform the comparison of the run and dwell times for both
directions.

5. Confirm with OK.

The changed times are applied.

Specifying fare points for time profiles

You can use fare points to model fares. They enter the impedance function and are used in the
revenue calculation.

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 17.35.5.5 Adjusting time profiles

1. Make sure that the Items and time profiles tab is selected in the Edit line route window.
2. Click the tab of the time profile you want to edit.

3. Click the Select attributes for table to the right symbol to select the following attributes
and specify the desired values.

Element Description
Number of fare Number of fare points that are assigned when using the time profile
points item
Number of fare Number of fare points that are assigned when alighting at this time
points for alighting profile item
Number of fare Number of fare points that are assigned when boarding at this time
points for boarding profile item
Number of fare Number of fare points that are assigned when passing through this
points for passing time profile item
through

Notes: The parameters may also take negative values.

During assignment all fare points of a time profiles are summed up. In this process, for each
time profile, Visum checks if the total is greater or equal to zero.
In the Number of link fare points column you can display the number of fare points resulting
at the time profile item from totaling the fare points of all links (see "Links: PuT TSys tab" on
page 1228).
You can, for example, also edit the values via the Multi-edit functionality (see "Editing attribute
values of network objects" on page 1100).

17.35.5.5 Adjusting time profiles

You can couple vehicle journeys of different line routes on jointly served sections of any desired
length (see Fundamentals: Chpt. 3.1.15.6, page 125). The coupling is done in the timetable. As
preparation, you can adjust time profiles.
1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. In the list, double-click the desired line route.
The Edit line route window opens.
3. Select the Items and time profiles tab.
The tab contains all sections of the selected line route.
4. To edit the display of the attributes, click the Select attributes for table to the right symbol

(see "Selection of attributes" on page 1073).

5. Select the sections to be coupled by marking the desired rows.

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 17.35.5.5 Adjusting time profiles

6. Click the Adjust time profiles on the selected section....

The Select time profiles to be adjusted window opens. All time profiles are displayed which
are positioned on a line route with a common course and which meet the filter criteria.
7. You can restrict the list of time profiles by selecting one or several of the following options:

Element Description
Only active time If the option has been selected, only active time profiles are suggested.
profiles
Only the same If the option is selected, only time profiles with the same transport sys-
transport system tem are suggested.
Only the same If the option has been selected, only time profiles with the same oper-
operator ator are suggested.

8. If required, make further changes:

Element Description
Also adjust line  If the option has been selected, for the time profiles selected, all line
route items on route items of the line routes will be adjusted. In the course of this, route
common points are set in accordance with the reference line route and the To length
course is set to the value of the reference. Only at the last line route item, the To
length remains unchanged.
 If the option has not been selected, a route point is set at line route items
of the common course where a profile point exists in the reference time
profile.
Also adjust If the option has been selected, the boarding and alighting options on the
boarding and common course are adjusted to the reference line route.
alighting on
common
course

9. Select one or more time profiles from the list of qualified time profiles.
10. Confirm with OK.
The time profiles are adjusted. If the adjustment is not possible, the original state is kept and a
message opens.

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 17.35.5.6 Multiple display of time profiles

17.35.5.6 Multiple display of time profiles

You can display the attributes of selected time profiles side by side in the list of the profiles and
compare them immediately. If the selected line route has more than one time profile, a Multiple
tab is displayed. You can restrict the selection of the time profiles displayed in the Multiple tab as
follows.
1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. In the list, double-click the desired line route.
The Edit line route window opens.
3. Select the Items and time profiles tab.
The tab contains all profiles of the selected line route.

4. Click the Specify the time profiles to be displayed in the multi-view symbol .
The Select time profiles for multi-view window opens.
5. Select the time profiles, whose attributes you want to compare.
6. Confirm with OK.
In the Multiple tab, each displayed attribute is displayed several times, depending on the number
of selected profiles.

Notes: If you have selected the profiles 1, 2 and 3 for the multiple display, the attributes Depar-
ture 1, Departure 2 and Departure 3 will be displayed in the Multiple tab.
The multiple display does not provide all the functions that are provided in the regular display of
the individual profiles.

17.35.5.7 Deleting unused time profile points

You can delete all run time profile points which are not used for the vehicle journeys.
1. In the Network window, right-click the Lines button.
The Lines shortcut menu opens.
2. Select the Delete unused time profile points entry.
The Delete unused profile points window opens.
3. Specify whether you want to delete the unused profile points of all or of all active time profile
items.
4. Confirm with OK.
The unused profile points of all or all active time profile items are deleted.

17.35.5.8 Deleting a time profile

1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. In the list, double-click the desired line route.

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 17.35.6 Selecting line routes

The Edit line route window opens.

3. Select the Items and time profiles tab.
The tab contains all time profiles of the selected line route.
4. Click the time profile that you want to delete.

5. Click the Delete current time profile icon.

A query opens.
6. Confirm the query.
The selected time profile is deleted.

17.35.6 Selecting line routes

There are several ways to select a line route in order to edit it in another step.
Marking line routes
Setting active/passive line routes

17.35.6.1 Marking line routes

1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. If required, restrict the number of line routes which is searched.

Element Description
Only active ones If the option has been selected, only active line routes are displayed.

3. From the list, select the desired line route.

Tips: You can also select single line routes via the input field. To do this, enter the name of
the line route in the field. The line route is selected in the list.
You can also mark several line routes if you mark one or more stop points in the network.
Then all line routes will be marked, which traverse these stop points.

The course of the line routes is marked in the network.

4. If required, click the Zoom button.
The network section is enlarged and the marked line routes are positioned in the middle of the
section.

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 17.35.6.2 Setting active/passive line routes

Tips: Use the Initialize button if you want to remove the previously marked line routes from the
selection.
You can also mark the line route courses of a line if you click on a stop point in the network
which is traversed by a line route.
Alternatively, you can mark a line route by selecting the respective row in the list of line routes
(see "Selecting list sections" on page 2533).

17.35.6.2 Setting active/passive line routes

Network objects can be active or passive. There are several possibilities to set line routes active:
By selecting the option for the desired line route in the Line routes window, In selection
column.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Lines button.
The Lines / Line routes window opens.
3. Make sure that the Line routes option has been selected.
4. Press and hold down the CTRL key.
5. Click the line routes you want to set active.
6. Right-click one of the marked line routes.
The context menu opens.
7. Select the desired option.

Element Description
Set In selec- Only line routes
tion Sets the marked line routes to active, but does not change the status of the
other line routes.
Line routes and subordinated objects
In addition to marked line routes, also sets the following network objects act-
ive:
Line route items
Time profiles
Time profile items
Vehicle journeys
Vehicle journey sections
Reset In selec- Sets the marked line routes to passive, but does not change the status of the
tion other line routes.
Line routes and subordinated objects

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 17.35.6.2 Setting active/passive line routes

Element Description
In addition to the marked line routes, also sets the following network objects
passive:
Line route items
Time profiles
Time profile items
Vehicle journeys
Vehicle journey sections
Invert In selec- Sets all marked active line routes to passive and all marked passive line
tion routes to active.
Line routes and subordinated objects
In addition to the marked, active line routes, also sets the following network
objects passive and all network objects of passive line routes active:
Line route items
Time profiles
Time profile items
Vehicle journeys
Vehicle journey sections
Set In selec- Exclusively sets all marked line routes to active. At the same time, non-
tion exclus- marked active line routes are set to passive.
ively Line routes and subordinated objects
In addition to the line routes, also sets the following network objects active:
Line route items
Time profiles
Time profile items
Vehicle journeys
Vehicle journey sections

Note: If you set the In selection option manually, the last line edited is moved to the top of
the window section.

Via the line filter (see "Using filters to set network objects active or passive" on page 1125)
Note: The spatial selection of network objects of the line hierarchy (lines, line routes, line route
items, time profiles, time profile items, vehicle journeys, vehicle journey sections) is not pos-
sible. You can, however, add or remove the network objects of these network object types to/-
from the selection in various different ways.

With a click in the Spatial selection toolbar on the buttons Include all objects into the spa-
tial selection, Invert spatial selection or Remove all objects from the spatial selection
(see "Setting network objects active/passive via the spatial selection" on page 1152)

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 17.35.7 Editing attribute values of line routes

Edit IsInSelection attribute per network object, for example, in the list of the respective net-
work object. If you enter 1, the respective network object will be active, if you enter 0, it will be
passive.

17.35.7 Editing attribute values of line routes

You can edit the attribute values of one line route, all marked line routes or all (active) line routes.

17.35.7.1 Editing the attribute values of line routes

1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. In the list, double-click the desired line route.

Tip: Alternatively, you can search for the desired line route (see "Finding network objects in
the network" on page 1116).

The Line route editor (line route name) and Quick view (line routes) windows open.
3. Edit the values of the desired attributes.
4. Close the window in which you made the changes.
The attribute values are edited.

Note: You can also change the values of the input attributes of line routes in the list (Line
routes) (see "Working with lists" on page 2507).

17.35.7.2 Editing the attribute values of marked line routes

1. Mark the desired line routes whose attribute values you want to edit (see "Marking line routes"
on page 1437).
The selected line routes are marked.
2. Press the ENTER key.
The Multi-edit line routes: <Number> objects window opens.

Tip: You can also call the Multi-edit line routes: <Number> objects window via the short-
cut menu > entry Edit or double-click the last line route that you want to mark.

3. Edit the values of the desired attributes (see "Creating a line route" on page 1414 and "Editing
attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.35.7.3 Editing the attribute values of all or all active line routes
Note: If there are no passive line routes in the network, all line routes are edited. Markings of
line routes are ignored.

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 17.35.8 Editing line route items

1. If required, set the line routes active, whose attribute values you want to edit, via filter criteria
(see "Using filters to set network objects active or passive" on page 1125).
The selected line routes are active.
2. In the Network window, right-click the Lines button.
The Lines shortcut menu opens.
3. Select the Multi-edit > Line routes entry.
The Multi-edit line routes window opens.
4. Select whether you want to edit the attribute values of all line routes or just the active ones.

Element Description
Only active If the option has been selected, only active line routes will be taken into
ones account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Creating a line route" on page 1414 and "Editing
attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.35.8 Editing line route items

You can either edit individual line route items or the course of several line route items at the same
time (see "Editing the course of several line routes at the same time" on page 1442).

Notes: Please note the rules for editing line route items (see "Basic rules: Editing a route
course" on page 1443).
If you edit line route items, the vehicle journeys and vehicle journey sections of the line route
are affected (see "Effects on vehicle journeys and vehicle journey sections" on page 1447).
The vehicle journeys are adjusted in such a way, that they keep their departure/arrival at the ref-
erence stop point (see "Editing a time profile" on page 1426).
When editing line routes, couplings continue to exist, where possible.

17.35.8.1 Editing a line route

1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. Select the line route you want to edit.
The line route is marked.
3. Press F5.
The Edit course window opens.
4. Click the Parameters button.

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 17.35.8.2 Editing the course of several line routes at the same time

5. Specify the parameters for the path search (see "Line routes: specifying parameters for the
path search" on page 1415).
6. Modify the previous course.

Note: You can fix items first in order to keep them. Then you can modify the course between
two fixed items by dragging the desired points to new positions while keeping the mouse but-
ton pressed (see "Basic rules: Editing a route course" on page 1443).

7. Confirm with OK.

The new course of the line route is saved. Depending on your setting the line routes of coupled
vehicle journeys are also changed.

Tips: You can also edit or shorten the course of individual line routes with the aid of tables (see
"Tabular editing of a line route course" on page 1449) (see "The Line route editor window" on
page 1417).

Rerouting time profile elements including their properties

When you change the course of a line route, you have the option of moving the properties of the
time profile elements as well. You, for instance, want like to drag a stop point of a line route to a dif-
ferent stop point that is not yet part of the line route. When doing so, you want to keep the dwell
times and from/post run times.
1. Perform steps 1 to 5 of editing the course (see "Editing a line route" on page 1441).
2. Make sure that the time profile item you wish to reroute has not already been edited during
steps 1 to 5.
3. Hold down the mouse button and drag the desired time profile item to a node or stop point via
which the new line route items shall run. The new point must not be a profile point of the line
route yet.
4. Hold down the SHIFT key.

Note: Please note any info text in the program window status bar about the operations avail-
able.

5. First release the mouse button, then the SHIFT key.

The time profile item including its properties has been moved and the line route course has been
rerouted.

17.35.8.2 Editing the course of several line routes at the same time
You can edit the course of several line routes at the same time. Each modification then has the
same effect on the selected line routes which would be affected if the line routes were edited sep-
arately.
1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. Mark the line routes that you want to edit.

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 17.35.8.3 Basic rules: Editing a route course

Tips: You can, for example, also mark several line routes if you mark one or more stop points
in the network. Then all line routes will be marked, which traverse these stop points.
Alternatively, you can mark several line routes in the Line routes window or one by one in
the network (see "Marking line routes" on page 1437).

The line routes are marked.

3. Right-click in the network display.
A shortcut menu opens.
4. Choose Edit course.
The Edit course window opens.

Note: At the top of the window, the <Number> line routes is displayed, which are marked.

5. Specify the parameters for the path search (see "Line routes: specifying parameters for the
path search" on page 1415).

Note: If necessary, n the Edit course window, click the Zoom button to enlarge the section
with the courses of all marked line routes.

6. Modify the previous courses.

Note: You can fix items first in order to keep them. Then you can modify the course between
two fixed items by dragging the desired points to new positions while keeping the mouse but-
ton pressed (see "Basic rules: Editing a route course" on page 1443).

The course of all line routes which traverse the route points is changed.
7. Confirm with OK.
The new course of the line routes is saved.

17.35.8.3 Basic rules: Editing a route course

Notes: The following rules apply when editing the course of a line route and when editing the
course of a system route.
The rules also apply when editing the course of a path. However, only nodes and zones, and
no stop points, can be part of the course (see "Editing the course of a path" on page 1346).
Please note any info text in the program window status bar about the operations available.

In the route path, fixed and non-fixed (=free) items are distinguished. When you are using the Edit
mode, you can fix items in the route course.
Fixed items cannot be shifted. They are taken into account during the shortest path search.
The route course runs via these stop points or nodes.
Free items can be shifted, i.e. the route no longer runs via the free item but via the object
(stop point/node/link) to which the first free item is shifted.

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17.35.8.3 Basic rules: Editing a route course

Start and end stop points are regarded as fixed stop points in the route path as long as they
are not shifted.
Note: Free and fixed items are displayed in different colors. You can set the color for the display
via the Graphics > Edit graphic parameters menu on the Basis page. Free items are dis-
played in the color set for Marking 1, fixed items are displayed in the color set for Marking 2
(see "Specifying basic settings for the Network editor window" on page 2551).

Fixing a node or a stop point

1. Select the desired line route or system route.
2. Press F5 to activate the Edit mode.
3. Click on the node or stop of the highlighted route that you want to fix in the network, or press
the Fix all profile points button to fix all nodes or stops on the desired line route.
The item is fixed and highlighted in marking color 2.

Note: You can also revert the fixation by clicking on the item again, or by pressing the Undo all
fixations button.

Editing a route course or a route section

You can edit a route course as follows.

Note: The planned change of the line route items is shown in the Network preview.

Procedure Description
Editing the In this case, you do not have to fix stop points, as the start stop point and the end
entire route stop point are regarded as fixed.
course
Editing a If the respective section is at the beginning or at the end of the current route
section of path, you only have to fix one stop point/node. You can then edit the section
the course between the start stop point or end stop point and the fixed item without chan-
ging the remaining section of the route course.
If the respective section is at the center of the route course, that is if a section
at the beginning and a section at the end of the current route course shall
remain unchanged, you have to fix two items which define the beginning and
the end of the changeable route section (see "Example 2: Rerouting the
route path in the middle" on page 1446).
Extending a Fix the previous start or end stop point and drag the route course from the pre-
route vious start or end stop point to the desired stop point while holding down the
course mouse button. Then release the mouse button.
Shortening Fix the stop point which shall be the new start or end stop point of the route and
a route drag the previous start or end stop point to the fixed stop point while holding down
course the mouse button. Then release mouse button (see "Example 1: Shortening the
route path at the start" on page 1445).

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 17.35.8.3 Basic rules: Editing a route course

Visum provides four path search criteria for the route path search from or to fixed stop point-
s/nodes (see "Line routes: specifying parameters for the path search" on page 1415) and, based
on the specified search criterion, searches the best path from a fixed stop point/node or from the
start stop point of the route to the next fixed stop point/node or to the end stop point and displays
the new course of the edited route path.

Note: The following applies to edited courses of system routes:

The length and the run time are transferred to the new sections according to the current
system route attributes.
The lengths and run times of the other sections remain the same because the route path
has not changed on these sections.

Example 1: Shortening the route path at the start

The route course to be shortened has the original course (stop points or nodes) 1 > 2 > 3 > 8 > 9 >
4 > 5.
Procedure 1

1. Fix the stop point 3 (see "Fixing a node or a stop point" on page 1444).
2. Drag the start stop point 1 to the stop point 3.

The fixed stop point 3 is the new start stop point of the course. A shortest path search was not car-
ried out.
Procedure 2

1. Drag the start stop point 1 to the stop point 3 without fixing an item.

The new route path is 3 > 4 > 5. A shortest path search is carried out.

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17.35.8.3 Basic rules: Editing a route course

Example 2: Rerouting the route path in the middle

The route course to be rerouted has the original course (stop point or node) 1 > 2 > 3 > 8 > 9 > 4 >
5.
Procedure 1

1. Fix the stop points 2 and 9 (see "Fixing a node or a stop point" on page 1444).
2. Drag the stop point 8 to the stop point 12.

The new route path is 1 > 2 > 7 > 12 > 13 > 14 > 9 > 4 > 5.
Procedure 2

1. Fix the stop point 2 and the stop point 8 (see "Fixing a node or a stop point" on page 1444).
2. Drag the stop point 3 to the stop point 7.

3. Undo the fixation of stop point 7 by clicking the stop point once more.

Note: Stop point 2 and stop point 8 remain fixed.

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 17.35.8.3 Basic rules: Editing a route course

4. Drag the stop point 7 to the stop point 13.

The new route path is 1 > 2 > 7 > 12 > 13 > 8 > 9 > 4 > 5.

Changing the route course by specifying a particular position

You can also reroute the course of a line route via a desired stop point or node if you select the
desired position using the search function instead of dragging the stop point to the desired pos-
ition. Proceed like this if many stop points are located close to each other geographically.
1. Make sure that the desired line route has been selected and that the Edit shape mode has
been activated.
2. Fix the desired stop points, as described in the examples (see "Example 1: Shortening the
route path at the start" on page 1445 and "Example 2: Rerouting the route path in the middle"
on page 1446).
3. Right-click the stop point at which you want to change the route course.
4. On the shortcut menu, click Select storage location.
The Find stop point/node window opens.
5. In the drop-down list, select the desired search criteria.
6. Enter the desired search term.
The object in search for will be marked in the list.
7. Confirm with OK.
The route path is rerouted via the desired node / stop point.
8. Confirm with OK.

Effects on vehicle journeys and vehicle journey sections

If you edit the course of a line route, the vehicle journeys and vehicle journey sections of the line
route are affected.
If the route path is changed in such a way that the start and the end item of a vehicle journey
(or a vehicle journey section) are no longer included in the new route path, the vehicle jour-
ney (or vehicle journey section) will be deleted.
If a vehicle journey (or vehicle journey section) has the same start and end item due to the
application of the rules below, it will be deleted.

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17.35.8.3 Basic rules: Editing a route course

If all vehicle journey sections of a vehicle journey are lost because of the rules below, it will be
deleted.
The following applies when editing the beginning of a course:

Operation Description
Shorten If the course is shortened at the start, all affected vehicle journeys (vehicle
(a starting section journey sections) are shortened accordingly and thus start at the new first
of the new course item of the course after the modification.
is completely
enclosed in the
former course)
Extend Vehicle journeys (vehicle journey sections), which used to start at the first
(a starting section item of the course, will also be extended. They will thus again start at the first
of the former item of the new course. All other vehicle journeys (vehicle journey sections)
course is com- remain unchanged.
pletely enclosed
in the new
course)
Reroute Vehicle journeys (vehicle journey sections), which used to start at the first
(all other changes item of the course, will also be rerouted. They will thus again start at the first
within the start item of the new course. All other vehicle journeys (vehicle journey sections)
section) affected are treated as if shortened. They thus start at the first remaining
item of the former course.

The following applies when editing the end of a course:

Operation Description
Shorten If the course is shortened at the end, all affected vehicle journeys (vehicle
(an end section of journey sections) are shortened accordingly and thus end at the new last
the new course is item of the course after the modification.
completely
enclosed in the
former course)
Extend Vehicle journeys (vehicle journey sections), which used to start at the last
(an end section of item of the course, will also be extended. They will thus again end at the last
the former course item of the new course. All other vehicle journeys (vehicle journey sections)
is completely remain unchanged.
enclosed in the
new course)
Reroute Vehicle journeys (vehicle journey sections), which used to start at the last
(all other changes item of the course, will also be rerouted They will thus again end at the first
within the end sec- item of the new course. All other vehicle journeys (vehicle journey sections)
tion) affected are treated as if shortened. They thus start at the first remaining
item of the former course.

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 17.35.8.4 Tabular editing of a line route course

The following applies when editing the middle of a course:

Note: Due to the first basic rule above, it is irrelevant whether a start and an end item of a
vehicle journey (vehicle journey section) are included in the altered section of a course.

If the modified section lies entirely in between the start item and the end item of a vehicle jour-
ney (vehicle journey section), the vehicle journey (or vehicle journey section) will also be
rerouted. It depends on the location of the reference point whether its departure time needs
to be adjusted. Calculated departure and arrival times past the modified section are always
subject to change.
If the modified section contains exactly one outer item of a vehicle journey (or a vehicle jour-
ney section), the procedure is the same as when shortening a vehicle journey. If only the start
item lies within the modified section, the vehicle journey (or the vehicle journey section) will
subsequently start at the first item past the modified section. If only the end item lies within
the altered section, the vehicle journey (or the vehicle journey section) will subsequently end
at the last item before the modified section.

Adjusting departure times of vehicle journeys

When rerouting a line route, the departure times of vehicle journeys may have to be adjusted so
that their temporal positions are not changed.
If the time profile has a reference item which is not lost, you should fix the virtual depar-
ture/arrival time at the reference item for each vehicle journey and restore it after rerouting
and set the new time profile times by adjusting the departure time of the vehicle journey.
If the time profile has a reference item which gets lost, proceed as follows: If the start item of
the vehicle journey changes, fix the departure time at the first remaining item of the vehicle
journey. If the start item of the vehicle journey does not change, an adjustment is not neces-
sary. The departure time at the start item is fixed.
If the time profile has no reference item, proceed as follows: If the start item of the vehicle jour-
ney changes, fix the departure time at the first remaining item of the vehicle journey. If the
start item of the vehicle journey does not change, an adjustment is not necessary. The depar-
ture time at the start item is fixed.

17.35.8.4 Tabular editing of a line route course

Note: You can only edit line route courses via tables if system route courses already exist (see
"Managing system routes" on page 1471).

Instead of manually editing line routes or creating line routes, you can extend single line routes via
tables (see "Tabular extension of a line route" on page 1453) or reroute them (see "Tabular rerout-
ing of line routes" on page 1450). This is done based on system route courses that already exist in
the network.

Note: System route courses can in turn be generated from time profiles (see "Managing system
routes" on page 1471).

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17.35.8.4 Tabular editing of a line route course

You can attach system route courses at the start stop point and at the end stop point of a line
route in order to extend it. You can also use system course routes, in order to reroute particular
line route sections. In the course of this, please note:
Since system routes always start and end at stop points, a tabular extension is only possible
if the start point and the end point of the line route coincide with stop points. If just one of
these points is a stop point, only from here you can extend the course via tables.
If the transport system of the system route differs from the transport system of the line route,
you might have to open links, turns and stop points to the transport system of the line route.
No route points are generated on the new section of the course (apart from the start stop
point and the end stop point). The length of the new section is taken from the system route.
If an existing line route is edited, the run times of all time profiles of the line route are adjus-
ted. By default, the system route times are used.

Tabular rerouting of line routes

If you want to reroute a section of the selected line route, proceed as follows.
1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. Mark the line route that you want to edit.
3. Right-click in the network display.
A shortcut menu opens.
4. Choose Edit course.
The Edit course window opens.
5. Click the Tabular rerouting button.

Note: This button is not provided if there are no suited system routes in the network.

The Select area for rerouting window opens. It lists all route points that are located at stops
of the transport system of the selected line route.

6. If necessary, restrict the display of route points using the filter:

All route points located at stop points of the transport system [...]
All profile points located at stop points of the transport system [...]
All profile points at which boarding or alighting is permitted
7. Confirm with OK.
The filtered route points are displayed.
8. Select all route points in the list that are to be available for rerouting.
9. Confirm with OK.
The Reroute line route <...> tabularly window opens.
10. Make the desired changes.

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 17.35.8.4 Tabular editing of a line route course

Element Description
Show only act- If the option has been selected, only active system routes will be listed.
ive system
routes
Also suggest If the option is selected, system routes that imply a return to the last stop
loops will also be suggested.
Filters You can use the filters to further reduce the list of the system route sec-
tions.
End stop point
Use this button to open the Find stop points window. Select the desired
end stop point.
Transport systems
Click this button to open the Select transport systems window. Select
the allowed transport systems.
Vehicle combinations
Click this button to open the Select vehicle combinations window. Select
the allowed vehicle combinations.
Lines
Use this button to open the Select lines window. Select the desired lines.
Available sys- The available system route sections that you can use to reroute the line
tem routes route are listed here.
For each system route, the columns of Start stop point, End stop point,
Name, VehComb, RunTime, Lines and Vehicle journeys are displayed.
Note
The Run time defines the total of TNonStop, TStartStop and TEndStop.
Zoom Use this button to display the entire route course of the marked line route.
Undo Use this button to undo the last step and remove the last section added.
Add Use this button to confirm the modified course via the section marked in
the list.
Tip
You can also add a section to the line route by double-clicking the respect-
ive row.

11. Click the Add button.

The line route is changed and the system route selection is updated accordingly.
12. Reroute further sections, if required.
13. Confirm with OK.

Example
1. In the Edit course window, click the Tabular rerouting button.

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17.35.8.4 Tabular editing of a line route course

The Select area for rerouting window opens.

2. If necessary, restrict the selection using the filter symbol.
All points that meet the filter criteria are available for selection.
3. Specify the section you want to reroute by selecting the required stops in the list.
In the example, the section Heidering > Dreizahnstraße is to be rerouted.
4. Confirm with OK.
The Reroute line route <...> tabularly window opens.

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 17.35.8.4 Tabular editing of a line route course

The system routes available for the section to be rerouted are displayed in the list. In the net-
work display, the suggested course of the line route selected in the window is highlighted.

5. In the drop-down list, select the desired section.

6. Click the Add button.
The suggested route is saved and the line route is rerouted.
7. Reroute further sections, if required.

Note: The rerouting is completed when the selected To stop point is reached.

8. Confirm your changes with OK.

Tabular extension of a line route

1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. Mark the line route that you want to edit.
3. Right-click in the network display.

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17.35.8.4 Tabular editing of a line route course

A shortcut menu opens.

4. Choose Edit course.
The Edit course window opens.
5. Click the Tabular lengthening button.
The Extend line route <...> tabularly window opens. Depending on the selected option, it
contains a list of all possible extensions of the line route course at the beginning or at the end.
6. Make the desired changes.

Element Description
Extend at the If the option has been selected, the system route section selected in the list
beginning is attached at the start of the previous course.
Extend at the If the option has been selected, the system route section selected in the list
end is attached at the end of the previous course.

7. If required, make further changes (see Tabular rerouting of line routes on page 1450).
8. Select a system route section from the list with which you want to extend the course.
9. Click the Extend button.
The system route section is added at the beginning or end of the line and the system route
selection is updated accordingly.
10. Add further sections, if required.
11. Confirm with OK.

Note: Depending on the parameter setting for the path search, associated vehicle journeys
will automatically be extended if a line route is extended (see "Line routes: specifying para-
meters for the path search" on page 1415).

Example
The course of the selected line route is marked in the network.

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 17.35.8.4 Tabular editing of a line route course

The dark marking indicates the possible extension, which corresponds with the row selected in
the Extend line route <...> tabularly window. The light marking indicates the previous course of
the line route. If the above course is accepted via a double-click on the respective row or via the
Extend button (here Tannenstr - Weinbergweg), further potential extensions will be suggested
afterwards from the stop point Weinbergweg (= the new From stop point).

These in turn are listed in the Extend line route <...> tabularly window.

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 17.35.8.5 Removing zigzags from a route course

17.35.8.5 Removing zigzags from a route course

You can remove zigzag courses of one or several line routes in the network editor. The function
checks the route one after the other, starting from a starting position, for zigzagging. Visum iter-
atively removes zigzag courses until no more can be removed without creating a new zigzag
course. Trivial zigzags are also removed. These are zigzags, each of which has profile points only
on one of the links traversed several times.

Note: The functionality is also available for system routes. It is described below for line routes.

1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. Mark the line route whose zigzags you want to remove.
3. Right-click in the network display.
A shortcut menu opens.
4. Select the Remove zigzags entry.
One or more queries are displayed, listing the links that have been traversed multiple times
and that must be removed from the course to remove the zigzags.
5. Confirm the queries.
The zigzag courses of the marked line route are removed.

Tip: Alternatively, you can remove zigzags in other places in Visum:

In the Linie route editor window (see "Editing line route items" on page 1418)
In the windows tabular or graphical timetable (see "Removing zigzag from the stop
sequence in the tabular or graphic timetable" on page 2791)
In the window Edit sequence of stop events(see "Editing the stop sequence" on
page 2784)
In the window Timetable lines: stop sequence (see "Removing zigzags from the stop
sequence" on page 2780)
During a network check (see "Checking the network" on page 1533)

17.35.9 Copying a line route

1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. From the list of line routes, select the one you want to copy.
3. Right-click in the network display.
A shortcut menu opens.
4. Select the Copy line route entry.
The Copy line route window opens.
5. Make the desired changes.

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 17.35.10 Connecting line routes

Element Description
Line Use the drop-down list to select the line to which the line route shall be
allocated.
Only active If the option has been selected, only active lines will be taken into account.
ones
Name In the input field, enter a name for the new line route.
Note
By default, the name of the copied line route is displayed.
The name of the new line route must not exist in the network for the same
direction. If you select the opposite direction, you can name the line route
exactly like the other direction.
Direction Use the drop-down list to select a direction for the new line route.
Copy also all If the option has been selected, all vehicle journeys and journey sections
vehicle are copied with the line route.
journeys
Also copy walk If the option has been selected, all wait and walk times at stops are copied
and wait times together with the line route.
at stops
Restrict course The line route can be shortened by selecting a From stop point or a To
stop point.
From stop point
Use the drop-down list to select a From stop point for the new line route.
To stop point
Use the drop-down list to select a To stop point for the new line route.
Suggest route points only
If the option has been selected, you can only select route points with a
stop point.

6. Confirm with OK.

The line route is copied including all its attributes. Existing allocations in the line routes of stops to
the stop sequence are also copied. The new line route is listed in the Line routes window.

17.35.10 Connecting line routes

Note: Existing assignment results are deleted when connecting line routes.

With this functionality, you can generate a new line route from two adjoining line routes. The line
routes to be connected need to meet the following requirement:
The start stop point of one of the line routes is the end stop point of the other one.
Connecting line routes means that at the connecting stop point, the last line route item of the first
line route is merged with the first line route item of the second line route. The last time profile item
of the first time profile is allocated to the first time profile item of the second time profile.

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17.35.10 Connecting line routes

For the merged line route item, the To-length is set to the To-length of the first line route item of
the second line route and to the user-defined attributes of the last item of the first line route or the
first time profile..
Notes: If the stop point at which two line routes shall be connected is an undirected link stop
point (see "Creating a stop point" on page 1378), the outgoing line route must point in the
opposite direction of the incoming one, since the line route cannot turn on a link stop point.
Existing chained up vehicle journey sections are retained.
Line routes of the same line, like the opposing directions of a line route, can also be connected.

If you want to connect line routes, proceed as follows.

1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. From the list of line routes, select the one you want to connect to another line route.
3. Right-click in the network display.
A shortcut menu opens.
4. Select the Connect line route entry.
The Connect line route <Name> window opens.
5. Make the desired changes.

Element Description
Line route to In this section, you can specify whether the selected line route shall be exten-
be connected ded at the start or at the end.
Extend at the end with
If the option has been selected, you can pick the line route which you want to
use for the extension at the end.
Extend at the beginning with
If the option has been selected, you can pick the line route which you want to
use for the extension at the start.
Combination Edit line routes
type If the option has been selected, the line, the direction, and the name of the
selected line route will be used. The newly created line route is then a com-
bination of the two line routes. The line route selected at the top of the win-
dow will be deleted.
Create new line route
If the option has been selected, the combination parameters are enabled.
Combination Dwell time at connection point
parameters If this option is selected, you can enter a dwell time in the entry field.
Dwell time at connection point from default dwell time of stop point (0
min)
If this option is selected, Visum uses the default dwell time of the stop point.

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 17.35.11 Swapping line routes

Element Description
Line of the new line route
Use the drop-down list to select a line to which the new line route shall be
allocated.
Name of the new line route
Enter the name of the new line route
Direction of the new line route
Use the drop-down list to allocate a direction to the new line route.
Discard combined line routes
If the option has been selected, the two original line routes will be deleted.
If the option has not been selected, the new line route will be created in
addition to the two combined line routes.
Also copy vehicle journeys
If the option has been selected, all vehicle journeys will be copied.
Notes
The copied vehicle journeys keep their original course and are thus not even
lengthened if they start or end at the connecting stop point.
User-defined attributes and AddValues are copied from the selected line
route.

6. Confirm with OK.

The line routes are connected.

17.35.11 Swapping line routes

In the Network editor window, you can swap the branches of line routes at a stop which is served
by both line routes.

Before the swap:

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17.35.11 Swapping line routes

After the swap:

1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. In the Network editor window, click the stop at which you want to swap line routes.
3. In the Line routes window, mark the two line routes that you want to swap.
4. Right-click the marking.
5. On the shortcut menu, click Swap line routes.
The Swap <line route 1> and <line route 2> window opens.

6. If required, click the  icon to edit the attribute selection for the display of the table.
7. For the first line route, in the Selection column, select the desired item for the swap from the
list of possible line route items.
Depending on the selection, the selection of the possible line route items is adjusted to the
second line route. Only those line route items are displayed which have the same position, in
case of link stop points additionally in the same direction of traversed line route items.
8. For the second line route, in the Selection column, select the desired item for the swap from
the list of possible line route items.

Note: In the Selection column, only those line route items will then be offered for selection at
which all time profiles have a profile point and whose stop point exists with the same prop-
erty among the line route items of the other line route. In case of link stop points, the link stop
point also has to be traversed in the same direction. For those line route items which cannot
be selected, the reasons are displayed in the Selection column.

9. If required, edit the Maximum dwell time when combining vehicle journeys.
10. Confirm with OK.
The line routes are swapped.

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 17.35.12 Creating the opposite direction of a line route

17.35.12 Creating the opposite direction of a line route

With this functionality you can create the opposite direction of a line route. It is generated as a new
line route with the corresponding course and identical attributes.

Note: If you enter a new name for the line route and allocate the direction of the selected line
route to it, a copy of the line route originates.

1. Open the Line routes window (see "Opening the Line routes window" on page 1413).
2. From the list, select the line route for which you want to create an opposite direction.
3. Right-click in the network display.
A context menu opens.
4. Select the Create opposite direction entry.
The Create opposite direction window opens.
5. Make the desired changes.

Element Description
Line Display of the line to which the line route is allocated
Name In the input field, enter a name for the new line route.
Note
If you select the opposite direction, you can name the line route
exactly like the other direction.
Direction Select the opposite direction of the selected line.
Transport system Display of the transport system of the selected line route
Copy also all If the option has been selected, all vehicle journeys and journey sec-
vehicle journeys tions are copied with the line route.

6. Confirm with OK.

The line route in the opposite direction is inserted. For each time profile of the selected line route,
a time profile in the opposite direction is created.

Note: If the original line route starts or ends at a directed link stop point (see "Managing stop
points" on page 1378), the stop point will also be inserted for the opposite direction when con-
firming a query. If there are further link stop points in the course, you can also transfer them to
the opposite direction.

17.35.13 Line routes: opening the graphical or tabular timetable

You can select line routes in the network and show then in the graphical or tabular timetable (see
"Using the graphical and tabular timetable" on page 2770).

Opening graphical or tabular timetable showing selected line routes

1. Open the Line routes window (see "Opening the Line routes window" on page 1413).

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17.35.13 Line routes: opening the graphical or tabular timetable

2. Press the CTRL key and keep it pressed.

3. One by one, click the line routes that you want to mark.
4. Click the Timetable button.
5. Click on the desired entry.
If you mark a line route located on a line that is included in the line selection, the selected
timetable opens. If you mark a line route located on a line that is not included in the selection, a
query opens.

Element Description
Edit line selec- Used to edit existing line selection in network. The Edit line selection win-
tion dow opens (see "Editing your line selection" on page 2776). There you can
make settings for editing the line selection.
Keep line selec- The existing line selection for the network is kept and the timetable opens.
tion Vehicle journeys whose course traverses the selected links are not marked.

6. Click the Edit line selection button.

7. Make the desired changes (see "Editing your line selection" on page 2776)
8. Confirm with OK.
The timetable opens and the traversed line routes are displayed according to the selected option.

Opening the graphical or tabular timetable via the search for a vehicle journey
1. In the Network window, right-click the Lines button.
2. On the shortcut menu, click Find vehicle journey.
The Find vehicle journey window opens.
3. In the list, select the attribute you want to find.

Note: The search by Name is only possible if a name has been entered for at least one
vehicle journey.

4. In the input field, enter the value or text you want to find.
As you type, the list automatically displays and marks the first attribute value that corresponds
to the entered value or text.

Note: If you click a vehicle journey in the list, the corresponding line will be marked in the net-
work.

5. Right-click the desired search result.

6. Click on the desired entry.

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 17.35.14 Aggregating line routes

Element Description
Autozoom The network section is enlarged and the marked vehicle journey is posi-
tioned in the middle of the section.
Edit Opens the window that allows you to edit multiple vehicle journeys
(see "Editing attribute values of network objects" on page 1100).
Edit line route Opens the window Linie route editor that allows you to edit line
routes and time profiles (see "The Line route editor window" on
page 1417).
Timetable You open the graphical timetable, the tabular timetable, or both
(graphical)/ timetables via the list box. Here, the respective vehicle journey is
Timetable (tabular)/ marked.
Both timetables Note
You can also mark multiple vehicle journeys in the search results and
open a timetable.

The timetable selected is opened. All lines are displayed that contain a vehicle journey with the
selected attribute. All vehicle journeys that have the selected attribute value are marked.

17.35.14 Aggregating line routes

With this functionality you can aggregate line routes and/or time profiles of one or several lines.
Line routes and/or time profiles can be aggregated within one line or over several lines (see
"Aggregating lines" on page 1407).

17.35.15 Specifying the lengths of line routes

With this functionality, you can generate the length of line routes based on the link attribute
Length.
You can execute the functionality for all, all active line routes, or marked line routes.

Editing all or all active line routes

1. If required, set the line routes active whose lengths you want to change, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected line routes are active.
2. In the Network window, right-click the Lines button.
A shortcut menu opens.
3. Select the Set lengths for line routes entry.
The Set lengths for line routes window opens.
4. Specify whether you want to set the lengths of all or all active line routes.
5. Confirm with OK.

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 17.35.16 Specifying the direction of the line route

The route section lengths of all or all active line routes are generated from the link attribute
Length.

Editing marked line routes

1. In the Line routes window, select all line routes whose lengths you want to change.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Set lengths for line routes entry.
The route section lengths of the selected line routes are generated from the link attribute Length.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.35.16 Specifying the direction of the line route

You can use this function to assign a direction to line routes.
You can execute the functionality for all, all active line routes, or marked line routes.

Editing all or all active line routes

1. If required, set the line routes active, whose direction you want to change, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected line routes are active.
2. In the Network window, right-click the Lines button.
A shortcut menu opens.
3. Select the Set direction for line routes entry.
The Set direction for line routes window opens.
4. Select whether you want to allocate a direction to all line routes or just the active ones.
5. Make the desired changes.

Element Description
Set direction to If the option has been selected, you can allocate both directions via the
drop-down list.
Invert direction If the option has been selected, the opposite direction of the current dir-
ection will be allocated to the line routes.

6. Confirm with OK.

The desired direction is allocated to all or all active line routes.

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 17.35.17 Shortening line routes to the extension of the maximum vehicle journey

Editing marked line routes

1. In the Line routes window, select all line routes whose direction you want to change.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Set direction for line routes entry.
The selected line routes are assigned the desired direction.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.35.17 Shortening line routes to the extension of the maximum vehicle journey
The functionality offers the possibility to shorten selected line routes to the extension of their
longest vehicle journeys. This means that all line route items at the beginning and at the end that
are not used by any vehicle journey are deleted.
You can execute the functionality for all, all active line routes, or marked line routes.

Editing all or all active line routes

1. If required, set the line routes active that you want to shorten, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected line routes are active.
2. In the Network window, right-click the Lines button.
A shortcut menu opens.
3. Select the entry Shorten line routes to maximum extension of vehicle journeys.
The Shorten line routes to maximum extension of vehicle journeys window opens.
4. Specify whether you want to shorten all or all active vehicle journey sections.
5. Confirm with OK.
All affected line routes are shortened to the extension of the longest vehicle journeys.

Editing marked line routes

1. In the Line routes window, select all the line routes whose extension you want to shorten.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the entry Shorten line routes to maximum extension of vehicle journeys.
All affected line routes are shortened to the extension of the longest vehicle journeys.

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 17.35.18 Extending line routes with Copy & Paste

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.35.18 Extending line routes with Copy & Paste

In the line route editor, you can use Copy & Paste to extend line routes. Parts of existing line
routes with their time profiles and (optionally) vehicle journeys are copied to the clipboard and
then appended to the beginning or end of other line routes.
To each time profile of the target line route, a time profile must be assigned for the extension. If
the source line route has no time profiles at all, the extension is assigned default values.

Notes: The operation is also possible across different networks.

The line of the line route copied in the "source network" can refer to a different transport system
than the "target line route". The line of the target line route determines the transport system.

17.35.18.1 Copying a line route section to the clipboard

1. Open the Line route editor window (see "The Line route editor window" on page 1417).

2. Use the search function to select the line route for display that you want to edit (see "Find-
ing line routes" on page 1421).
3. On the left, select a line route section of at least two journey items that you want to copy to the
clipboard.

4. Click the Copy the selected line route section to the clipboard symbol .
The section is copied to the clipboard.

Notes: If a filter is active in the line route editor, the non-displayed elements contained in the
section are also copied.
The master data of the line route, vehicle journeys and time profiles, for example operators,
valid days or vehicle combinations, are also copied.
User-defined attributes of line route journey items, time profile journey items, vehicle journeys
and vehicle journey sections are transferred.
Couplings, walk and wait times, forced chainings or planned connecting journeys are not trans-
ferred.

17.35.18.2 Pasting a line route section from the clipboard

1. Open the Line route editor window (see "The Line route editor window" on page 1417).

2. Use the search function to select the line route to which you want to append the previously
copied section.

3. Click the Paste line route section from the clipboard symbol.
The Extend line route <Name> window opens.

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 17.35.19 Generating profile points for line route items

4. Make the desired changes.

Element Description
Insert pos- In this section, you can specify whether the selected line route shall be exten-
ition ded at the start or at the end.
Note
This option is only available if the line route can be extended at the start and
at the end.
Combination Dwell time at connection point
parameters If this option is selected, you can enter a dwell time in the entry field.
Dwell time at connection point from default dwell time of stop point (0
min)
If this option is selected, Visum uses the default dwell time of the stop point.
Vehicle journeys: creating
If the option has been selected, all vehicle journeys of the copied section will
be copied.
After the operation, there will be shortened vehicle journeys on the section
corresponding to the target line route and shortened copied vehicle journeys
on the section corresponding to the source line route.

5. Confirm with OK.

If there are several possibilities to connect the existing time profiles of the target line route, the
Allocate time profiles window opens. Each time profile of the target line route must be clearly
assigned a time profile for the extension or values calculated from the network.
6. Allocate the desired time profiles to the existing time profiles via the selection list Time profile
for extension.

Note: If there is a time profile of the same name in the source line route for a time profile of
the target line route, this is preset for the allocation. For the other time profiles of the target
line route, the default Calculate run and dwell times from network is used. The default
values for the run times are based on the link attribute t0-PuT, the default values for the
dwell times are based on the stop point attribute Default dwell time.

7. Confirm with OK.

The line route is extended by the copied section.

17.35.19 Generating profile points for line route items

With this functionality you can generate profile points on existing route points.
You can execute the functionality for all or all active line routes.
1. If required, set the line routes active for which you want to generate profile points, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or

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 17.35.20 Deleting line routes

filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected line routes are active.
2. In the Network window, right-click the Lines button.
The Lines shortcut menu opens.
3. Select the Create profile points for line route items entry.
The Create profile points window opens.
4. Specify whether you want to generate profile points for all or all active line route items.
5. Confirm with OK.
For existing route points, time profile items are created and the run times of the time profiles are
adjusted.

17.35.20 Deleting line routes

How to delete line routes is described for all network objects (see "Deleting network objects" on
page 1159 and "Deleting active network objects" on page 1160).

Notes: If you delete a line route, all associated time profiles and vehicle journeys will also be
deleted.
If you delete line routes, existing public transport assignment results will be reset.

17.36 Managing main lines

Several lines can be combined in one main line and then be evaluated together.

17.36.1 Creating a main line

1. On the Network menu, click PuT main lines.
The PuT main lines window opens.

2. Click the Create button.

The Create main line window opens.
3. Enter the desired data (see "Properties and options of main lines" on page 1468).
4. Confirm with OK.
The main line is inserted.

17.36.2 Properties and options of main lines

The upper section of the Create main line or Edit main line window contains the general attrib-
utes of main lines. In the lower section you can allocate lines to main lines or remove them from
the allocation.

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 17.36.3 Setting active/passive main lines

Element Description
Name Name of the main line
Comment Enter an arbitrary text
Lines
In this section, you can allocate lines to main lines. Click the buttons or (see
"Allocating a line to a main line" on page 1469 and "Removing a line from a main
line allocation" on page 1469).
Note
A line can be assigned to only one main line.
Tip
You can also change the allocation of lines to main lines in the MainLineName
column of the Lines list (see "Working with lists" on page 2507).
Only act- If the option has been selected, only active lines will be listed under Not allocated.
ive ones

Allocating a line to a main line

1. Make sure that the Edit main line window is open.
2. From the Not allocated list, select the desired line.

3. Click the button.

The line is added to the Allocated list and thus to the main line.
4. Add further lines to the main line, if required.
5. Confirm with OK.

Removing a line from a main line allocation

1. Make sure that the Edit main line window is open.
2. From the Allocated list, select the desired line.

3. Click the button.

The line is removed from the Allocated list and thus from the allocation.
4. Remove further lines, if required.
5. Confirm with OK.

17.36.3 Setting active/passive main lines

You cannot set active/passive main lines via filter criteria or the spatial selection. You can, how-
ever, set active/passive main lines as follows:
1. In the Network window, right-click the Lines button.
The Lines shortcut menu opens.
2. Select the Multi-edit > Main lines entry.

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 17.36.4 Editing the attribute values of main lines

The Multi-edit main lines window opens.

3. Select the IsInselection attribute.
4. Click the Constant button.
The Attribute: Constant value window opens.
5. Select No.
6. Confirm with OK.
The main lines are set passive.

Tips: If you select Yes, the main lines are active.

You can also edit the IsInSelection attribute in the Main lines list. If you enter 1, the respective
main line will be active, if you enter 0, it will be passive.

17.36.4 Editing the attribute values of main lines

You can edit the attribute values of one main line or of all (active) main lines.

17.36.4.1 Editing the attribute values of a main line

1. In the Network menu, select the PuT main lines entry.
The PuT main lines window opens.
2. In the list, click the desired main line.

3. Click the Edit button.

The Edit main line <Name> window opens.
4. Make the desired settings (see "Properties and options of main lines" on page 1468).
5. Confirm with OK.
The attribute values are edited.

17.36.4.2 Editing the attribute values of all or all active main lines
1. If required, set the desired main lines active (see "Setting active/passive main lines" on
page 1469).
2. In the Network window, right-click the Lines button.
The Lines context menu opens.
3. Select the Multi-edit > Main lines entry.
The Multi-edit main lines window opens.
4. Select whether you want to edit the attribute values of all main lines or just the active ones.

Element Description
Only active If the option has been selected, only active main lines will be taken into
ones account.

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 17.36.5 Deleting main lines

5. Edit the values of the desired attributes (see "Properties and options of main lines" on
page 1468 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
6. Click the Close button.

17.36.5 Deleting main lines

There are several ways to delete main lines.

17.36.5.1 Deleting a main line

1. On the Network menu, click PuT main lines.
The PuT main lines window opens.
2. Select the desired main line.

Tip: To select multiple entries, hold down the CTRL key while clicking the desired entries one
by one.

3. Click the Delete button  .

4. Confirm with OK.
The main line is deleted.

17.36.5.2 Deleting all or all active main lines

1. If required, set the desired main lines active (see "Setting active/passive main lines" on
page 1469).
2. Ensure that you from the View menu, you chose Network editor.
3. In the Network window, right-click the Lines button.
The Lines context menu opens.
4. Select the Multi-edit > Main lines entry.
A query opens if the network contains passive main lines. Otherwise all main lines are deleted.
5. Confirm with OK.
The main lines are deleted.

17.37 Managing system routes

A system route describes the run time and the course between two stop points (see Fun-
damentals: Chpt. 3.1.16, page 128). In contrast to a line route, it is not allocated to a line or to a
specific vehicle journey. With their path and run time information, system routes serve as tem-
plates for efficient creating of the courses of line routes and for setting run times of the time profile.

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 17.37.1 Creating a system route

17.37.1 Creating a system route

Note: Please note the rules for editing line route items (see "Basic rules: Editing a route course"
on page 1443).

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the System routes button.
3. Click in the network display.
The Create system route window opens.
4. Make the desired changes.

Element Description
Name Enter a name for the system route
Transport system Select a transport system for the system route

5. Confirm with OK.

The Edit course window opens.
6. Click the stop point where you want the system route to start and hold down the mouse button.

Note: A system route must start and end at a stop point.

7. Drag the mouse to the next stop point or node, via which the system route shall run and release
the mouse button.
The system route is highlighted.

Note: If required, click the Zoom button in the Edit course window to enlarge the section
with the course.

8. If required, proceed in the same manner to create any other sections you wish to create.

Notes: If required, click the Undo button in the Edit course window to delete the last section
of the system route course.
If a stop point or a node is traversed more than once, theEdit course window opens. In the
window, select the passage that you want to traverse.

9. Drag the mouse button to the desired end stop point of the system route and release the
mouse button.

Tip: You can also drag the mouse directly from the first stop point to the desired end stop
point. The program will then suggest the best path based on the set search criterion (see
"Line routes: specifying parameters for the path search" on page 1415).

10. In the Edit course window, click the OK button.

The system route is inserted.

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 17.37.2 Properties and options of system routes

Notes: You can create the opposite direction of the system route via the shortcut menu (see
"Creating the opposite direction of a system route" on page 1478).
You can edit the course of a system route later (see "Editing system route items" on
page 1477).

System routes: Specifying parameters for the path search

1. In the Edit course window, click the Parameters button.
The Parameters: System route course search window opens.
2. Make the desired changes.

Element Description
Use also closed If the option has been selected, the links closed to the transport system
links for routing will be taken into account, as if they were open to the transport system.
Use also closed If the option has been selected, the turns closed to the transport system
turns for rout- will be taken into account, as if they were open to the transport system.
ing
Search criterion From the drop-down list, you can select a criterion for the path search. The
search finds the best path each between two marked (fixed) stop points.
Link length (direct distance)
Direct distance link length from the origin to the destination stop point
Link run time
Is calculated from the transport system speed of the links
Time from speed def. by link type
Is calculated from the transport system speed specified for the respective
link type
Link length
Calculated link length if not manually adjusted by the user

3. Confirm with OK.

17.37.2 Properties and options of system routes

The upper section of the Edit system route window contains the general attributes of the system
route. In the lower section, you can edit specific attributes in various tabs.

17.37.2.1 System routes: General attributes

Element Description
Name Name of the system route

17.37.2.2 System routes: Basis tab

Note: If you do not enter a unit, the entry is interpreted as minutes.

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 17.37.2.3 System routes: Vehicle combinations tab

Element Description
Transport system Display of the transport system of the selected system route
Start stop point Display of the name of the start stop point It consists of the number
and the code of the start stop point or the number and the name of the
start stop point if no code exists.
End stop point Display of the name of the end stop point of the line route. It consists of
the number and the code of the end stop point or the number and the
name of the end stop point if no code exists.
Link run time Display of the transport system run time of the system route, determ-
ined from the length and the speed per transport system
Link length Display of the total length of the traversed links
Non-stop run time User-defined run time of the system route
Note
By default, the sum of the run times is specified.
TStartStop/TEndStop Enter a time penalty for each starting and stopping procedure
Length Enter a system route length for the transport system
Note
By default, the sum of the length of the traversed links is specified.

17.37.2.3 System routes: Vehicle combinations tab

You can overwrite the time attributes of the system route for each vehicle combination of the trans-
port system and use them for time profiles of line routes with this vehicle combination.

Note: If you want to use system route times for line routes, select the From system routes
option in the Edit line route > window, Items and profiles tab >, Set new times for current
time profile icon (see "Setting the times for a time profile" on page 1427).

Element Description
Create Use this button to create a new run time. In a separate window, enter the desired
data (see "Properties and options of system routes" on page 1473) and confirm with
OK.
Note
For each system route, you can create just one non-stop run time per vehicle com-
bination.
Delete Removes the selected row from the window
Delete all Deletes all run times of the system route

17.37.3 Selecting system routes

There are several ways to select a system route in order to edit it in another step:
Marking system routes
Setting system routes active or passive

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 17.37.3.1 Marking system routes

17.37.3.1 Marking system routes

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the System routes button.
The System routes window opens.
3. If required, restrict the number of system routes which is searched.

Element Description
Only active ones If the option has been selected, only active time profiles will be displayed.

4. Select the desired system routes in the list.

Tip: You can also select a single system route set via the input field. To do this, enter the
name of the system route in the field. The system route is selected in the list.

The course of the system route is marked in the network.

5. If required, click the Zoom button.
The network section is enlarged and the marked system routes are positioned in the middle of
the section.

Tips: Use the Initialize button if you want to remove the previously marked system routes from
the selection.
You can also mark system route items by clicking a stop point in the network which is traversed
by a system route.
Alternatively, you can mark a system route by selecting the respective row in the list of system
routes (see "Selecting list sections" on page 2533).

17.37.3.2 Setting system routes active or passive

Network objects can be active or passive. There are several possibilities to set system routes act-
ive.
Via the system routes filter (see "Using filters to set network objects active or passive" on
page 1125)
Note: The spatial selection of system routes is not possible. You can, however, add or
remove system routes to/from the selection in various different ways.

With a click on the Spatial selection toolbar symbols Include all objects in the spatial
selection, Invert spatial selection or Remove all objects from the spatial selection (see
"Setting network objects active/passive via the spatial selection" on page 1152)
Edit IsInSelection attribute per network object, for example, in the list of the respective net-
work object. If you enter 1, the respective network object will be active, if you enter 0, it will be
passive.

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 17.37.4 Editing the attribute values of system routes

17.37.4 Editing the attribute values of system routes

You can edit the attribute values of one system route, all marked system routes or all (active) sys-
tem routes.

17.37.4.1 Editing the attribute values of a system route

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the System routes button.
The System routes window opens.
3. In the list, double-click the desired system route.
The Edit system route window opens.
4. Edit the values of the desired attributes (see "Properties and options of system routes" on
page 1473).
5. Confirm with OK.
The attribute values are edited.

Note: You can also edit the values of the input attributes of system routes in the Quick view
window or in the list of the network object type (see "Quick view window" on page 981 and
"Working with lists" on page 2507).

17.37.4.2 Editing the attribute values of marked system routes

1. Mark the system routes whose attribute values you want to edit (see "Marking line routes" on
page 1437).
The selected system routes are marked.
2. Press the ENTER key.
The Multi-edit system routes: <Number> objects window opens.

Tip: Alternatively, call the window Multi-edit system routes: <number> objects via the
shortcut menu. To do so, click Edit, or double-click the last system route marked.

3. Edit the values of the desired attributes (see "Properties and options of system routes" on
page 1473 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.37.4.3 Editing the attribute values of all or all active system routes
Note: If there are no passive system routes in the network, all system routes are changed.
Markings of system routes are ignored.

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 17.37.5 Editing system route items

1. If required, set the system routes active, whose attribute values you want to edit, via filter cri-
teria (see "Using filters to set network objects active or passive" on page 1125).
The selected system routes are active.
2. In the Network window, right-click the System routes button.
The System routes context menu opens.
3. Select the Multi-edit > System routes entry.
The Multi-edit system routes window opens.
4. Select whether you want to edit the attribute values of all system routes or just the active ones.

Element Description
Only active If the option has been selected, only active system routes will be taken into
ones account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of system routes" on
page 1473 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.37.5 Editing system route items

Note: Please note the rules for editing line route items (see "Basic rules: Editing a route course"
on page 1443).

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the System routes button.
The System routes window opens.
3. Select the system route whose course you want to edit.
The system route is marked.
4. Press F5.
The Edit course window opens.
5. Specify the parameters for the path search (see "System routes: Specifying parameters for the
path search" on page 1473).
6. Edit the previous course by dragging the desired points of the course to new positions.
7. Confirm with OK.
The new course of the system route is saved.

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 17.37.6 Copying a system route

Note: The following applies to edited courses of system routes:

The length and the run time are transferred to the new sections according to the current
system route attributes.
The lengths and run times of the other sections remain the same because the route path
has not changed on these sections.

17.37.6 Copying a system route

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the System routes button.
The System routes window opens.
3. From the list of system routes, select the one you want to copy.
4. Right-click in the network display.
A shortcut menu opens.
5. Select the Copy system route entry.
The Copy system route window opens.
6. Make the desired changes.

Element Description
Name In the input field, enter a name for the new system route.
Note
The name of the new system route must not exist in the network for the
same direction.
Transport sys- Use the drop-down list to select a transport system.
tem

7. Confirm with OK.

The system route is copied including all its attributes. The new system route is listed in the Sys-
tem routes window.

17.37.7 Creating the opposite direction of a system route

With this functionality you can create the opposite direction of a system route. It is generated as a
new system route with the corresponding course and identical attributes.

Tip: If you enter a new name for the system route and allocate the direction of the selected sys-
tem route to it, a copy of the system route originates.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the System routes button.
The System routes window opens.

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 17.37.8 Creating system routes

3. In the list, click the system route for which you want to create the opposite direction.
4. Right-click in the network display.
A shortcut menu opens.
5. Select the Create opposite direction entry.
The System route - Create opposite direction window opens.
6. In the input field, enter a name for the new system route.
7. Confirm with OK.
The system route in the opposite direction is inserted.

Note: If the original system route starts or ends at a directed link stop point (see "Managing stop
points" on page 1378), the stop point will also be inserted for the opposite direction when con-
firming a query. If there are further link stop points in the course, you can also apply them to the
opposite direction.

17.37.8 Creating system routes

You can create system routes automatically from available time profiles (see "Creating system
routes from time profiles " on page 1479) or for pairs of stop points (see "Creating system routes
for pairs of stop points" on page 1481).

17.37.8.1 Creating system routes from time profiles

You can create system routes automatically from existing time profiles. The course and run times
of the time profiles will be used.

Notes: System routes are created per stop-stop section, i.e. in between any consecutive stop
points.
Since time profiles always start and end at stop points, the complete course of a time profile is
turned into system routes.
System routes are created broken down by transport system and items. This means that,
should there be any time profiles with identical attributes except for the transport system, sev-
eral system routes will be created from them.
If there are any time profiles with different items between two stop points within a transport sys-
tem, several system routes will be created, too.

1. In the Network window, right-click the System routes button.

The System routes shortcut menu opens.
2. Select the Create from time profiles entry.
The Create system routes from time profileswindow opens.
3. Make the desired changes.

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17.37.8.1 Creating system routes from time profiles

Element Description
Naming The following components of names of the system route to be generated
can be selected and edited:
Prefix
Enter an arbitrary text
Transport system
Select a transport system attribute
Start stop point
Select a stop point attribute
End stop point
Select a stop point attribute
Notes
The following naming rules are effective if there is no system route within
the network yet with an identical transport system and course:
A generated system route could, for example, result in the following
name if all four elements are selected: Sys_T_20_40.
In order to avoid that identical names are assigned to different system
routes that are generated at the same time, a number is appended to
the end of the name in case a combination already exists. The num-
bering begins with 1, for example Sys_B_20_40_1.
Existing system routes can be overwritten or updated when given a new
name:
A system route with an identical transport system and course will be
overrwritten if its name is identical to the components listed above. If
the system route data of a network is supposed to be updated only, the
same parameters as for the existing system routes thus need to be
entered in the window.
If you want to prevent that existing system routes are overwritten, you
need to specify a new combination of name components. No existing
system routes will then be found in the network. All objects are then cre-
ated anew, in addition to the existing system routes.
Determination Select one of the following options for the run times of the system routes:
of the system Minimum
route run time If the option has been selected, the minimum run time will be determined.
Maximum
If the option has been selected, the maximum run time will be determined.
Average
If the option has been selected, the mean run time will be determined.
Determination Select one of the following options for the lengths of the system routes:
of system Minimum
route length

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 17.37.8.2 Creating system routes for pairs of stop points

Element Description
If the option has been selected, the minimum length will be determined.
Maximum
If the option has been selected, the maximum length will be determined.
Average
If the option has been selected, the mean length will be determined.
Use only active If the option has been selected, system routes will only be generated from
time profiles active time profiles.

Note: For several time profiles with an identical transport system and an identical course, the
resulting attributes of the system route emerge as follows:
The Transport system is used, as it is identical for all time profiles.
The course (specifically start stop point and end stop point) is used, as it is identical for
all time profiles.
The Name is generated according to the naming settings.
The Length is an aggregate of the lengths of the stop sections (of the line routes of all
time profiles).
The Passage time in the Basis tab is an aggregate of the run times of the stop sections
(of all time profiles).
The Passage time in the Vehicle combination tab is an aggregate of the run times of
the stop sections (of all time profiles of this vehicle combination).
The TStartStop, TEndStop is always set to zero.
User-defined attributes are not adopted.

4. Confirm with OK.

The system routes are generated.

17.37.8.2 Creating system routes for pairs of stop points

You can create system routes for pairs of stop points which are not connected to a system route.
1. In the Network window, right-click the System routes button.
The System routes shortcut menu opens.
2. Select the Create for stop point pairs entry.
The Create system routes for pairs of stop points window opens.
3. Make the desired changes.

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17.37.8.2 Creating system routes for pairs of stop points

Element Description
Naming The following components of names of the system route to be generated can be
selected and edited:
Prefix
Enter an arbitrary text
Transport system
Select a transport system attribute
Start stop point
Select a stop point attribute
End stop point
Select a stop point attribute
Notes
The following naming rules are effective if there is no system route within the net-
work yet with an identical transport system and course:
A generated system route could, for example, result in the following name if
all four elements are selected: Sys_T_20_40.
In order to avoid that identical names are assigned to different system
routes that are generated at the same time, a number is appended to the
end of the name in case a combination already exists. The numbering
begins with 1, for example Sys_B_20_40_1.
Existing system routes can be overwritten or updated when given a new name:
A system route with an identical transport system and course will be over-
written if its name is identical to the components listed above. If the system
route data of a network is supposed to be updated only, the same para-
meters as for the existing system routes thus need to be entered in the win-
dow.
If you want to prevent that existing system routes are overwritten, you need
to specify a new combination of name components. No existing system
routes will then be found in the network. All objects are then created anew,
in addition to the existing system routes.
Distance Selection of a link attribute as distance criterion
criterion Note
(link attrib- The system routes are determined via shortest path searches which are carried
ute) out based on the distance criterion and the transport system indicated.
Select one of the following attributes:
Length, t-PuTSys, AddValue1, AddValue2, AddValue3 and AddVal_TSys.

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 17.37.9 Deleting system routes

Element Description
Transport Selection of a stop point attribute
system Note
The system routes are determined via shortest path searches which are carried
out based on the distance criterion and the transport system indicated.
Use only If the option has been selected, system routes will only be created between act-
active stop ive stop points.
points

4. Confirm with OK.

System routes are created for all or all active pairs of stop points which are not yet connected by
an active system route.

17.37.9 Deleting system routes

How to delete system routes is described for all network objects (see "Deleting network objects"
on page 1159 and "Deleting active network objects" on page 1160).

17.38 Managing Points of Interest (POIs)

POIs are user-defined network objects which are of special interest, like car parks or schools. You
can use POIs to display facilities with special usage, for data management, or for reachability ana-
lyses, for example.
POIs have a spatial reference and are managed in categories which you can define. Therefore,
you must create at least one POI category if you want to create a POI (see "Creating a POI cat-
egory" on page 1483).
POIs are fixed in the coordinate system. Furthermore, they can have a surface, for example, to
display an industrial area. POIs can also be linear, for example, to display the course of a river.
However, you cannot insert linear POIs manually. You can import linear POIs with the network file
or a shapefile.

17.38.1 Creating a POI category

1. On the Network menu, click POI categories.
The POI categories window opens.

2. Click the Create button.

The Create POI category window opens.
3. Make the desired changes.

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 17.38.2 Editing a POI category

Element Description
No. Unique number of the category
Visum automatically assigns the next available number that you can change to
a number of your choice.
Code Code of the category
Name Name of the category
Comment Comment on the category (free text entry)
Super cat- Use the drop-down list to select a superordinate category (if available).
egory If no superordinate category has been selected, the inserted category becomes
the superordinate category.

4. Confirm with OK.

The POI category is created.

Note: POI categories with active POIs only will be saved in the network file.

17.38.2 Editing a POI category

1. On the Network menu, click POI categories.
The Edit POI categories window opens.
2. Click the desired category.

3. Click the Edit button.

4. Edit the desired attributes (see "Creating a POI category" on page 1483).
5. Confirm with OK.
The POI category is changed.

17.38.3 Deleting a POI category

If you delete a POI category, all POIs that are allocated to this category are deleted automatically.
If the POI category has subcategories, they will not be deleted and move up one level.
1. On the Network menu, click POI categories.
The Edit POI categories window opens.
2. Click the desired category. Multiple categories may be selected.

3. Click the Delete button.

If POI objects are allocated to this category, a security prompt opens.
4. Confirm this query.
The POI category will be deleted with all allocated POI objects.

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 17.38.4 Using user-defined attributes for POI categories

17.38.4 Using user-defined attributes for POI categories

If you assign a user-defined attribute to a POI category (see "Creating a user-defined attribute" on
page 1084), it is automatically applied to all subcategories of this super category. This function is
useful if you want to trace or analyze a common feature of POIs in several categories and sub-
categories.
Example: You create the POI category „education centers“ and assign it the user-defined attribute
„number of students“. In this case, you can trace and analyze the number of students of all edu-
cation centers you defined in the subcategories and POIs of this category.
You can edit a user-defined attribute of POI category only on the level on which you created it.

17.38.5 Creating a POI

Note: Before you create a POI, you need to create a POI category (see "Creating a POI cat-
egory" on page 1483).

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the POIs button.
3. In the network, click the position on which you want to insert the POI.

Tips: You specify settings for the newly inserted network object directly in the Quick view
(POIs) window.
The attributes of POIs are described here (see "Properties and options of POIs" on
page 1486).
If you want to display the Create POI window when inserting the object, you can right-click
the POIs button in the Network window and activate Show dialogs when inserting
objects.

Note: You can edit the position of the POI afterwards.

You can now create a border. The border is optional and serves to illustrate the extent of the
POI.
You can continue as follows:
If you do not want to define a border for the POI, press ESC. The POI is then inserted
without a border. You can specify the border later (see "Creating a boundary" on
page 1165).
If you want to define a border for the POI right away, proceed with (see "Creating a bound-
ary" on page 1165) step 5.
The POI is inserted.

Note: If you want to define the display of POIs, select the Points of Interest entry under
Graphics > Edit graphic parameters (see "Displaying POIs" on page 1487).

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 17.38.6 Properties and options of POIs

17.38.6 Properties and options of POIs

The upper section of the Create POI or Edit POI window contains the general attributes of the
POI. In the lower section, you can edit specific attributes in various tabs.

17.38.6.1 POIs: General attributes

Element Description
Number The POIs are numbered consecutively per category.
Category Display of the category to which the POI is allocated.
Code Code of the POIs
Name Name of the POIs

Note: POIs also have the relations Nearest node and Nearest active node. The relations
accessible in the Points of Interest list show the closest node or active node to the given POI.
This information is useful when modeling paths between nodes.

17.38.6.2 POIs: Basis tab

Element Description
Comment Enter an arbitrary text
Position You can edit the position of the POI in the network (see "Moving POIs" on
page 1492).
Display You can use an image file to display a POI.
Use separate image
If this option has been selected, you can use the button to insert an
image file (*.bmp, *.jpg etc.) to display this POI. Afterwards, you still have to
activate the display of images in the graphics parameters (see "Displaying
Points of Interest" on page 2562).
If the option has not been selected, all POIs of a POI category are illus-
trated by the same graphic (see "Editing the display settings of a POI cat-
egory" on page 2564).
Use separate height and angle
If the option has been selected, you can specify a standard height and angle
for the display of the POI.
Note
POIs are only displayed if the graphic parameters are set accordingly (see
"Displaying Points of Interest" on page 2562).

Note: If you want to insert images, we recommend to save all image files in one directory and to
specify this directory in the project directory file (see "Opening and saving a project directories
file" on page 1008). A image file you inserted will not be saved together with the version file
(*.ver). If Visum does not find the path to the version file the next time it is opened, a warning is
issued and the graphic will not be displayed.

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 17.38.6.3 POIs: Allocations tab

17.38.6.3 POIs: Allocations tab

You can allocate the POIs to different network objects (see "Allocating network objects to a POI"
on page 1499). Example: A POI which represents a parking lot in a downtown area can be alloc-
ated to links to show to which links the parking lot's exits lead to.

Note: You can graphically display the allocations to associated network objects (see "Showing
POI connections" on page 2566).

17.38.7 Displaying POIs

For all POIs of a specific type or for each POI category, you can specify how to display the POIs
(see "Displaying Points of Interest" on page 2562). In addition, you can modify the display of indi-
vidual POIs.

17.38.7.1 Hiding or showing POIs

1. On the Graphics menu, click Edit graphic parameters.
The Edit graphic parameters window opens.
2. In the Edit graphic parameters window, select the entry Points of Interest.
On this page you can specify, which POIs shall be displayed and how they will be displayed (see
"Displaying Points of Interest" on page 2562).

17.38.7.2 Changing the symbol of an individual POI

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the POIs button.
3. In the network, double-click the POI.
The Edit POI window opens.
4. Select the Basis tab.
5. In the Display section, make the desired settings (see "POIs: Basis tab" on page 1486).
The POI is displayed according to your settings.

17.38.7.3 Changing the image size and rotation angle of a POI

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the POIs button.
3. Click the POI to mark it.
4. Right-click the POI.
A shortcut menu opens.
5. Select the Edit image size and rotation angle entry.
The POI is displayed as follows:

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 17.38.8 Finding POIs

6. Enlarge or reduce the size of the POI by dragging one of the corners while holding down the
mouse button.
7. Rotate the POI by clicking one of its arrow heads, hold down the mouse button and drag it in
the desired direction.
8. Confirm with OK.
The image size and/or the rotation angle are changed.

Tip: You can also edit the image size and the rotation angle in the Edit POI window via the Use
separate height and angle option (see "POIs: Basis tab" on page 1486).

17.38.8 Finding POIs

How to find POIs is described for all network objects (see "Finding network objects in the network"
on page 1116).

17.38.9 Selecting POIs

There are several ways to select POIs in order to edit them in another step. You can also limit the
set of POIs to be selected by permitting only specific categories and subcategories, where applic-
able, for the selection.
Limiting the selection of POIs
Marking POIs
Setting POIs active/passive

17.38.9.1 Restricting the selection of POIs to one category

You can restrict the POIs permitted for the selection in the Network editor window to one cat-
egory or one category and its subcategories.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the POIs button.
3. Click the black triangle on the POIs button.

A selection list opens. It shows all POI categories and subcategories that exist in the network.
4. Click the category which you want to permit in the Network editor window.
5. Click the Include sub-categories option, if desired.
The category has been selected. The label of the POIs button now displays the selected category
and subcategories, where applicable.
If you move the mouse pointer over the button, a tooltip displays the number of the editable, exist-
ing, and active POIs.

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 17.38.9.2 Marking POIs

If there is a restriction to a category or a category and its subcategories, the Multi-edit and Multi-
delete operations as well as the insertion of user-defined attributes and renumbering of POIs only
apply to this category (and it subcategories).
If you insert a new POI, only the selected category (and subcategories) can be selected for this
POI.

Note: If the selection is restricted to a category without its subcategories, the category of the
newly inserted POI is automatically set. The category allocation window does not open in this
case. The POI is inserted without a polygon.

17.38.9.2 Marking POIs

How to mark POIs is described for all network objects (see "Marking network objects in the net-
work" on page 1121).

17.38.9.3 Setting POIs active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

Note: POI categories with active POIs only will be saved in the network file.

17.38.10 Editing the attribute values of POIs

You can edit the attribute values of one POI, all marked POIs or all (active) POIs.

17.38.10.1 Editing the attribute values of POIs

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the POIs button.
3. In the network, double-click the POI that you want to edit.
The Edit POI window opens.

Tip: Alternatively, call the POI window in the list of POIs. To do so, from the shortcut menu,
choose Edit.

4. Edit the values of the desired attributes (see "Properties and options of POIs" on page 1486).
5. Confirm with OK.
The attribute values of the POI are changed.

Tip: You can also edit the attribute values in the Quick view window or in the list of the network
object type (see "Quick view window" on page 981 and "Working with lists" on page 2507).

17.38.10.2 Editing the attribute values of marked POIs

1. Mark the POIs whose attribute values you want to edit (see "Marking POIs" on page 1489).

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 17.38.10.3 Editing the attribute values of all or all active POIs

The selected POIs are marked.

2. Press the ENTER key.
The Multi-edit points of interest: <Number> objects window opens.

Tip: You can also call the Multi-editpoints of interest: <Number> objects window via the
context menu > Edit entry or by double-clicking the last point of interest that you want to
mark.

3. Edit the values of the desired attributes (see "Properties and options of POIs" on page 1486
and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.38.10.3 Editing the attribute values of all or all active POIs

Note: If there are no passive POIs in the network, all POIs will be edited. Markings of POIs are
ignored.

1. If required, set the POIs active, whose attribute values you want to edit. To do this, use
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected POIs are active.
2. In the Network window, right-click the POIs button.
The Points of Interest context menu opens.
3. Select the Multi-edit entry and then the desired category.

Notes: You can edit either All POIs or select a category. All existing categories as well as all
categories with their subcategories can be selected. For more than twelve categories select
the category above the Select category entry in a separate window. In this window you can
also specify whether all POIs of the subcategories shall be edited.
You cannot select a category if you have previously restricted the POIs to a category. The
changes will only apply to POIs in the selected category (see "Restricting the selection of
POIs to one category" on page 1488)

The Multi-edit points of interest: <Category> (<Number>) window opens.

4. Specify whether you want to set the lengths of all or all active POIs.

Element Description
Only active ones If the option has been selected, only active POIs will be taken into account.

5. Select the Formula tab.

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 17.38.11 Managing the boundary of a POI

6. Edit the values of the desired attributes (see "Properties and options of POIs" on page 1486
and "Editing attribute values of network objects" on page 1100).
The attribute values of the selected category/categories are changed.
7. Click the Close button.

17.38.11 Managing the boundary of a POI

A detailed description on how to manage the boundary of a POI is given for all polygonal network
objects (see "Managing boundaries of polygonal network objects" on page 1165).

17.38.12 Deleting the boundaries of several POIs

You can delete read in or edited boundaries of POIs.
You can execute the functionality for all, all active POIs, or POIs marked in the network editor.

Editing all or all active POIs

1. Select the POIs whose boundaries you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected POIs are active.
2. In the Network window, right-click the POIs button.
The POIs context menu opens.
3. Select the Initialize boundaries entry.
The Initialize boundaries: POIs window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The boundaries are deleted.

Editing marked POIs

1. In the network, mark all POIs whose boundaries you want to delete.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Initialize boundaries entry.
The boundaries are deleted.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

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 17.38.13 Moving POIs

17.38.13 Moving POIs

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the POIs button.
3. In the Network window, click the POI that you want to move.
The POI is marked.
4. Click and hold down the left mouse button.
5. Drag the POI to the desired position and release the left mouse button.

Note: If you press the ESC key while dragging, you can cancel the action and the POI is reset
to its original position.

The POI is moved to the new position.

Tip: You can also edit the position of the POI in the Edit POI window. (see "Properties and
options of POIs" on page 1486).

17.38.14 Aggregating marked or active POIs to one POI

You have different possibilities to aggregate multiple POIs to one POI.
Aggregating marked POIs to one POI
Aggregating all active POIs to one POI

17.38.14.1 Aggregating marked POIs to one POI

1. Mark a minimum two POIs that you want to aggregate to one POI (see "Marking POIs" on
page 1489).
The selected POIs are marked.
2. Right-click the POIs button.
The POIs shortcut menu opens.
3. Select the Aggregate POIs entry.
The Edit POIs window opens.
4. Enter the desired data (see "Editing the attribute values of POIs" on page 1489).

Note: If all marked POIs have the same category, this category will be preselected.

5. Confirm with OK.

The new aggregated POI is inserted.

17.38.14.2 Aggregating all active POIs to one POI

1. If required, set the POIs active, whose attribute values you want to edit. To do this, use

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 17.38.15 Converting POIs into other polygonal network objects

the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected POIs are active.
2. In the Network window, right-click the POIs button.
The Points of Interest shortcut menu opens.
3. Select Aggregate active POIs.
The Edit POIs window opens.

Note: If all POIs are active, you have to confirm an additional prompt with OK before pro-
ceeding.

4. Enter the desired data (see "Editing the attribute values of POIs" on page 1489).

Note: If all active POIs have the same category, this category will be preselected.

5. Confirm with OK.

The new aggregated POI is inserted.

17.38.15 Converting POIs into other polygonal network objects

You can convert POIs into other polygonal network objects.

1. In the Network window, click the Edit mode icon .

2. In the Network window, click the POIs button.
3. Select the POI(s) you want to convert (see "Selecting POIs" on page 1488).
4. Right-click the POI selected.
5. From the shortcut menu, choose Convert.
The Convert Points of interest window opens.
6. Make the desired changes.

Section
Convert points of Interest
into
Target objects number
from attribute
If a target object with the
intended number already
exists
Description
List box of polygonal objects into which you can convert POIs.
Click this button to select a zone attribute that is used to num-
ber the target object.
Create target object using the next available number
If this option is selected, the target object is assigned the next
available number.
Do not create target object

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 17.38.16 Setting POI labels to the centroids

Section
Links/Nodes/Zones in
polygon of the restricted
traffic area/main
node/main zone
Delete points of interest
after completing the
action
Description
If this option is selected, the target object is not created if the
same number already exists.
Note
The option is not provided if you have selected multiple zones.
Assign all links/nodes/zones
All links/nodes/zones that lie within the area of the new network
object are automatically assigned to it.
Only assign active links/nodes/zones
Only active links/nodes/zones that lie within the area of the
new network object are automatically assigned to it.
Do not assign links/nodes/zones
None of the links/nodes/zones that lie within the area of the
new network object are assigned to it.
Note
This option is available for converting POIs into Regulierte
Verkehrsbereiche, main nodes or main zones.
 If the option is selected, the POIs are deleted after con-
version.
 If this option is not selected, the POIs are not deleted after
conversion and share the polygonal object with the target
object. Editing the polygon directly then has an impact on both
objects.

7. Confirm with OK.

The Edit <network object type> window of the new polygonal network object opens.
8. If required, change the settings.
9. Confirm with OK.
The POIs are converted into the polygonal network object selected.

Tip: To convert active POIs, in the Network window, right-click the POIs button. Then from the
shortcut menu, choose Convert active POIs.

17.38.16 Setting POI labels to the centroids

You can move the position of the labels of all or all active POIs, or the POIs marked in the network
automatically to the geometrical centroid of their polygons.

Editing all or all active POIs

1. Select the POIs whose label you want to set to the position of the geometrical centroid via

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 17.38.17 Deleting enclaves of POIs

the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected POIs are active.
2. In the Network window, right-click the POIs button.
The POIs context menu opens.
3. Select the Recalculate the centroids entry.
The Recalculate the centroids: POIs window opens.
4. Select whether you want to set the label of all POIs or just the active POIs to the geometrical
centroid.
5. Confirm with OK.
The labels are set to the positions of the geometrical centroids.

Editing marked POIs

1. In the network, select the POIs whose label you want to set to the position of the geometrical
centroid.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Recalculate the centroids entry.
The labels are set to the positions of the geometrical centroids.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.38.17 Deleting enclaves of POIs

You can delete enclaves, i.e. "holes" from the surfaces of POIs.
You can execute the functionality for all, all active POIs, or POIs marked in the network editor.

Editing all or all active POIs

1. If required, set the POIs active, whose enclaves you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected POIs are active.
2. In the Network window, right-click the POIs button.
The POIs context menu opens.
3. Select the Delete enclaves entry.

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 17.38.18 Normalizing surfaces of POIs

The Delete enclaves: POIs window opens.

4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The enclaves are deleted.

Editing marked POIs

1. In the network, mark all POIs whose enclaves you want to delete.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Delete enclaves entry.
The enclaves of the selected POIs are deleted.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.38.18 Normalizing surfaces of POIs

You can normalize surfaces of POIs. In this process, the sizes of the surfaces are calculated cor-
rectly (see Fundamentals: Chpt. 3.5.2, page 182).
You can execute the functionality for all, all active POIs, or POIs marked in the network editor.

Editing all or all active POIs

1. If required, set the POIs active, whose surfaces you want to normalize, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected POIs are active.
2. In the Network window, right-click the POIs button.
The POIs context menu opens.
3. Select the Normalize surfaces entry.
The Normalize surfaces: POIs window opens.
4. Select whether you want to normalize the surfaces of all POIs or just the active ones.
5. Confirm with OK.
The surfaces are normalized.

Editing marked POIs

1. In the network, mark all POIs whose surfaces you want to normalize.
2. Right-click in the network display.

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 17.38.19 Fuzzy alignment of POIs surfaces

A shortcut menu opens.

3. Select the Normalize surfaces entry.
The surfaces of the selected POIs are normalized.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.38.19 Fuzzy alignment of POIs surfaces

You can perform a fuzzy alignment for POIs surfaces in the network. Then the points of a surface
are moved, within a defined threshold, towards a reference surface. This allows you to remove
unwanted overlaps or gaps (see Fundamentals: Chpt. 3.5.4, page 186).

Note: When importing shapefiles, you can specify whether you want to perform a fuzzy surface
alignment (see "Importing Shapefiles" on page 2427).

1. If required, set the POIS active whose surfaces you want to fuzzy align via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected POIs are active.

2. In the Network editor window, click the Edit mode icon .

3. In the Network window, right-click the POIs button.
A shortcut menu opens.
4. Select the Fuzzy surface alignment entry.
The Fuzzy surface alignment window opens.
5. Make the desired changes.

Element
Surface set column
Tolerance column
Description
Selection of surfaces that are edited (see Editing surface set on
page 1176).
Enter a value for the tolerance range. The tolerance range spe-
cifies the radius within which the points of a surface may be
moved. If you enter 0 for a surface set, it becomes a reference
set and is not moved.
Adds an additional surface set.

Deletes the surface set selected.

Note

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 17.38.20 Allocating a POI to a different category

Element
Normalize surfaces after
execution
Merge all points with
identical co-ordinates
after execution (all sur-
faces in network)
Description
To select multiple surface sets, hold down the CTRL key and
click the desired entries.
If the option has been selected, the fuzzily aligned surfaces will
be also be normalized (see Fundamentals: Chpt. 3.5.2,
page 182).
If the option has been selected, all points of the fuzzily aligned
surfaces with identical co-ordinates will be merged afterwards
(see "Merging all polygon points with identical co-ordinates" on
page 1175).

6. Confirm with OK.

The desired surfaces in the network are aligned.

17.38.20 Allocating a POI to a different category

You can allocate POIs to a different POI category.

Notes: If a POI has a user-defined attribute that does not exist in the new category, it will be
lost. Create the corresponding attributes beforehand, if required.
When modifying the category, a POI gets a new number if the number is allocated already.
If a POI has an allocation to the category to which it will be moved, the allocation is moved to
the category it originates from (see "Allocating network objects to a POI" on page 1499).

17.38.20.1 Allocating an individual POI to a different category

1. In the Network editor window, click the Edit mode symbol .

2. In the Network window, click the POIs button.
3. Right-click the desired POI.
The context menu opens.
4. Select the Edit category entry.
The Select the POI category window opens.

Tip: Alternatively, you can call the window from the list of POIs via the context menu > Edit
category entry.

5. From the drop-down list, select the desired category.

6. Confirm with OK.
The POI is allocated to the other category.

17.38.20.2 Allocating multiple POIs to a different category

You can execute the functionality for all, all active POIs, or POIs marked in the network editor.

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 17.38.21 Allocating network objects to a POI

Editing all or all active POIs

1. If required, set the POIs active whose categories you want to change, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected POIs are active.
2. In the Network window, right-click the POIs button.
The Points of Interest shortcut menu opens.
3. Select the Edit category entry.
The Select the POI category window opens.
4. Select the category to which the POIs should be moved.
5. If necessary, select to move only the active POIs.
6. Confirm with OK.
The POIs are allocated to the new category.

Editing marked POIs

1. In the network, mark all POIs whose categories you want to change.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Edit category entry.
4. Select the category to which the POIs should be moved.
5. Confirm with OK.
The POIs are allocated to the new category.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.38.21 Allocating network objects to a POI

You can allocate network objects to a POI. You can select the network objects graphically or in a
list.

Note: You can display the allocations with connecting lines in the Network editor window (see
"Showing POI connections" on page 2566).

17.38.21.1 Allocating network objects in a selection window

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the POIs button.

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 17.38.21.2 Allocating network objects graphically

3. In the network, double-click the POI whose attribute values you want to edit.
The Edit POI window opens.
4. Select the Allocations tab.
5. In the Network object type list, select the network object type to which you want to allocate a
POI or whose allocation you want to edit or delete.
6. Click the Edit allocations button.
The Selection window opens.
7. Select the objects that you want to allocate to the POI (see Finding network objects in the net-
work on page 1116).
8. Click the Confirm selection button.
The objects are listed in the window for the selected network object type.
9. Choose the desired setting for the Edit values immediately option.

Note: The option is only relevant for links and nodes.

If the option has been selected, a window for additional settings opens directly after alloc-
ating the network object (see "Specifying settings for POI allocations" on page 1501). You
can also open this window with the Edit button.

10. Allocate further network object types, if required.

Confirm with OK.
Depending on the setting, a window opens in which you can specify further settings (see "Spe-
cifying settings for POI allocations" on page 1501).

17.38.21.2 Allocating network objects graphically

1. In the Network editor window, click the Edit mode icon.
2. In the Network window, click the POIs button.
3. Click the POI you want to delete.
4. Right-click the POI.
A context menu opens.
5. Select the Allocate entry.
The Allocate POI window opens.
6. In the Target network object drop-down list, select the desired network object type.
7. Select one of the following options:

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 17.38.21.3 Specifying settings for POI allocations

Element Description
Create If the option has been selected, you can allocate a network object.
Note
In the case of links and nodes a window opens in which you can specify further set-
tings (see "Specifying settings for POI allocations" on page 1501).
Edit If the option has been selected, you can edit the settings of an allocation to a link
or a node (see "Specifying settings for POI allocations" on page 1501).
Delete If the option has been selected, you can remove an allocation.

8. Choose the desired setting for the Edit details option.

Note: This option is only active when allocating links.

If the option has been selected, a window for additional settings opens directly after alloc-
ating the network object (see "Specifying settings for POI allocations" on page 1501).

9. Click the desired network object.

Notes: In the case of links and nodes a window opens in which you can specify further set-
tings (see "Specifying settings for POI allocations" on page 1501).
If you allocate a link, the position of the click will be saved in the settings.

10. Confirm with OK.

The allocation is created, edited or deleted.

17.38.21.3 Specifying settings for POI allocations

For allocations between POIs and links or nodes you can specify particular settings.
1. Open the window with the settings.
In the Edit POI window, select the desired allocation and click the Edit button (see "Alloc-
ating network objects in a selection window" on page 1499).
In the Allocate POI window, select the Edit option and click the desired network object
(see "Allocating network objects graphically" on page 1500).
The Allocation values (for links) or Transport systems (for nodes) window opens.
2. Make the desired changes.

Settings for allocations between POI and link

Element Description
Transport The button opens the Transport systems window in which you can select the
systems transport systems that are assigned to the allocation.
Type of Use the drop-down list to specify the direction the allocation applies to.
allocation

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 17.38.22 Deleting POIs

Element Description
Position Distance from node <number>
on link sec- Use the slider to specify the exact distance from the node where the allocation line
tion crosses the link. Modifications are displayed directly in the Network editor win-
dow.

Settings for allocations between POI and node

Element Description
Transport sys- In this window you select the transport systems that are assigned to the
tems allocation.

17.38.22 Deleting POIs

There are several ways to delete POIs.

17.38.22.1 Deleting all POIs of a category

1. In the Network window, right-click the POIs button.
The Points of Interest context menu opens.
2. Select the Multi-delete entry and the desired category.

Note: All existing categories as well as all categories with their subcategories can be selec-
ted. For more than twelve categories select the category above the Select category entry in
a separate window. In this window you can specify whether all POIs of the subcategories
shall be deleted, too.

All POIs of the selected categories and, where applicable, all subcategories are deleted.

17.39 Managing user-defined tables

You can use user-defined tables to store all kinds of data in a model (see Fundamentals: Chpt.
3.1.19, page 132). To insert user-defined tables, follow the steps below:
1. Define a table (see "Creating a table definition" on page 1502).
2. Fill the table with values (see "Creating table entries" on page 1504).

17.39.1 Creating a table definition

Before you create table entries, you must define a table.
1. From the Lists menu, choose User-defined tables > Table definitions.

2. Click the Create symbol.

The Create table definition window opens.
3. Make the desired changes:

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 17.39.1 Creating a table definition

Attribute Description
Name Unique name of the table
Group The group is used to combine table definitions that belong together as
regards content. Assign a group name if necessary.
Comment Description of the table (optional)
Number of Enter the desired number of columns and rows.
columns/rows Note
The columns correspond to user-defined attributes, which are called, for
example, Attribute 1 - Attribute 5 for 5 columns. You can rename and edit
these attributes using the Edit attribute definition shortcut menu item.

4. Confirm with OK.

The list for table entries is created with the specified number of columns and rows and opened dir-
ectly. You can now enter values in the table (see "Creating table entries" on page 1504).

Note: You can open the associated table entries of a defined table from the Table definitions
list. Select one or more desired table definition(s) with the mouse and choose the entry Show
table entries from the shortcut menu.

Example of a table definition

Corresponding List (table entries):

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 17.39.2 Creating table entries

17.39.2 Creating table entries

You can manually enter individual values into the tables or paste values from other lists or
external sources such as MS Excel via the clipboard. You can insert selected ranges of existing
lists or the values of entire lists into a new table or append them to an existing table.

Inserting values manually

1. From the Lists menu, choose User-defined attributes > Table entries.

Tip: Alternatively, you can open the table entries of a defined table from the Table defin-
itions list. Select the desired table definition with the right mouse button and choose the
entry Display table entries.

2. Use the labeled button to select the desired, previously defined table (see "Creating a table
definition" on page 1502)

3. Click the Select attributes symbol to select the desired attributes or columns for display.

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 17.39.2 Creating table entries

4. If necessary, create the desired user-defined attributes in the attribute selection window using

the symbol (see "Creating a user-defined attribute" on page 1084) and add them to the
selection.
5. Close the attribute selection window with OK.

6. If necessary, add more rows to the table using the or symbol.

7. Enter the desired values.

Pasting values from the clipboard

1. Select the desired area of an existing list.
2. Right-click the selection.
3. Select Copy selected cells to user-defined table in the shortcut menu.
4. Choose whether you want to insert a new table or append the values to an existing table.
Depending on the selected option, a different window will open. Proceed as described below for
new tables (see Creating a new table on page 1505) and existing tables (see Appending values to
an existing table on page 1505).

Creating a new table

1. Click Create new table in the query.
The Create table definition window opens.
2. Define the desired table properties (see "Creating a table definition" on page 1502).

Note: The number of columns and rows is automatically adjusted.

3. Confirm with OK.

The values from the clipboard are pasted into the new table.

Appending values to an existing table

1. Click Append to existing table in the query.
The Select table definition window opens.
2. Select the desired table and confirm with Confirm selection.
The Table entries <name>: Allocate attributes opens. Here, the copied values are assigned
to attributes of the target table.
3. Allocate the attributes to the desired target attributes or create new user-defined attributes if
not all attributes can be allocated.

Note: Use the Generate button to create the attributes.

4. Confirm with OK.

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 17.40 Managing GIS objects

The data is appended to the existing table.

Inserting all values of a list into a user-defined table

1. Open the list whose values you want to insert into a user-defined table.
2. From the List (<name>) menu, choose Copy list view to user-defined table.
3. Choose whether you want to insert a new table or append the values to an existing table.
Depending on the selected option, a different window will open. Proceed as described for new
tables (see Creating a new table on page 1505) and existing tables (see Appending values to an
existing table on page 1505). The values are transferred to the user-defined table.

17.40 Managing GIS objects

GIS objects (GIS = geographic information system) extend the network model by special layers
which are directly incorporated from GIS ArcGIS and can be linked with the Visum network data,
via blending features. The objects are only available while you are connected to a Personal
Geodatabase (PGD) (see "GIS objects" on page 2417).

17.41 Managing count locations

Count locations are used for data management and the display of counted link data. Count loc-
ations are independent network objects which are allocated to one direction of a particular link.

Notes: You can create several count locations on a link.

You can allocate detectors to a count location (see "Managing detectors" on page 1511).

17.41.1 Creating a count location

Note: You can create count locations on links only.

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Count locations button.
3. In the desired direction of the desired link, click the position where you want to insert the count
location.
A rectangle is displayed at the position and the count location is inserted in the network.

Tips: If you want to display the Create count location window when inserting the object, you
can right-click the Count locations button in the Network window and activate Show dia-
logs when inserting objects.
The attributes of count locations are described here (see "Properties and options of count loc-
ations" on page 1507).
You specify settings for the newly inserted network object directly in the Quick view (Count
locations) window.

Note: You can edit the position of the count location afterwards.

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 17.41.2 Properties and options of count locations

17.41.2 Properties and options of count locations

The upper section of the Create count location or Edit count location window contains the gen-
eral attributes of the count location. In the lower section, you can edit specific attributes.

17.41.2.1 Count locations: General attributes

Element Description
Number Unique number of the count location
The count locations are numbered consecutively. The preset number can be over-
written by a number which has not yet been assigned in the network.
Type The count location type (00...99) is used for a user-defined categorization of the
count locations.
Code Code of the count location
Name Name of the count location

17.41.2.2 Count locations: Basis tab

Element Description
AddValue1 Free attributes to which you can allocate values
- Tip
AddValue5 If you want to allocate additional information to a network object, you can also cre-
ate user-defined attributes. The advantage is that you can name user-defined
attributes appropriately.
Position on Relative position (0...1)
link <num- You can edit the relative position of the count location. The marked position is
ber> section entered as a share of the link length From Node - To Node. Enter the share in the
form of a floating-point number between 0 and 1. The following applies: 0.0 =
From Node, 0.5 = middle of the link.
Distance from node <number>
Alternatively, you can determine the distance from the count location to the From
node with the scroll bar (see "Moving a count location" on page 1509).

17.41.3 Finding a count location

How to find a count location is described for all network objects (see "Finding network objects in
the network" on page 1116).

17.41.4 Selecting count locations

There are several ways to select count locations in order to edit them in another step.
Marking count locations
Setting count locations active/passive

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 17.41.4.1 Marking count locations

17.41.4.1 Marking count locations

How to mark count locations is described for all network objects (see "Marking network objects in
the network" on page 1121).

17.41.4.2 Setting count locations active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.41.5 Editing attribute values of count locations

You can edit the attribute values of one count location, all marked count locations or all (active)
count locations.

17.41.5.1 Editing the attribute values of a count location

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Count locations button.
3. In the network, double-click the count location whose attribute values you want to edit.
The Edit count location window opens.

Tip: If the count location is marked, you can also call the Edit count location window via the
context menu > Edit entry or by pressing the ENTER key.

4. Edit the values of the desired attributes (see "Properties and options of count locations" on
page 1507).
5. Confirm with OK.
The attribute values are edited.

Tip: You can also edit the values of the input attributes of count locations in the Quick view win-
dow or in the list of the network object type (see "Quick view window" on page 981 and "Work-
ing with lists" on page 2507).

17.41.5.2 Editing attribute values of marked count locations

1. Mark the count locations whose attribute values you want to edit (see "Marking count loc-
ations" on page 1508).
The selected count locations are marked.
2. Press the ENTER key.
The Multi-edit count locations: <Number> objects window opens.

Tip: You can also call the Multi-edit count locations: <Number> objects window via the
context menu > Edit entry or by double-clicking the last count location which you want to
mark.

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 17.41.5.3 Editing the attribute values of all or all active count locations

3. Edit the values of the desired attributes (see "Properties and options of count locations" on
page 1507 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.41.5.3 Editing the attribute values of all or all active count locations
Note: If there are no passive count locations in the network, all count locations are edited. Mark-
ings of count locations are ignored.

1. If required, set the count locations active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected count locations are active.
2. In the Network window, right-click the Count locations button.
The Count locations context menu opens.
3. Select the Multi-edit entry.
The Multi-edit count locations window opens.
4. Select whether you want to edit the attribute values of all count locations or just the active
ones.

Element Description
Only active If the option has been selected, only active count locations will be taken into
ones account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of count locations" on
page 1507 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.41.6 Moving a count location

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Count locations button.
3. In the network, click the count location that you want to shift, and hold down the mouse button.
4. Drag the count location along the link to the desired position and release the left mouse button.

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 17.41.7 Setting the polygon allocation of count locations

Notes: If you press the ESC key while dragging, you can cancel the action and the count loc-
ation is reset to its original position.

The count location is moved to the new position.

Tip: Alternatively, you can edit the position of the count location in the Edit count location win-
dow (see "Properties and options of count locations" on page 1507).

17.41.7 Setting the polygon allocation of count locations

You can specify that a selected attribute receives the number of the territory, zone, or main zone
in which the count location lies. Prerequisite for this functionality is that there are count locations
within a polygon (territory, zone or main zone).
You can execute the functionality for all, all active count locations, or count locations marked in
the network editor.

Editing all or all active count locations

1. If required, set the count locations active, whose allocation you want to set, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected count locations are active.
2. In the Network window, right-click the Count locations button.
The Count locations context menu opens.
3. Select the Set polygon allocation entry.
The Set polygon allocation window opens.
4. If necessary, select the Only edit active objects option.
5. Make the desired changes.

Element Description
Object In the drop-down list, you can select the type of network object whose number
you want to use as attribute value.
Attribute to Here you can select an attribute that is to be assigned the number of the selec-
be set ted object.

6. Confirm with OK.

The number is assigned to the count locations as an attribute value.

Editing marked count locations

1. In the network, mark all count locations whose allocation you want to set.
2. Right-click in the network display.

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 17.41.8 Deleting count locations

A shortcut menu opens.

3. Select the Set polygon allocation entry.
The count locations store the number as attribute value.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.41.8 Deleting count locations

How to delete count locations is described for all network objects (see "Deleting network objects"
on page 1159 and "Deleting active network objects" on page 1160).

Note: If you delete a count location to which a detector has been allocated, the detector will not
automatically be deleted. It just loses its allocation.

17.42 Managing detectors

In Visum, there are the following types of detectors:
Detectors which are used for lane-based data management of counted values. You can
insert them anywhere in the network and allocate them to count locations (see Fun-
damentals: Chpt. 3.1.20, page 132).
Detectors which serve to model signal control. You can insert them in the node and main
node section of the Junction editor and allocate them to signal control (see "Creating detect-
ors" on page 1637). These detectors cannot be allocated to count locations (see Fun-
damentals: Chpt. 3.1.20, page 132).
Note: Data provided by detectors of the second type can be exported to Vissim using the ANM
export function (see "ANM interface" on page 2866).

Topics

Creating a detector
Properties and options of detectors
Finding a detector
Selecting detectors
Editing attribute values of detectors
Moving a detector
Deleting detectors

17.42.1 Creating a detector

There are several ways to create detectors:
Creating a detector for a count location
Creating a detector in the node and main node section

17.42.1.1 Creating a detector for a count location

If you want to create a detector which is allocated to a count locations, proceed as follows:

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 17.42.1.2 Creating a detector in the node and main node section

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Detectors button.
3. In the network, click the position where you want to position the detector.
The detector is inserted.

Tips: If you want to display the Create detector window when inserting the object, you can
right-click the Detectors button in the Network window and activate Show dialogs when
inserting objects.
The attributes of detectors are described here (see "Properties and options of detectors" on
page 1512).
You can specify settings for the newly inserted network object directly in the Quick view
(Detectors) window.

Note: You can edit the position of the detector afterwards.

17.42.1.2 Creating a detector in the node and main node section

Use the Junction editor if you want to create a detector in the node or main node section (see
"Creating detectors" on page 1637).

17.42.2 Properties and options of detectors

The upper section of the Create detector or Edit detector window contains the general attrib-
utes of the detector. In the lower section, you can edit specific attributes. You can allocate a
detector to a count location and to a node or main node.

17.42.2.1 Detectors: General attributes

Element Description
Number Unique number of the detector
The detectors are numbered consecutively. The preset number can be overwritten
by a number which has not yet been assigned in the network.
Code Code of the detector
Name Name of the detector
Type The detector type (00...99) serves the categorization of the detectors.

17.42.2.2 Detectors: Basis tab

Element Description
SC Selection of the signal controller that is allocated to the detector
Enabled If the option has been selected, the detector is activated.
Position You can edit the coordinates of the detector in the network by entering new values
(see "Moving a detector" on page 1516).

17.42.2.3 Detectors: Count location tab

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 17.42.2.4 Detectors: Nodes tab

Element Description
Count loc- Use the drop-down list to allocate the detector to a count location.
ation Note
This drop-down list will not be displayed if you create or edit detectors in the node
or main node section (see "Creating detectors" on page 1637).
Tip
In the network display, you can label the count locations with numbers via the
Graphics > Edit graphic parameters > menu and the Count locations > Table
entry (see "Specifying basic settings for the Network editor window" on page 2551).
Lane pos- Number of lane the detector loop is placed on (first covered lane)
ition
Observed Number of lanes covered by the detector
lanes

17.42.2.4 Detectors: Nodes tab

Note: The elements Nodes, Main nodes, Lanes, Crosswalks and Distance from stop line
will only be displayed if you create or edit in the node or main node section.

Element Description
Node Display of the allocated node
Use the button to allocate a node. Using the black triangle next to the button, you
can delete the allocation of the node and allocate the nearest node.
Main node Display the allocated main node
Use the button to allocate a main node. Using the black triangle next to the but-
ton, you can delete the allocation of the main node and allocate the nearest main
node.
Lanes Selection of one or several lanes covered by the detector
Crosswalks Selection of one or several crosswalks covered by the detector
Distance Distance from the front edge of the detector to the nearest signal head of the sig-
from stop nal controller on the monitored lane (if a signal head exists).
line Notes
Values can be positive or negative, depending on whether the detector is located
in front of or behind the stop line.
This value is relevant for data export to Vissim (see "ANM interface" on
page 2866).

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 17.42.2.5 Detectors: Data tab

17.42.2.5 Detectors: Data tab

Element Description
Transport Via this button you can open the Transport system window in which you can
systems allocate transport systems to the detector.
Note
By default, the transport systems of the lane are assigned to the detector during
insertion.
Channel no. This number indicates the physical channel number of the detector given to it in
the control strategy.
Enabled If the option has been selected, the detector is activated.

17.42.3 Finding a detector

How to find a detector is described for all network objects (see "Finding network objects in the net-
work" on page 1116).

17.42.4 Selecting detectors

There are several ways to select detectors in order to edit them in another step.
Marking detectors
Setting active/passive detectors

17.42.4.1 Marking detectors

How to mark detectors is described for all network objects (see "Marking network objects in the
network" on page 1121).

17.42.4.2 Setting active/passive detectors

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.42.5 Editing attribute values of detectors

You can edit the attribute values of one detector, all marked detectors or all (active) detectors.

17.42.5.1 Editing the attribute values of a detector

1. In the Network editor window, click the Edit mode symbol .

2. In the Network window, click the Detectors button.
3. In the network, double-click the detector that you want to edit.
The Edit detectors window opens.

Tip: If the detector is marked, you can also call the Edit detector window via the context
menu > entry Edit or by pressing the ENTER key.

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 17.42.5.2 Editing the attribute values of marked detectors

4. Edit the values of the desired attributes (see "Properties and options of detectors" on
page 1512).
5. Confirm with OK.
The attribute values are edited.

Tip: You can also edit the attribute values in the Quick view window or in the list of the network
object type (see "Quick view window" on page 981 and "Working with lists" on page 2507).

17.42.5.2 Editing the attribute values of marked detectors

1. Mark the detectors whose attribute values you want to edit (see "Marking detectors" on
page 1514).
The selected detectors are marked.
2. Press the ENTER key.
The Multi-edit detectors: <Number> objects window opens.

Tip: You can also call the Multi-editdetectors: <Number> objects via the context menu >
entry Edit or double-click the last detector that you want to mark.

3. Edit the values of the desired attributes (see "Properties and options of detectors" on
page 1512 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.42.5.3 Editing the attribute values of all or all active detectors

Note: If there are no passive detectors in the network, all detectors are edited. Markings of
detectors are ignored.

1. If required, set the detectors active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected detectors are active.
2. In the Network window, right-click the Detectors button.
The Detectors context menu opens.
3. Select the Multi-edit entry.
The Multi-edit detectors window opens.
4. Specify whether you want to edit all or all active detectors.

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 17.42.6 Moving a detector

Element Description
Only active If the option has been selected, only active detectors will be taken into
ones account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of detectors" on
page 1512 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.42.6 Moving a detector

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Detectors button.
3. In the network, click the detector that you want to move and hold down the left mouse button.
4. Drag the detector to the desired position and release the left mouse button.

Notes: If you press the ESC key while dragging, you can cancel the action and the detector is
reset to its original position.

The detector is moved to the new position.

Tip: You can also edit the position of the detector in the Edit detector window (see "Properties
and options of detectors" on page 1512).

17.42.7 Deleting detectors

How to delete detectors is described for all network objects (see "Deleting network objects" on
page 1159(see Deleting active network objects on page 1160).

Note: If you delete a count location to which a detector has been allocated, the detector will not
automatically be deleted. It just loses its allocation.

17.43 Managing restricted traffic areas

Restricted traffic areas are network objects that allow you to model territories and link sequences
with special constraints or restrictions (see Fundamentals: Chpt. 3.1.21, page 134) . These
include driving bans, through traffic bans, or various concepts of tolls. Through traffic bans and
driving bans can be considered in static assignments as well as simulation-based assignments
(SBA).

Topics

Creating a restricted traffic area

Properties and options of restricted traffic areas

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 17.43.1 Creating a restricted traffic area

Finding restricted traffic areas

Selecting restricted traffic areas
Editing attribute values of restricted traffic areas
Deleting restricted traffic areas

Example

Proceed as follows if, for example, you want to define an environmental zone with driving bans for
the Car transport system in a part of your network:
1. In the desired part of the network, add a restricted traffic area of the type ‘No traffic’ (see "
Creating a restricted traffic area" on page 1517).
2. In the Create/Edit restricted traffic area window, close the Car transport system for the
defined area.

Note: Split the demand matrices as needed if the driving ban is not to apply to all vehicles in a
transport system (e.g., only for a new transport system diesel cars).

All links that are completely within the restricted traffic area are automatically allocated to it. In
assignments, all links belonging to the traffic area are closed for all traffic for the transport sys-
tems from the specified set.

Notes: If you do not want to include restricted traffic areas in procedures (see Impact in pro-
cedures on page 138), impedances, shortest path searches, or graphical procedures, you can
set them passive and select the Consider only active restricted traffic areas in impedance
setting in the Calculate > General procedure settings > Impedance menu.
On the same page, you can insert a detailed impedance definition for restricted traffic areas
(see "Defining impedance functions for transport systems" on page 2083).

17.43.1 Creating a restricted traffic area

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Restr. traffic areas button.
3. In the network, click the position where you want to insert the centroid of the restricted traffic
area.

Tip: You specify settings for the newly inserted network object directly in the Quick view
(Restricted traffic areas) window.
The attributes of restricted traffic areas are described here (see "Properties and options of
restricted traffic areas" on page 1518).

The centroid of the restricted traffic area is inserted. You can now create a boundary. The
optional boundary is used to calculate the area of the restricted traffic area and shows its spa-
tial extent.

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 17.43.2 Properties and options of restricted traffic areas

You can continue as follows:

If you do not want to define a boundary for the restricted traffic area, press the ESC key.
The restricted traffic area is then inserted as a centroid without a boundary. You can spe-
cify the boundary later (see "Creating a boundary" on page 1165).
If you want to define a boundary for the restricted traffic area, proceed with (see "Creating
a boundary" on page 1165) step 5.

Notes: Links can belong to several restricted traffic areas. Only in the case of matrix tolls may a
link belong to only one restricted traffic area.
You can allocate links to a restricted traffic area later by allocating either a 0, i.e. no restricted
traffic area, to the link attribute Restricted traffic area set in the link list, or the number of the
desired restricted traffic area.
To model a link toll, the tolls must be defined in the link attribute Toll_ PrTSys (see Fun-
damentals: Chpt. 3.1.3.4, page 102). In principle, link-specific toll values are always taken into
account in the TRIBUT procedures. An exception are toll values of links that are located in a
restricted traffic area of the matrix toll type. Here the toll values are ignored.

17.43.2 Properties and options of restricted traffic areas

The upper part of the Create restricted traffic area or Edit restricted traffic area window con-
tains the general attributes of the restricted traffic area. In the lower section, you can edit specific
attributes in theArea toll tab.

17.43.2.1 Restricted traffic areas: General attributes

Element Description
Number Unique number of the restricted traffic area
Restricted traffic areas are automatically numbered consecutively. You can over-
write the preset number with a number that does not yet exist in the network.
Type Select a toll type
Area toll
In case of an area toll, a distance-independent fixed amount is charged if a section of
the route runs through the toll area .
Matrix toll
In case of a matrix toll, tolls are not the sums of link tolls but randomly set amounts
specified for pairs (entry – exit) .
No through traffic
Through traffic bans are areas or link sequences where the entry for destination
demand or the exit for origin demand is permitted for the transport systems affected
by the through traffic ban, but passage through the restricted traffic area is not per-
mitted (see Fundamentals: Chpt. , page 135).
No traffic
When no traffic is permitted, closed transport systems are not allowed to operate in
the area (see Fundamentals: Chpt. , page 135).

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 17.43.2.2 Restricted traffic areas: Area toll tab

Element Description
Code Short name of the restricted traffic area
Name Long name of the restricted traffic area
Closed Here you can close transport systems for the restricted traffic area.
TSys In the assignment, all links that belong to the restricted traffic area are closed for the
transport systems from the specified set. This applies either to all traffic (for traffic
areas of the type No traffic) or only to through traffic (for traffic areas of the type No
through traffic).
Closed transport systems are not relevant to other types of restricted traffic areas.

17.43.2.2 Restricted traffic areas: Area toll tab

Note: This tab is also displayed if you select other types.

Element Description
Name List of all PrT transport systems that exist in the network
PrT Sys
Area toll Enter a toll for each transport system
for PrT- Note
Sys This entry is only relevant for restricted traffic areas of the type area toll. For restric-
ted traffic areas of the type matrix toll, you need to specify the tolls in a different place
(see "Specifying the matrix toll of a restricted traffic area" on page 1521).

17.43.3 Finding restricted traffic areas

How to find a restricted traffic area is described for all network objects (see "Finding network
objects in the network" on page 1116).

17.43.4 Selecting restricted traffic areas

You have several options to select restricted traffic areas to edit them in a further step.
Marking restricted traffic areas
Setting restricted traffic areas active / passive

17.43.4.1 Marking restricted traffic areas

How to mark restricted traffic areas is described for all network objects (see "Marking network
objects in the network" on page 1121).

17.43.4.2 Setting restricted traffic areas active / passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152).

17.43.5 Editing attribute values of restricted traffic areas

You can change the attribute values of a restricted traffic area, all selected restricted traffic areas,
or all (active) restricted traffic areas.

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 17.43.5.1 Editing attribute values of a restricted traffic area

17.43.5.1 Editing attribute values of a restricted traffic area

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Restr. traffic areas button.
3. In the network, double-click the centroid or within the boundary of the restricted traffic area
whose attribute values you want to edit.
The Edit restricted traffic area window opens.

Tip: If the restricted traffic area is marked, you can also call the Edit restricted traffic area
window via the shortcut menu > entry Edit or by pressing the ENTER key.

4. Edit the values of the desired attributes (see "Properties and options of restricted traffic areas"
on page 1518).
5. Confirm with OK.
The attribute values are edited.

Note: You can also edit the values of the input attributes of restricted traffic areas in the Quick
view window or in the list of the network object type (see "Quick view window" on page 981 and
"Working with lists" on page 2507).

17.43.5.2 Editing attribute values of marked restricted traffic areas

1. Mark the restricted traffic areas whose attribute values you want to edit (see " Setting restricted
traffic areas active / passive" on page 1519).
2. Press the ENTER key.
The Multi-edit restricted traffic areas: <number> objects window opens.

Tip: You can open the Multi-edit restricted traffic areas: <number> objects window via
the shortcut menu entry Edit or by double-clicking the the last restricted traffic area you
select.

3. Edit the values of the desired attributes (see "Properties and options of restricted traffic areas"
on page 1518 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.43.5.3 Editing the attribute values of all or all active restricted traffic areas
Note: If no passive restricted traffic areas exist in the network, all will be changed. Markings of
restricted traffic areas are ignored.

1. If necessary, set the restricted traffic areas whose attribute values you want to edit active via
the spatial selection (see "Setting network objects active/passive via the spatial selection" on
page 1152).

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 17.43.6 Specifying the matrix toll of a restricted traffic area

The selected restricted traffic areas are active.

2. In the Network window, right-click the Restr. traffic areas button.
A shortcut menu opens.
3. Select the Multi-edit entry.
The Multi-edit restricted traffic areas window opens.
4. Select whether you want to edit the attribute values of all restricted traffic areas.

Element Description
Only active If the option has been selected, only active restricted traffic areas will be
ones taken into account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of restricted traffic areas"
on page 1518 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.43.6 Specifying the matrix toll of a restricted traffic area

In the TRIBUT-Equilibrium_Lohse procedure, you can use restricted traffic areasn. For restricted
traffic areas of the type matrix toll, you have to explicitly specify a toll for each possible relation of
cordon nodes and per transport system. A cordon node is a (main) node at the edge of the restric-
ted traffic area. On the one hand, it is connected to links of a restricted traffic area and, on the
other hand, to links that are not part of the restricted traffic area, or to a connector. Visum provides
all relations of cordon nodes in a list.

Note: For two reasons it is advisable to limit the number of cordon nodes and thus, the number
of relations. On the one hand you save calculation time, and on the other hand, you need to
define less tolls. To reduce the number, you can take the following measures:
Combine nodes to main nodes, for example at motorway junctions.
Include the entry and exit links of motorways in the restricted traffic area.

1. Make sure that your model contains a restricted traffic area of the type matrix toll (see " Creat-
ing a restricted traffic area" on page 1517).
2. Open the toll matrices list (see "Opening a list" on page 2508).
3. On the toolbar of the list, click the button next to the Restr. traffic area label.
4. Select the or the desired restricted traffic areas.
5. Confirm with Confirm selection.
The list automatically contains all relations of cordon nodes of the selected restricted traffic
areas. If you allocate further links to the restricted traffic area, the list is updated automatically.

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 17.43.7 Managing the boundary of a restricted traffic area

Notes: If you synchronize the list with the Network editor window, the items that belong to
the currently selected relation are highlighted in the Network editor window. Multiple routes
(=straps) can be part of a relation, depending on the entry and exit link and also on the trans-
port system.
In the list, you can display different characteristics of the straps as attributes.
If you edit particular characteristics of the network, like for example closing links or changing
speeds, the most recently calculated straps may not represent the shortest routes any more.
To recalculate the straps and update the corresponding values in the list, click the Recal-
culate straps button.
Additionally you can specify that straps shall be recalculated automatically whenever
needed, for example, to display the length (menu Edit  > User Preferences  > entry
Network > Matrix toll > option Recalculate straps automatically).
Prior to an assignment, which takes restricted traffic areas into account, the straps are
always recalculated automatically.

6. In the Toll_PrTSys and Toll reverse direction-PrTSys columns, for each transport system
and relation, enter the desired tolls.
7. Specify the tolls for all restricted traffic areas of the type matrix toll.
The settings for the matrix toll are specified.

17.43.7 Managing the boundary of a restricted traffic area

A detailed description on how to manage the boundary of a restricted traffic area is described for
all polygonal network objects (see "Managing boundaries of polygonal network objects" on
page 1165).

17.43.8 Deleting the boundaries of multiple restricted traffic areas

You can delete read in or edited boundaries of restricted traffic areas.
You can execute the functionality for all, all active toll systems, or toll systems marked in the net-
work editor.

Editing all or all active restricted traffic areas

1. Select the restricted traffic areas whose boundaries you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected restricted traffic areas are active.
2. In the Network window, right-click the Restr. traffic areas button.
The shortcut menu Restricted traffic areas opens.
3. Select the Initialize boundaries entry.
The restricted traffic areas window opens.

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 17.43.9 Moving the centroid of a restricted traffic area

4. If necessary, select the Only edit active objects option.

5. Confirm with OK.
The boundaries are deleted.

Editing selected restricted traffic areas

1. In the network, mark all restricted traffic areas whose boundaries you want to delete.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Initialize boundaries entry.
The boundaries are deleted.

17.43.9 Moving the centroid of a restricted traffic area

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Restr. traffic areas button.
3. In the network, click the centroid that you want to shift and hold down the left mouse button.
The mouse pointer changes into a cross.
4. Drag the centroid of the restricted traffic area to the desired position and release the left mouse
button.

Notes: If you press the ESC key while dragging, you can cancel the action and the centroid is
reset to its original position.

The new position of the centroid is saved. The location and expansion of the boundary remains
unchanged.

Note: The centroid should be within the restricted traffic area boundary.

17.43.10 Setting restricted traffic area labels to the centroid

You can move the position of the labels of all or all active toll systems, or the restricted traffic
areas marked in the network automatically to the geometrical centroid of their polygons.

Editing all or all active restricted traffic areas

1. Select the restricted traffic areas whose label you want to set to the position of the geometrical
centroid via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).

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 17.43.11 Converting restricted traffic areas into other polygonal network objects

The selected restricted traffic areas are active.

2. In the Network window, right-click the Restr. traffic areas button.
The shortcut menu Restricted traffic areas opens.
3. Select the Recalculate the centroids entry.
The Recalculate the centroids: Restricted traffic areas window opens.
4. Select whether you want to set the label of all toll systems or just the active restricted traffic
areas to the geometrical centroid.
5. Confirm with OK.
The labels are set to the positions of the geometrical centroids.

Editing selected restricted traffic areas

1. In the network, select the restricted traffic areas whose label you want to set to the position of
the geometrical centroid.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Recalculate the centroids entry.
The labels are set to the positions of the geometrical centroids.

17.43.11 Converting restricted traffic areas into other polygonal network objects
You can convert restricted traffic areas into other polygonal network objects.

1. In the Network window, click the Edit mode icon .

2. In the Network window, click the Restr. traffic areas button.
3. Select the desired restricted traffic areas you want to convert (see " Selecting restricted traffic
areas " on page 1519).
4. In the Network window, right-click the Restr. traffic areas button.
The shortcut menu Restricted traffic areas opens.
5. Click Convert active restricted traffic areas.
The Convert restricted traffic areas window opens.
6. Make the desired changes.

Section Description
Convert Restricted List box of polygonal network objects into which you can convert
traffic areas into restricted traffic areas.
Target objects num- Click this button to select a restricted traffic area attribute that is used
ber from attribute to number the target object.

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 17.43.12 Deleting enclaves of Restricted traffic areas

Section Description
If a target object Create target object using the next available number
with the intended If this option is selected, the target object is assigned the next avail-
number already able number.
exists Do not create target object
If this option is selected, the target object is not created if the same
number already exists.
Note
The option is not available if you have marked multiple restricted traffic
areas or set them active.
Zones/Nodes in Assign all zones/nodes
polygon of main All zones/nodes that lie within the area of the new main zone/main
zone/main node node are automatically assigned to it.
Only assign active zones/nodes
Only active zones/nodes that lie within the area of the new main zone/-
main node are automatically assigned to it.
Do not assign zones/nodes
None of the zones/nodes that lie within the area of the new main zone/-
main node are assigned to it.
Note
This option is available for converting restricted traffic areas into main
zones or main nodes.
After completing Keep Restricted traffic areas
the action If this option is selected, the restricted traffic areas are not deleted
after conversion and share the polygonal object with the target object.
Editing the polygon directly then has an impact on both objects.
Delete Restricted traffic areas
If the option is selected, the restricted traffic areas are deleted after the
conversion.

7. Confirm with OK.

The Edit <network object type> window of the new polygonal network object opens.
8. If required, change the settings.
9. Confirm with OK.
The restricted traffic areas are converted into the selected polygonal network object.

17.43.12 Deleting enclaves of Restricted traffic areas

You can delete enclaves, i.e. "holes" from the surfaces of restricted traffic areas.

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 17.43.13 Normalizing surfaces of restricted traffic areas

You can execute the functionality for all, all active restricted traffic areas, or the ones marked in
the network editor.

Editing all or all active restricted traffic areas

1. If required, set the restricted traffic areas active, whose enclaves you want to delete, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected restricted traffic areas are active.
2. In the Network window, right-click the Restr. traffic areas button.
The shortcut menu Restricted traffic areas opens.
3. Select the Delete enclaves entry.
The Delete enclaves: Restricted traffic areas window opens.
4. If necessary, select the Only edit active objects option.
5. Confirm with OK.
The enclaves are deleted.

Editing selected Restricted traffic areas

1. In the network, mark all Restricted traffic areas whose enclaves you want to delete.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Delete enclaves entry.
The enclaves of the selected Restricted traffic areas are deleted.

17.43.13 Normalizing surfaces of restricted traffic areas

You can normalize surfaces of restricted traffic areas. In this process, the sizes of the surfaces are
calculated correctly (see Fundamentals: Chpt. 3.5.2, page 182).
You can execute the functionality for all, all active restricted traffic areas, or the ones marked in
the network editor.

Editing all or all active restricted traffic areas

1. If required, set the restricted traffic areas active, whose surfaces you want to normalize, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected restricted traffic areas are active.
2. In the Network window, right-click the Restr. traffic areas button.

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 17.43.14 Fuzzy alignment of restricted traffic areas

The shortcut menu Restricted traffic areas opens.

3. Select the Normalize surfaces entry.
The Restricted traffic areas window opens.
4. Select whether you want to normalize the surfaces of all restricted traffic areas or just the act-
ive ones.
5. Confirm with OK.
The surfaces are normalized.

Editing selected restricted traffic areas

1. In the network, mark all restricted traffic areas whose surfaces you want to normalize.
2. Right-click in the network display.
A shortcut menu opens.
3. Select the Normalize surfaces entry.
The surfaces of the selected restricted traffic areas are normalized.

Tip: You can also call the function from the shortcut menu of the corresponding list and edit
marked objects together.

17.43.14 Fuzzy alignment of restricted traffic areas

You can perform a fuzzy alignment for restricted traffic areas surfaces in the network. Then the
points of a surface are moved, within a defined threshold, towards a reference surface. This
allows you to remove unwanted overlaps or gaps (see Fundamentals: Chpt. 3.5.4, page 186)
Note: When importing shapefiles, you can specify whether you want to perform a fuzzy surface
alignment (see "Importing Shapefiles" on page 2427).

1. If required, set the restricted traffic areas active whose surfaces you want to align via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected restricted traffic areas are active.

2. In the Network editor window, click the Edit mode icon .

3. In the Network window, right-click the Toll systems button.
A shortcut menu opens.
4. Select the Fuzzy surface alignment entry.
The Fuzzy surface alignment window opens.
5. Make the desired changes.

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 17.43.15 Deleting restricted traffic areas

Element
Surface set column
Tolerance column
Description
Selection of surfaces that are edited (see Editing surface set on
page 1176).
Enter a value for the tolerance range. The tolerance range spe-
cifies the radius within which the points of a surface may be
moved. If you enter 0 for a surface set, it becomes a reference
set and is not moved.
Adds an additional surface set.

Deletes the surface set selected.

Normalize surfaces after
execution
Merge all points with
identical co-ordinates
after execution (all sur-
faces in network)
Note
To select multiple surface sets, hold down the CTRL key and
click the desired entries.
If the option has been selected, the fuzzily aligned surfaces will
be also be normalized (see Fundamentals: Chpt. 3.5.2,
page 182).
If the option has been selected, all points of the fuzzily aligned
surfaces with identical co-ordinates will be merged afterwards
(see "Merging all polygon points with identical co-ordinates" on
page 1175).

6. Confirm with OK.

The desired surfaces in the network are aligned.

17.43.15 Deleting restricted traffic areas

How to delete restricted traffic areas is described for all network objects (see "Deleting network
objects" on page 1159 and "Deleting active network objects" on page 1160).

17.44 Managing screenlines

Screenlines serve to determine volumes which cross virtual lines in the network.

17.44.1 Creating a screenline

Notes: A screenline always has a direction. Depending on the order in which the polygon points
are inserted, the direction always points to the right in the direction of creating.
Arrow heads along the course indicate the direction.

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Screenlines button.
3. In the network, click the position where the screenline shall start.
4. In the network, click the position where the screenline shall end.

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 17.44.2 Properties and options of screenlines

5. To confirm definition of the course, press ENTER.

The screenline is inserted.

Tips: If you want to display the Create screenline window when inserting the object, you can
right-click the Screenlines button in the Network window and activate Show dialogs when
inserting objects.
You can also directly adjust settings for the newly inserted network object in the Quick view
(Screenlines) window.

17.44.2 Properties and options of screenlines

The upper section of the Create screenline or Edit screenline window contains the general
attributes of the screenline. In the lower section, you can edit specific attributes.

17.44.2.1 Screenlines: General attributes

Element Description
Number Unique number of the screenline
The screenlines are numbered consecutively. The preset number can be overwritten
by a number which has not yet been assigned in the network.
Code Code of the screenline
Name Name of the screenline

17.44.2.2 Screenlines: Link attributes tab

Element Description
Rows Use this button to open the Select attributes window. In the Screenlines: Select
attributes window you can select indirect attributes which will be listed on the Link
attributes tab.
Notes
The tab contains the respective number of links for the three following possibilities:
All links
Links in screenline orientation
Links against screenline orientation
You can, for example, determine volumes which result directly from the volume data
of the links that intersect the screenline when using these three possibilities and their
aggregate functions.

Note: Even if a screenline intersects a link several times, the link will be evaluated only once.

17.44.3 Finding a screenline

How to find screenlines is described for all network objects (see "Finding network objects in the
network" on page 1116).

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 17.44.4 Selecting screenlines

17.44.4 Selecting screenlines

There are several ways to select screenlines in order to edit them in another step.
Marking screenlines
Setting screenlines active/passive

17.44.4.1 Marking screenlines

How to mark screenlines is described for all network objects (see "Marking network objects in the
network" on page 1121).

17.44.4.2 Setting screenlines active/passive

Network objects can be active or passive. They are only active if they are included in the spatial
selection (see "Setting network objects active/passive via the spatial selection" on page 1152)
and comply with the current filter settings (see "Using filters to set network objects active or pass-
ive" on page 1125).

17.44.5 Editing attribute values of screenlines

You can edit the attribute values of one screenline, all marked screenlines or all (active) screen-
lines.

17.44.5.1 Editing the attribute values of a screenline

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Screenlines button.
3. In the network, double-click the screenline whose attribute values you want to edit.
The Edit screenline window opens.

Tip: If the screenline is marked, you can also call the Edit screenline window via the context
menu > entry Edit or by pressing the ENTER key.

4. Edit the values of the desired attributes (see "Properties and options of screenlines" on
page 1529).
5. Confirm with OK.
The attribute values are edited.

Tip: You can also edit the values of the input attributes of screenlines in the Quick view win-
dow or in the list of the network object type (see "Quick view window" on page 981 and "Work-
ing with lists" on page 2507).

17.44.5.2 Editing the attribute values of marked screenlines

1. Mark the screenlines whose attribute values you want to edit (see "Marking screenlines" on
page 1530).
The selected screenlines are marked.
2. Press the ENTER key.

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 17.44.5.3 Editing the attribute values of all or all active screenlines

The Multi-edit screenlines: <Number> objects window opens.

Tip: You can also call the Multi-edit screenlines: <Number> objects window via the con-
text menu > entry Edit or with a double-click on the last screenline which you want to mark.

3. Edit the values of the desired attributes (see "Properties and options of screenlines" on
page 1529 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
4. Click the Close button.

17.44.5.3 Editing the attribute values of all or all active screenlines

Note: If there are no passive screenlines in the network, all screenlines are edited. Markings of
screenlines are ignored.

1. If required, set the screenlines active, whose attribute values you want to edit, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected screenlines are active.
2. In the Network window, right-click the Screenlines button.
The Screenlines context menu opens.
3. Select the Multi-edit entry.
The Multi-edit screenlines window opens.
4. Specify whether you want to edit all or all active screenlines.

Element Description
Only active If the option has been selected, only active screenlines will be taken into
ones account.

5. Select the Formula tab.

6. Edit the values of the desired attributes (see "Properties and options of screenlines" on
page 1529 and "Editing attribute values of network objects" on page 1100).
The attribute values are edited.
7. Click the Close button.

17.44.6 Editing the course of a screenline

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Screenlines button.
3. In the network, click the screenline that you want to edit.

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 17.44.7 Creating the opposite direction

The screenline is marked.

4. Press F5.
The Edit course window opens.
5. In the network, click the polygon point that you want to shift and hold down the mouse button.
6. Drag the polygon point to the desired position and release the left mouse button.
7. If required, drag further polygon points to new positions.
8. Delete existing polygon points, if required, by pressing the CTRL key and clicking the polygon
point.
9. Insert further polygon points, if required, by pressing the CTRL key and clicking the course.

Tip: Click in the network display to confirm the new course.

The course is adjusted.

17.44.7 Creating the opposite direction

With this functionality you can generate a new screenline in the opposite direction, which has the
same course and the same attributes as the existing one.

1. In the Network editor window, click the Edit mode icon .

2. In the Network window, click the Screenlines button.
3. In the network, click the screenline of which you want to generate the opposite direction.
The screenline is marked.
4. Right-click in the network display.
The Screenlines context menu opens.
5. Select the Create opposite direction entry.
The Create screenline window opens.
6. Make the desired settings (see "Properties and options of screenlines" on page 1529).
7. Confirm with OK.
The screenline is inserted.

17.44.8 Deleting screenlines

How to delete screenlines is described for all network objects (see "Deleting network objects" on
page 1159 and "Deleting active network objects" on page 1160).

17.45 Checking the network and fixing errors

Errors in the network have impacts on calculations and analyses. Therefore, after editing the net-
work you should check it for consistency. With the network check, you can detect errors in the net-
work and partly fix them right away.

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 17.45.1 Checking the network

17.45.1 Checking the network

You can check the consistency of your network model with this functionality.

Note: The sections PrT and PuT are only available if you have activated the respective add-on
(see " Enabling or disabling add-ons" on page 1058).

1. On the Calculate menu, click Network check.

The Check network window opens. The entries are grouped (General, PrT, PuT).
2. Select what you want to check the network for.

Section General
Element Description
Isolated nodes The option checks the network for nodes which are not connected to any
link.
Note
These are irrelevant to the model and can be deleted.
Turns and main The option checks whether the network contains turns or main turns which
turns that do are open to a transport system which is yet closed to the From link or To
not make link.
sense You can select the transport systems for the check in a separate window by
clicking on the transport systems displayed.
Note
Only PrT and PuT transport systems can be selected, yet no PuT Walk
transport systems.

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17.45.1 Checking the network

Section General
Element Description
Multiple The option checks the network for nodes which with more than one straight
straight turns (main) turn per incoming link.
and main turns Note
This option does not work if you have selected the According to the
angle of the turn option under Network > Network settings > Network
objects.
Invalid matrix This option checks whether the network contains invalid values in matrices.
values These values can occur during the calculation in demand procedures and
cause the calculation to abort in the following iteration of the procedure.
Invalid values are:
NaN (not a number)
inf (infinite)
Using the Edit link in the Parameters column, you can set all invalid values
to 0. For inf you can define a substitute value in the range +/- 9999999.
Note
The check for invalid matrix values is always carried out automatically, inde-
pendent of this function, when calculating demand procedures. You can
avoid this automatic check by using a user-defined attribute with the ID 'Dis-
ableNaNChecks' and the truth value 'true'.

Section PrT
Element Description
Zones without PrT The option checks if the network contains zones without a PuT con-
connection nection. It checks for the existence of connectors and whether they are
open to PrT transport systems. For zones with demand distribution as
percentages, the connector shares are also checked.
Check network The option checks for consistent paths between object pairs for the
consistency selected transport system selection.
Use the Edit link in the Parameters column to specify for which object
pairs you want to run the check and which objects shall be origins and
destinations:
Checked OD pairs
Use the drop-down list to specify the set of OD pairs to be checked.
All pairs of zones
Pairs of active zones
Active OD pairs
OD pairs with demand
If the option has been selected, the program checks the following:

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 17.45.1 Checking the network

Section PrT
Element Description
Is there a demand segment which uses the transport system to
be checked (via the mode) and to which exactly one matrix has
been allocated via the matrix reference?
Does the OD pair in this allocated matrix have a value > 0?
Origins and destinations
Use the drop-down list to specify which objects are origins and des-
tinations:
Zones: pairs of zones
Relevant connector nodes: pairs of nodes connected to different
zones. The connectors are open to the transport system to be
checked.
Zones or relevant connector nodes with weight > 0: Pairs of
zones with no connector weights or with connector weights for the
entire OD demand, or pairs of nodes that are connected to a zone
with connector weights for each single relation. The connectors are
open to the transport system to be checked.
Active nodes: Pairs of active nodes. You can use this selection,
for example, to check the network consistency between pickup
points and dropoff points in tour planning.
You can select the transport systems for the check in a separate win-
dow by clicking on the transport systems displayed.
Dead-end roads The option checks whether the network contains dead-end roads with
PrT no connection to the network and no U-turn or opposite direction.
You can select the transport systems for the check in a separate win-
dow by clicking on the transport systems displayed.
Links without suc- The option checks whether the network contains links with no con-
ceed. link nection to the network, which are closed to the selected transport sys-
tems.
Notes
These are links which yet have a succeeding link but at the To node,
the turns or the succeeding links are closed to the transport system.
These links should be checked and edited.
You can select the transport systems for the check in a separate win-
dow by clicking on the transport systems displayed.
Links with Capa- The option checks the network for PrT links with a capacity PrT = 0, or a
city PrT = 0 or speed v0 = 0.
v0 = 0 Note
Such links are like closed links, so that no traffic can traverse them dur-
ing assignments.

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17.45.1 Checking the network

Section PrT
Element Description
Viability for ICA The option checks the network for nodes or main nodes of the type two-
way stop, signalized, or all-way stop, which have not been modeled cor-
rectly for an ICA calculation. The program also checks whether the
green time of a signal group is zero and if files exist for all external sig-
nal controls. In addition, it is checked whether there are PrT connectors
at ICA nodes or ICA main nodes.
Notes
Partial nodes of main nodes are not checked. Only those nodes and
main nodes are checked, for which ICA has been selected as imped-
ance calculation method.
Viability for ANM The option checks the network for lane turns with closed incoming or
export outgoing lanes or incoming lanes with transport systems without any
possible turns. In addition, it lists (main) nodes with an open connection
for one of the predefined transport systems and (main) nodes whose
control type is not unknown.
Notes
This check is only performed for (main) nodes whose attribute Use
lane definition is true.
You can select the transport systems for the check in a separate win-
dow by clicking on the transport systems displayed.
Viability for Bal- The option checks whether the network is viable for the
ance / Epics PTV Epics/Balance module. Among others, the following checks are
run:
Links:
which are not located entirely within a main node
Finding incoming and outgoing pocket lanes, which in total are
longer than the link itself, between two through lanes (or before
the first or after the last).
Turns:
which do not belong to a main node/main turn
Finding lanes with different numbers of signal groups on a turn
Detectors with the following attribute values
Length = 0
SCNo = 0
ChannelNo = 0
ChannelNo > 255
Num Lanes = 0 and Num Crosswalks = 0
Detectors with allocations to (main) nodes and count locations

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 17.45.1 Checking the network

Section PrT
Element Description
If the detector is allocated to a node, the link that is indirectly
allocated via the count location must be an incoming or out-
going link of this node.
If the detector is allocated to a main node, the link that is indir-
ectly allocated via the count location must be a cordon link or
an inner link of this main node.
Auto link ori- The option finds links whose From-(main)node-orientation or To-
entation (main)node-orientation does not match the one that would be set by a
recalculation.
If faulty links are found, you can repair them directly.

Section PuT
Element Description
Zones without The option checks the network for zones without a PuT connectors. It
PuT connection checks for the existence of connectors and whether they are open to PuT
transport systems.
Note
For zones with demand distribution as percentages, the connector shares
are also checked.
Links with PuT- The option checks the network for PuT Walk links with a time = 0.
Walk time = 0
Links with PuT- The option checks the network for PuT Aux links with a time = 0.
Aux time = 0
Links with PuT The option checks the network for links with a PuT run time = 0, i.e. links,
run time = 0 which are traversed by a line route of a specific transport system which has
a link run time of 0s for the transport system and, in addition, a length or
link type speed = 0 for the transport system.
Find line and This option checks whether the network contains (trivial) zigzag courses on
system routes line routes and system routes. If zigzags are found, you can repair them in
with zigzags the Messages window if the served stops can be kept in their order.
Alternatively, you can remove zigzags in the network editor (see "Remov-
ing zigzags from a route course" on page 1456)
Furthermore, the function finds (trivial) loops in route courses. A loop
occurs when the same route point is passed multiple times. Within the
loop, the same route points are traversed for outward and return directions.
Trivial loops have no other profile points within the loop. After the check,
you can repair loops in the message window.
You can select the transport systems for the check in a separate window
by clicking on the transport systems displayed.

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17.45.1 Checking the network

Section PuT
Element Description
Vehicle The option checks the network for vehicle combinations without vehicle
combinations units.
without vehicle
unit
Inconsistent The option checks the network for couplings that are not consistent. Those
couplings are couplings with valid days which do not overlap. If a vehicle journey
operates, for example, Monday to Friday and the coupled vehicle journey
operates at the weekend only, the coupling has no effect.
Stop areas with The option checks the network for stop areas of the same stop which have
the same node the same access node and thus permit direct transfers in zero time.
PuT connector The option checks the network for PuT connectors which lead to nodes
nodes without without a stop area.
stop area Note
We recommend this check if you have selected the Force board-
ing/alighting at connected node option under Calculate > General pro-
cedure settings > entry PuT settings > entry Assignment for the Walk
links from/to connectors option.
PuT connector The option checks the network for PuT connectors which lead to nodes
nodes without with stop areas which are not served by any lines as alighting or boarding
lines is not permitted at any of the stop points.
Notes
If the connector node has no stop area or no line serves the node, pas-
sengers use walk links before / after using the connector.
We recommend this check if you have selected the Force board-
ing/alighting at connected node option under Calculate > General pro-
cedure settings > entry PuT settings > entry Assignment for the Walk
links from/to connectors option.
Access and The option checks if the network contains stop points that do not have a
egress at inac- PuT Walk connection to zones, but where at least one vehicle journey
cessible stop stops (access or egress). For each of these stops, the check issues the
points concerned vehicle journeys.
Use the Edit link in the Parameters column to set for which Mode the
check should be run. In addition, you can restrict the check to the active
vehicle journeys using the Use only active vehicle journey sections as
filter for... option.
Note
Using the repair function in the Messages window, you can prohibit board-
ing and alighting for the respective vehicle journeys at such stops.

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 17.45.2 Displaying the results of the check and fixing errors

Section PuT
Element Description
Invalid chained The option checks whether the network contains invalid chained up vehicle
up vehicle journey sections of which origin or destination vehicle journey section do
journey not run on the planned calendar day or the destination vehicle journey
sections section is used repeatedly on the same calendar day.
Checks for passenger trip chains with an origin vehicle journey section that
does not end at the same stop where the destination vehicle journey
sections begins.
Forced chainings with an invalid vehicle combination are displayed.
Lines without a The option checks whether the network contains lines that do not belong to
fare system a fare system.
Parallel vehicle The option checks whether the network contains vehicle journeys that sim-
journeys of a ultaneously use the same time profile during the analysis period.
time profile
Vehicle journey This option checks whether the network contains vehicle journey items that
items without are not covered by a vehicle journey section. A missing coverage may
vehicle journey occur if you delete or shorten vehicle journey sections.
sections

Note: Use the and buttons to select all check options simultaneously or to reset the

selection. Use the symbol to reverse the selection. You can also activate several
options by selecting them in the window and activating/deactivating them using the shortcut
menu or the space bar on the keyboard.
You can collapse the General, PrT and PuT sections by double-clicking the section names.

3. Click the Run selected network checks button.

The check is executed. The result of each option is displayed in the Details column and in the cor-
responding tooltip. The link in the Messages column takes you to the window of the same name,
which contains further information (see "Messages window" on page 984). You can correct errors
directly.

Note: You can correct errors while the Check network window is open, for example via the
Messages window. You can then repeat the check in the open Check network window.

17.45.2 Displaying the results of the check and fixing errors

1. Perform a network check (see "Checking the network" on page 1533).
The result is displayed in the Result column for each option individually.

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 17.46 Specifying a calendar and valid days

Element Description
No errors were found.

There are errors.

For more information, hover the mouse over the symbol.

2. Edit errors of individual options by selecting an error entry and clicking the desired icon:

Tip: Alternatively, you can call the functions via the shortcut menu.

Fix Correct errors in the selected line directly

After repairing or editing the network, all entries
in the Result and Details columns are grayed
out.
Set to active Set active erroneous objects of the selected line
in the network
All other network objects of these network
object types are set passive. In the network, you
can easily make out the corrupt network objects
and edit them afterwards in order to correct the
mistakes.

Tip: Alternatively, you can correct errors in the Messages window. You can open it by click-
ing the desired message in the Messages column. In the Messages window, you can also
fix the entries of a group together (see "Messages window" on page 984)

3. Repeat the check operation, if required, until all errors have been corrected.

Note: A detailed error report is saved to the file Messages.txt. It is saved to the folder specified
in the project directory file for the Log file (see "Editing the storage location of files" on
page 1007).

17.46 Specifying a calendar and valid days

You can specify a calendar and valid days for your network (see Fundamentals: Chpt. 3.2.1,
page 147).

Note: Valid days can only be inserted if you have activated the Calendar / valid days add-on
(see " Enabling or disabling add-ons" on page 1058).

17.46.1 Selecting a calendar

With the aid of the calendar, you can model the transport supply and demand in much greater
detail. You can not only model any day, but also any combinations of weekdays or single days.

Note: Use of the calendar is optional.

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 17.46.2 Creating a valid day

Valid days are closely linked to the calendar (see "Creating a valid day" on page 1541)as they can
be specified for the corresponding calendar
The calendar has an effect on the dynamic assignment (PrT) and the PuT analysis, (see "Using
the graphical and tabular timetable" on page 2770) as valid days can be allocated to individual
vehicle journeys in the timetables.
1. On the Network menu, click Network settings.
The Network settings window opens.
2. Select the Calendar and analysis period tab.
3. In the Calendar section, select one of the following options:

Element Description
No cal- PuT supply and demand are modeled for an unspecified recurring day. A stand-
endar ard given valid day (daily) is used for this purpose.
Weekly PuT supply and demand are modeled separately for the individual weekdays
calendar Monday - Sunday.
Annual PuT supply and demand are modeled for any time period within the calendar
calendar period.
Calendar start, calendar end

Via the button you can open a calendar and select the beginning or the end of
the calendar period with a mouse click on the desired date.
Tip
Alternatively, you can enter the desired start date and end date in the entry fields.

Notes: For each network or version file, only one calendar option can be selected.
If the calendar settings are changed, all previously created valid days, blocks and PuT ana-
lyses will be deleted.

4. Confirm with OK.

The settings are applied.

17.46.2 Creating a valid day

Notes: Valid days can only be inserted if you have activated the Calendar / valid days add-on
(see " Enabling or disabling add-ons" on page 1058).
You can only create further valid days if you are using a weekly or annual calendar (see "Select-
ing a calendar " on page 1540).
The valid day daily is predefined by default.

1. From the Network menu, choose PuT valid days.

The PuT valid days window opens.

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 17.46.3 Properties and options of valid days

2. Make sure that the Valid days tab is selected.

3. Click the Create button.

The Create valid day window opens.
4. Enter the desired data (see "Properties and options of valid days" on page 1542).
5. Confirm with OK.
The valid day is inserted.

Tip: Alternatively, in the corresponding list under Lists > PuT operation > Valid days, click

the symbol to add valid days.

17.46.3 Properties and options of valid days

Different properties and options are displayed, depending on the selected calendar (see "Select-
ing a calendar " on page 1540).
No calendar
Weekly calendar
Annual calendar

17.46.3.1 No calendar
Element Description
Number Unique number of the valid day
Code Code of the valid day
Name Name of the valid day
Transport Projection factor for skims of the transport supply from the assignment period to a
supply longer time period, for example 1 year
Cost per Projection factor for hourly costs from the assignment period to a longer time
hour period, for example 1 year

17.46.3.2 Weekly calendar

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 17.46.3.3 Annual calendar

Section Description
Basis Number
Unique number of the valid day
Code
Code of the valid day
Name
Name of the valid day
Transport supply
Projection factor for skims of the transport supply from the assignment period to a
longer time period, for example 1 year
Hour cost
Projection factor for hourly costs from the assignment period to a longer time
period, for example 1 year
Weekly cal- Monday - Sunday
endar If a weekday has been selected, it will be allocated to the valid day as a relevant
day.
If the weekday has not been selected, it will not be allocated to the valid day.

17.46.3.3 Annual calendar

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17.46.3.3 Annual calendar

Section Basis
Element Description
Number Unique number of the valid day
Code Code of the valid day
Name Name of the valid day
Transport sup- Projection factor for skims of the transport supply from the assignment period
ply to a longer time period, for example 1 year
Cost per hour Projection factor for hourly costs from the assignment period to a longer time
period, for example 1 year
Validity from Display of the start and the end of the calendar period
You can specify the duration of the calendar period under Time interval by
enlarging the window using the Expand button.
Number Display of the number of calendar days allocated to the valid day.

Section Calendar days

Element Description
Calendar days Section where you can allocate relevant calendar days to the valid day.
You can select calendar days by clicking the desired date in the calendar.
Selected calendar days are highlighted in green.
Weekdays and Sundays that have not been selected are white,
Saturdays that have not been selected are highlighted in gray.
Days outside of the calendar period are red and cannot be selected.
Note
If you click a calendar day which is selected already, the allocation of the cal-
endar day will be canceled.
Tip
You can also select calendar days using additional options, which you open
via the Extend button (see "Additional options" on page 1545).
Display holidays If the option has been selected, already specified valid days will be displayed
in the calendar (dark blue).
Use the drop-down list to specify the holidays to be displayed.
Note
The display’s only use is to provide information. The displayed holidays will
not be allocated to the valid day as relevant calendar days.
Display vaca- If the option has been selected, already specified vacation days will be dis-
tions played in the calendar (light blue).
Use the drop-down list to specify the vacation days to be displayed.
Note

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 17.46.3.3 Annual calendar

Section Calendar days

Element Description
The display’s only use is to provide information. The displayed vacation days
will not be allocated to the valid day as relevant calendar days.
Extend/Reduce Use the Extend button to display additional options for the selection of cal-
endar days (see "Additional options" on page 1545). Use the Reduce button
to hide the additional options.

Additional options

Use the additional options to select calendar days that meet specific requirements. You can add
or remove the selected calendar days from the calendar.
There are four types of requirements:
Time period (all days within a certain period)
Weekdays (certain weekdays)
Valid days and operating period (same selection as an existing valid day)
Vacation days (use existing vacation day calendar)

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17.46.3.3 Annual calendar

Buttons in the lower right section

Element Description
Apply Use the button to display the days selected according to the set options as
days which shall be added to the selection as relevant calendar days. These
days are highlighted in light green.
Note
The display is just a preview. The displayed days will only be allocated to the
valid day as relevant calendar days if you click the Confirm selection button.
Delete Use the button to display the days selected according to the set options as
days which shall be removed from the selection as relevant calendar days.
These days are highlighted in light red.
Note
The display is just a preview. The displayed days will only be removed from
the selection of relevant calendar days if you click the Confirm selection but-
ton.
Confirm selec- The selection of calendar days set via the Apply or Delete buttons is applied,
tion i.e. the calendar days are added to or removed from the previous selection of
relevant calendar days.

Section Description
Time period Validity from
Time period within the calendar period for which calendar days are selected.
Use the button to display a calendar in which you can mark the beginning
or the end of the time period. Alternatively, enter the parameters of your
choice in the entry fields.
Weekdays Mon-Sun
Select the weekdays which shall be taken into account for the selection.
Uncheck all/check all
Use the buttons to select all weekdays simultaneously or to switch off the
selection of all weekdays.
Each < n >. occurrence
Use the option to specify the recurrence pattern with which the selected week-
days will be used for the selection.
Example
If the week days Tuesday and Thursday are selected and every 3rd occur-
rence is set, the Tuesdays and Thursdays are selected every three weeks in
the desired period.
Week
Use the option to determine specific weeks per month, whose selected week-
days will be used for the selection.

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 17.46.3.3 Annual calendar

Section Description
1 corresponds to the first week of the month, 2 to the second week and so on.
L always means the last week of the month, whether the month has four or
five weeks.
Example
If the weekdays Monday and Tuesday and week 1 and 2 have been selected,
all Mondays and Tuesdays of the first two weeks of the month will be selec-
ted within the desired time period.
Note
If the month starts with a Thursday, the selection starts with the Monday and
Tuesday of the second week.
Valid days and Use valid day
operating If the option has been selected, the same selection of calendar days will be
period used as for an existing valid day.
Use the drop-down list, to select the valid day that shall be used as selection
criterion.
Use operating periods
If the option has been selected, the same selection of calendar days will be
used as for an existing operating period.
Use the drop-down list, to select the operating period that shall be used as
selection criterion.
on operating days
If the option has been selected, the selection of calendar days is exactly the
same as the one for the set valid day.
outside operating days
If the option has been selected, the selection of calendar days corresponds
to the days which are not selected for the set valid day (complement).
Vacation days Use
If the option has been selected, the same selection of calendar days will be
used as for an existing vacation day.
Use the drop-down list, to select the vacation day that shall be used as selec-
tion criterion.
On vacation days
If the option has been selected, the selection of calendar days is exactly the
same as the one for the set vacation day.
Except vacation days
If the option has been selected, the selection of calendar days corresponds
to the days which are not selected for the set vacation day (complement).

Note: The four conditions must always apply simultaneously, i.e. no calendar days will be selec-
ted if a time period has been specified but no weekday has been selected.

© PTV Planung Transport Verkehr GmbH 1547

 17.46.4 Editing attribute values of valid days

17.46.4 Editing attribute values of valid days

1. From the Network menu, choose PuT valid days.
The PuT valid days window opens.
2. Make sure that the Valid days tab is selected.
3. In the list, select the desired valid day.

4. Click the Edit button  .

The Edit valid day window opens.

Tip: You can also open the window in the tabular timetable or in the line block editor by right-
clicking a vehicle journey or line block and selecting the Edit valid day entry in the shortcut
menu (see "Windows for editing the timetable" on page 2787 and "Opening the Line block
editor" on page 2322).

5. Edit the values of the desired attributes (see "Properties and options of valid days" on
page 1542).

Note: Of the standard valid day daily, you can only edit the name, the code, and the pro-
jection factor.

6. Confirm with OK.

The attribute values are edited.

17.46.5 Deleting valid days

Note: You cannot delete the standard valid day daily.

1. On the Network menu, click PuT valid days.

The PuT valid days window opens.
2. Make sure that the Valid days tab is selected.
3. In the list, select the desired valid day.

Tip: To select multiple entries, hold down the CTRL key while clicking the desired entries one
by one.

4. Click the Delete button  .

5. Confirm with OK.
The valid day is deleted.

Note: If you delete a valid day, all vehicle journeys which use this valid day, will be set to the
standard valid day daily.

1548 © PTV Planung Transport Verkehr GmbH

 17.46.6 Grouping valid days

Deleting unused valid days

Alternatively, you can delete all valid days that are not used by any vehicle journey section.
1. From the Network menu, choose PuT valid days.
The PuT valid days window opens.
2. Make sure that the Valid days tab is selected.
3. Click the Delete the unused button.
All valid days that are not allocated to a vehicle journey section are deleted.

17.46.6 Grouping valid days

You can group valid days for traffic on the same day to a single valid day.
1. On the Network menu, click PuT valid days.
The PuT valid days window opens.
2. Make sure that the Valid days tab is selected.
3. In the list, select the valid days of your choice.

Tip: To select multiple entries, hold down the CTRL key while clicking the desired entries one
by one.

4. Click the Group button.

5. Confirm with OK.
The valid days are grouped to a single valid day.

Note: Grouping valid days means that all vehicle journeys of the same valid day are grouped
with another valid day.

17.46.7 Creating a vacation day

Notes: Vacation days can only be created if you have activated the Calendar / valid days add-
on (see " Enabling or disabling add-ons" on page 1058).
You can only create vacation days when using an annual calendar.
You can also create vacation days that lie outside of the calendar period.

1. From the Network menu, choose PuT valid days.

The PuT valid days window opens.
2. Select the Vacations days tab.

3. Click the Create button.

The Create vacation/holiday window opens.
4. Enter the desired data (see "Properties and options of vacation days" on page 1550).

© PTV Planung Transport Verkehr GmbH 1549

 17.46.8 Properties and options of vacation days

5. Confirm with OK.

The vacation day is inserted.

Tip: Alternatively, in the corresponding list under Lists > PuT operation > Vacation days,

click the symbol to add vacation days.

17.46.8 Properties and options of vacation days

Section Basis
Element Description
Number Unique number of the vacation day
Code Code of the vacation day
Name Name of the vacation day
Validity from Time period in which calendar days can be allocated to the vacation day
Use the button to display a calendar in which you can mark the beginning
or the end of the time period.
Note
The time period can also lie outside of the calendar period.

Section Calendar days

Element Description
Calendar Section where you can allocate relevant calendar days to the vacation day.
You can select calendar days by clicking the desired date in the calendar.
Selected calendar days are highlighted in green.
Weekdays and Sundays that have not been selected are white,
Saturdays that have not been selected are highlighted in gray.
Days outside of the valid time period are red and cannot be selected.
Note
If you click a calendar day which is selected already, the allocation of the cal-
endar day will be canceled.
Tip
You can also select calendar days using additional options, which you open
via the Expand button (see "Additional options" on page 1551).
Expand/Reduce Use the Expand button to display additional options for the selection of cal-
endar days (see "Additional options" on page 1551). Use the Reduce button
to hide the additional options.

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 17.46.8 Properties and options of vacation days

Additional options

Use the additional options to select calendar days that meet specific requirements. You can add
or remove the selected calendar days from the calendar.
There are three kinds of rules:
Time period (all days within a certain period)
Weekdays (certain weekdays)
Vacation days (use existing vacation day calendar)
Buttons in the lower right section
Element Description
Apply Use the button to display the days selected according to the set options as
days which shall be added to the selection as relevant calendar days. These
days are highlighted in light green.
Note
The display is just a preview. The displayed days will only be allocated to the
vacation day as relevant calendar days if you click the Confirm selection but-
ton.
Delete Use the button to display the days selected according to the set options as
days which shall be removed from the selection as relevant calendar days.
These days are highlighted in light red.
Note
The display is just a preview. The displayed days will only be removed from
the selection of relevant calendar days if you click the Confirm selection but-
ton.
Confirm selec- The selection of calendar days set via the Apply or Delete buttons is applied,
tion i.e. the calendar days are added to or removed from the previous selection of
relevant calendar days.

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17.46.8 Properties and options of vacation days

Section Description
Time period Validity from
Time period within the calendar period for which calendar days are selected
Use the button to display a calendar in which you can mark the beginning
or the end of the time period.
Weekdays Mon-Sun
Select the weekdays which shall be taken into account for the selection.
Uncheck all/check all
Use the buttons to select all weekdays simultaneously or to switch off the
selection of all weekdays.
Each < n >. occurrence
Use the option to specify the recurrence pattern with which the selected week-
days will be used for the selection.
Example
If you select the weekdays Tuesday and Thursday and specify each 3rd
occurrence, Tuesdays and Thursdays will be selected every three weeks
within the desired time period.
Week
Use the option to determine specific weeks per month, whose selected week-
days will be used for the selection.
1 corresponds to the first week of the month, 2 to the second week and so on.
L always means the last week of the month, whether the month has four or
five weeks.
Example
If the weekdays Monday and Tuesday and week 1 and 2 have been selected,
all Mondays and Tuesdays of the first two weeks of the month will be selected
within the desired time period.
Note
If the month starts with a Thursday, the selection starts with the Monday and
Tuesday of the second week.
Vacation days Use
If the option has been selected, the same selection of calendar days will be
used as for an existing vacation day.
Use the drop-down list, to select the vacation day that shall be used as selec-
tion criterion.
On vacation days
If the option has been selected, the selection of calendar days is exactly the
same as the one for the set vacation day.
Except vacation days
If the option has been selected, the selection of calendar days corresponds to
the days which are not selected for the set vacation day (complement).

1552 © PTV Planung Transport Verkehr GmbH

 17.46.9 Editing attribute values of vacation days

17.46.9 Editing attribute values of vacation days

1. On the Network menu, click PuT valid days.
The PuT valid days window opens.
2. Select the Vacations days tab.
3. In the drop-down list, select the desired vacation day.

4. Click the Edit button.

The Edit vacation/holiday window opens.
5. Edit the values of the desired attributes (see "Properties and options of vacation days" on
page 1550).
6. Confirm with OK.
The attribute values are edited.

17.46.10 Deleting vacation days

1. On the Network menu, click PuT valid days.
The PuT valid days window opens.
2. Select the Vacations days tab.
3. In the drop-down list, select the desired vacation day.

Tip: To select multiple entries, hold down the CTRL key while clicking the desired entries one
by one.

4. Click the Delete button  .

5. Confirm with OK.
The vacation day is deleted.

17.46.11 Creating operating periods

Notes: Operating periods can only be used if you have activated the Calendar / valid days
add-on (see " Enabling or disabling add-ons" on page 1058).
You can only create operating periods when using an annual calendar (see "Selecting a cal-
endar " on page 1540).

An operating period refers to the duration of the calendar period.

An operating period divides the calendar into different time slots, for example school holidays,
summer, winter. Not only can you specify a valid day at a vehicle journey section, but also an oper-
ating period. The number of valid days can be reduced this way.
1. From the Network menu, choose PuT valid days.

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 17.46.12 Properties and options of operating periods

The PuT valid days window opens.

2. Make sure that the Operating periods tab has been selected.

3. Click the Create button.

The Create operating period window opens.
4. Enter the desired data (see "Properties and options of operating periods" on page 1554).
5. Confirm with OK.
The operating period of the valid day is created.

17.46.12 Properties and options of operating periods

Element Description
Number The operating periods are numbered consecutively.
Note
A description of how to renumber operating periods can be found in the gen-
eral description of network objects (see "Automatically renumbering network
objects via the Network menu" on page 1163).
Code Code of the operating period
Name Name of the operating period
Section Pro- Transport supply
jection factors Projection factor for skims of the transport supply from the assignment
for analysis hori- period to a longer time period, for example 1 year
zon Cost per hour
Projection factor for hourly costs from the assignment period to a longer time
period, for example 1 year
Notes
Both projection factors are used in the procedures PuT operating
indicators and Spatial PuT analysis.
If an operating period is selected at a vehicle journey section, the pro-
jection factors are calculated based on the following formula:
Calculated projection factor = factor of the valid day / factor of the valid
day “daily” • factor of the operating period
Calendar period
Display of the start and the end of the calendar period
Validity from
First and last day of the time period in which the operating period is valid
Complement If the option is selected, the operating period is outside the validity of the
defined calendar period of the annual calendar. The validity of the operating
period is displayed below the Number of days.
Example for an activated option Complement:

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 17.46.13 Editing attribute values of operating periods

Element Description
Calendar period from May 1, 2017 to October 31, 2017
Validity from July 1, 2017 to September 1, 2017
The operating period applies from May 1, 2017 to June 6, 2017 and from
September 2, 2017 to October 31, 2017.
Number of days Display of the number of calendar days allocated to the operating period.

1. Confirm with OK.

17.46.13 Editing attribute values of operating periods

1. From the Network menu, choose PuT valid days.
The PuT valid days window opens.
2. Select the Operating periods tab.
3. In the list, click the operating period of your choice.

4. Click the Edit button.

The Edit operating period window opens.
5. Edit the values of the desired attributes (see "Properties and options of operating periods" on
page 1554).
6. Confirm with OK.
The attribute values are edited.

17.46.14 Inserting the complement for an operating period

Notes: Operating periods can only be used if you have activated the Calendar / valid days
add-on (see " Enabling or disabling add-ons" on page 1058).
You can only create operating periods when using an annual calendar (see "Selecting a cal-
endar " on page 1540).

You can add the complement of an existing operating period.

1. From the Network menu, choose PuT valid days.
The PuT valid days window opens.
2. Make sure that the Operating periods tab has been selected.
3. In the list, mark the operating period whose complement you want to insert.
4. Click the Add complement button.
The complement of the marked operating period is added to the list. In case of a complement, the
code and the name of the new operating period are preceded by the word Not.

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 17.46.15 Replacing valid days by a combination of valid day and operating period

17.46.15 Replacing valid days by a combination of valid day and operating period
Notes: Operating periods can only be used if you have activated the Calendar / valid days
add-on (see " Enabling or disabling add-ons" on page 1058).

Valid days at vehicle journey sections can be replaced by an equivalent combination of operating
period and valid day, which reduces the number of required valid days.
1. From the Network menu, choose PuT valid days.
The PuT valid days window opens.
2. Make sure that the Operating periods tab has been selected.
3. Make sure that the required operating periods have been created (see "Creating operating peri-
ods" on page 1553).

4. Click the Allocate operating periods button.

The Allocate operating periods window opens.
5. Make the desired changes.

Element Description
Set operating periods If the option has been selected, valid days will only be replaced at
only at active vehicle active vehicle journey sections by an equivalent combination of
journey sections valid day and operating period.
Delete valid days that If the option has been selected, valid days will be deleted that are
are not used not used at any vehicle journey section after the replacement.

6. Confirm with OK.

The valid days at vehicle journey sections are replaced by an equivalent combination of valid day
and operating period.

17.46.16 Deleting operating periods

1. From the Network menu, choose PuT valid days.
The PuT valid days window opens.
2. Select the Operating period tab.
3. In the list, select the operating periods of your choice.

Tip: To select multiple entries, hold down the CTRL key while clicking the desired entries one
by one.

4. Click the Delete button  .

5. Confirm with OK.
The operating period is deleted.

1556 © PTV Planung Transport Verkehr GmbH

 17.47 Using the subnetwork generator

17.47 Using the subnetwork generator

Note: This functionality is only available with the Subnetwork generator add-on (see "
Enabling or disabling add-ons" on page 1058).

With the subnetwork generator, Visum provides the possibility of singling out a section of an entire
network, such as a city area, and regarding it separately. A smaller subnetwork gives you a better
overview of the network items and their relations, and the procedures are calculated faster.
You can generate a subnetwork in such a way that, generally speaking, assignment results com-
parable to those of the entire network are obtained (see Fundamentals: Chpt. 3.4, page 175).

Topics

Subnetwork generation
Selecting options for line routes

17.47.1 Subnetwork generation

1. Select the network objects that shall be included in the subnetwork, via
the spatial selection (see "Setting network objects active/passive via the spatial selection"
on page 1152) and/or
filter criteria (see "Using filters to set network objects active or passive" on page 1125).
The selected network objects are active.
2. On the Calculate menu, click Subnetwork generator.
The Parameters subnetwork generator window opens.
3. Make the desired changes.

Element Description
Version file Enter or select a path and file name under which you want to save the ver-
sion file.
Section Treat- Selection of a procedure to deal with line routes which intersect the limits of
ment of line the subnetwork (see "Selecting options for line routes" on page 1559).
routes
Export demand This selection is only available if an assignment has already been cal-
for assigned culated.
demand seg- Selection of the demand segments (of internal and private transport) for
ments which the existing demand is to be saved with the subnetwork under the
specified name. In the Export as column, you can see whether the
demand is exported as a total matrix or as a single matrix with a matrix time
series.

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17.47.1 Subnetwork generation

Element Description
If one or more matrix time series exist in the network because the assign-
ment is dynamic, the matrix time series are automatically created in the sub-
network, too.
Note
In private transport, a matrix time series is only calculated if there is a result
of a simulation-based assignment (SBA).
In public transport, paths must be saved as connections in the assignment
so that matrix time series can be exported to the subnetwork (see "Settings
for saving PuT assignment results" on page 2180).
Include the If the option has been selected, all demand models that currently exist in
demand model the network and the related data objects will be saved to the subnetwork.
in the sub- Note
network All demand strata that exist in the original network are transferred to the
subnetwork. For zones that are identical in the original network and in the
subnetwork, the zone attributes Attraction and Production are also trans-
ferred for each demand stratum.
Subnetwork cordon zones section
Use connector Notes
links The option is only relevant to PrT networks. If you do not select the option,
the turn attributes (turn prohibitions and penalties) of the flows from the cor-
don zones will be lost.
If the option has been selected, all paths that enter the subnetwork at a
node, obtain a connector link that is based on the link used last outside of
the subnetwork. The To node of the connector link will be the first node in
the subnetwork; the From node is newly created. The connector link, cor-
don node, and cordon zone receive the same number.
Numbering of If the option has been selected, the numbers of the cordon zones will be
cordon zones generated based on the number of the connector node and the specified off-
with offset set.
Note
Make sure that zone numbers do not occur twice in the subnetwork.
Offset + ConnNodeNo.
Enter an offset value
Example
Number of the connector node: 105
Offset value: 10000
Number of the cordon zone in the subnetwork: 10105

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 17.47.2 Selecting options for line routes

Element Description
Continuous If the option has been selected, the cordon zones are numbered con-
numbering of secutively.
subnetwork Note
cordon zones Make sure that zone numbers do not occur twice in the subnetwork.
Minimum number for cordon zones
Enter the number at which the numbering starts.
Zone type for Enter the number of the zone type (0..9), to which the cordon zones shall
cordon zones be allocated.
Generate only If the option has been selected, only those cordon zones will be generated
required PrT to the subnetwork that are required according to the assignment.
cordon zones
Generate all If this option has been selected, all possible cordon zones or connector
possible PrT links are generated, independently from the subnetwork. All geometry data
cordon zones at nodes will thus be conserved after the import in Vissim.
(for sub-
sequent Vissim
export).
Open para- Opening a subnetwork generator parameter file of the type *.xml.
meters
Save para- You can save your settings and re-use them later. The defined settings are
meters saved as a subnetwork generator parameter file of the type *.xml.

17.47.2 Selecting options for line routes

In the Subnetwork generator parameter window, you can set different options:
Entire line route from start stop point to end stop point
The line route from start stop point to end stop point will be transferred to the subnetwork.

Cut off the line route at the boundaries of the analysis polygon
The line route starts within the subnetwork at the first stop point with a stop and ends within
the subnetwork at the last stop point with a stop.

Cut line route, include subnetwork cordon stops

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 17.47.3 Converting percentage time series to matrix time series

If the first or the last stop point has a stop within the subnetwork, the line route starts or ends
at this stop. Otherwise, the line route is extended to the next stop point with a stop.

Note: If a PuT assignment has been calculated, the following options are provided.

Create stop point matrix (regarding path legs)

For each path leg within the subnetwork, a cordon zone is generated at the start stop point
and at the last stop point.
The demand data is saved per path leg to the matrix (see Fundamentals: Chpt. 3.4,
page 175).
Note: The zones that were originally in the network are not stored in the matrix.

Create stop point matrix (regarding paths)

For each path within the subnetwork, a cordon zone is created for the first stop point (start). If
the path exits the subnetwork or if a path leg is followed by a walk link which lies outside of the
subnetwork, a cordon zone is generated at the last stop point in the subnetwork (destination).
If the path enters the subnetwork again, a cordon zone is generated at the first stop point in
the network (start).
The demand data is saved per path to the matrix (see Fundamentals: Chpt. 3.4, page 175).
Note: The zones that were originally in the network are not stored in the matrix.

17.47.3 Converting percentage time series to matrix time series

If you want to create a subnetwork from a network in which a dynamic assignment has been cal-
culated, it is necessary to convert demand time series based on standard percentage time series
into demand time series based on matrix standard time series. During the conversion, you can
either start from the demand segment or from the demand time series:
Demand segment
A new demand time series with a new standard time series of the type "matrix time series" is
generated for the demand segment. The demand segment refers to the new time series.
Demand time series
For each demand segment referencing the demand time series to be converted, a new
demand time series with a new default time series of the type matrix time series is generated
during conversion.
Note: An existing assignment result is not deleted by the conversion.

1. On the Demand menu, click Demand data.

The Demand data window opens.

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 17.47.3 Converting percentage time series to matrix time series

2. Select the Demand time series tab or the Demand segments tab.
3. Mark the percentage time series that you want to convert into a matrix time series.

4. Click the  Convert percentage time series to matrix time series symbol.
5. Confirm with OK.
The percentage time series is converted into a matrix time series and the references of the
demand segments are adjusted.

© PTV Planung Transport Verkehr GmbH 1561

18 Junction editor and signal control

18 Junction editor and signal control

Note: This functionality is only available if the Junction editor and control add-on is activated
(see " Enabling or disabling add-ons" on page 1058).

If you are in the network in the Edit mode and double-click one of the network objects nodes, main
nodes, turns, or main turns, the junction editor opens. Here you can further model the network
object (see Fundamentals: Chpt. 3.1.24, page 140).
In the junction editor and the connected signal controller editor Vissig, you can make all neces-
sary settings for signal controllers (see "Signalization" on page 144 und „Steuerung einer Licht-
signalanlage vom Typ Vissig bearbeiten“ auf Seite 1).
You have several possibilities to edit network objects in the junction editor:
Editing a node in the junction editor
Editing a main node in the junction editor
Editing turns in the Junction editor
Editing main turns in the Junction editor
Editing links in the Junction editor
Managing signal controllers
Managing signal groups
Editing the geometry of a node
Editing the signal times of a node
Managing signal coordination groups
Calculating and exporting ICA
Optimizing signal cycles and split of a single signal controller
Using turn volumes in the Junction editor
The view of the junction editor is saved with the global layout (see "Saving a global layout" on
page 1036).

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 18 Junction editor and signal control

(1) Menu bar

As soon as the junction editor window is open, the menu bar displays the Junction editor menu.
Among others, it contains all functionalities of the junction editor toolbar.

(2) Junction editor tool bar

The following functions, among others, are available in the toolbar. Depending on the selected
view, not all symbols are available.

Symbol Name Description

Selected network Selection of the displayed network
object type object
Tip
Alternatively, you can change the net-
work object type using the shortcut
menu of selected objects.
No syn- The junction editor is not synchronized
chronization with with other windows.
other windows
Synchronization The junction editor is synchronized with
with other win- other windows.
dows: Highlight

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18 Junction editor and signal control

Symbol Name Description

Synchronization Network objects marked in the junction
with other win- editor are also marked in other windows
dows: Highlight and vice versa. If required, the network
and move view section is shifted so that all highlighted
objects are visible.
Synchronization Network objects marked in the junction
with other win- editor are also marked in other windows
dows: Highlight and vice versa. In addition, an autozoom
with autozoom is triggered on the marked object(s).
Show only selec- Display and editing can be restricted to
ted node the selected (main) node in the Geo-
metry view using this symbol.
Settings for cur- You can use the symbol to define spe-
rent view cial settings for the respective view.
Select attributes Selection of the attributes which are dis-
played in the list view of the junction
editor.
Vissim node pre- Opens the Vissim export preview. It
view shows the selected node and the adja-
cent nodes.
Check ICA com- Using the triangle next to the symbol,
putability you can, among other things, calculate
ICA for selected nodes (see "Calculating
and exporting ICA" on page 1653).
Create signal Use the symbol to create a signal con-
controller troller.
Note
The signal controller will automatically
be allocated to the currently displayed
node/main node if the Signalized con-
trol type has been selected.
Edit signal con- Use the symbol to edit a signal con-
troller troller.
Switch on/off sig- You can activate and deactivate a signal
nal controller controller using this symbol.

Switch signal Use the symbol to select the desired sig-

program nal program.

Edit signal pro- Opens the signal controller editor for edit-
gram data ing the signal program data.

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 18 Junction editor and signal control

Symbol Name Description

Delete signal con- Use the symbol to delete a signal con-
troller troller.
Create signal Use the icon to create a signal group.
group
Delete signal Use the symbol to delete a signal group.
group
Use stage tem- You can use the symbol to apply existing
plates stage templates to generate stages in
the Signal timing view (Phasen aus Sch-
ablone erzeugen).
Create stage Use the symbol to create a stage.

Delete stage Use the symbol to delete a stage.

Enable/disable Use the symbol to activate a background

background map map (see "Displaying background maps
in the Junction editor" on page 1568).
Edit graphic para- Use the symbol to open the Edit
meters graphic parameters window.
Opacity of the Use the slider to adjust the opacity of the
network display display.

(3) Schematic view of the selected object

The schematic view displays the currently selected object. In the Nodes, Main nodes, Links,
Turns, and Main turns views, you can edit the object using colored check boxes and switch to
objects that are related to the currently selected network object.
You can change the section displayed in the junction editor window. Similar functionalities as
those in the Network editor window are provided for this (see "Network editor window" on
page 990).

(4) List view of the selected object

The list view shows the attributes of the selected object. You can edit the attribute values of edit-
able attributes right in the list.

Notes: You can select a font for the list view and specify, whether the Short name or the Long
name of the attributes shall be displayed in the list view (see "Adjusting the display and the
input options of the list view" on page 1567).
The Signal timing view does not show attributes below the node but the signal times of the
node, which you can edit (see "Editing the signal times of a node" on page 1646).

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 18.1 Displaying a network object in the Junction editor

(5) The Views window

Here you can select an object type. If you switch to another object type in the Views window, the
schematic view and the list view will display the new object. The following views are provided:
Nodes
Main nodes
Links
Turns
Main turns
Geometry
Signal timing
Turn volumes

18.1 Displaying a network object in the Junction editor

1. Switch to the Edit mode of the network object you want to display.
2. In the network, double-click the node, main node, turn or main turn that you want to display in
the Junction editor.
The Junction editor window opens and displays the selected object.

Notes: If you click the Arrange windows vertically symbol, the Network editor window
and the Junction editor are displayed next to each other. This way, you can switch to other
nodes in the network and edit them directly in the Junction editor, as the view is instantly adjus-
ted.
You can enlarge or reduce the schematic view of the selected network object by clicking in the
view and scrolling the mouse wheel.

18.2 Switching to a different network object

There are several possibilities to switch from the current network object to another network object:
Select an object in the schematic view via the buttons
Select an object type in the Views or Marking window
Mark a new object in the network display
In the schematic view, change from the partial nodes to main node and from turn to main turn.
Note: If you switch to another network object, both the schematic view as well as the list view
will be adjusted.

18.3 Adjusting the attribute selection in the Junction editor

For the selected object type, you can edit the attribute selection in the list view of the Junction
editor.

Note: You can specify a different attribute selection for each network object type. It will then
apply to all objects of this type.

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 18.4 Adjusting the display and the input options of the list view

1. On the Junction editor toolbar, click the Select attributes button .

The <Network object type>: select attributes window opens.
2. Make the desired settings (see "Selection of attributes" on page 1073).
3. Confirm with OK.
The selected attributes and their values are displayed in the list in the specified order.

Note: The selection is saved, even if you close the Junction editor in the meantime.

18.4 Adjusting the display and the input options of the list view
You can specify basic settings for all list views of the Junction editor.
1. From the Edit menu, choose User Preferences.
The User Preferences window opens.
2. In the navigator, select the GUI > Junction editor page.
3. Make the desired changes.

Element Description
Font for Select font
the Junc- Use the button to select a font, style and font size in a separate window for all list
tion editor views.
Note
You can reset the font to the Visum standard setting (see "Resetting fonts" on
page 977).
Row Here you can specify whether the attributes in the row headers are displayed as
labels short names or as long names.
Short name
If the option has been selected, all attributes are displayed with their short
names.
Long name
If the option has been selected, all attributes are displayed with their long
names.
Extended If the option has been selected, the input possibilities in list view change as fol-
input lows:
options Logical values are activated/deactivated via buttons labeled with the selec-
tion. Green checkmarks and red crosses stand for activated/deactivated val-
ues, for example Auto link orientation.
The values of a set can be edited in drop-down lists, for example Control
type.

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 18.5 Synchronizing the junction editor with other windows

Element Description
Values of a set of which you can select multiple items, are displayed as but-
tons labeled with the current selection. They open a new window. In the win-
dow, you can select multiple items, for example TSysSet.
Values for user-defined attributes of type File are displayed as button,
which are labeled with the name of the selected file. The button opens the
Open file window, where you can make a new selection.

4. Confirm with OK.

The settings are applied.

18.5 Synchronizing the junction editor with other windows

You can synchronize the Junction editor with other windows. You can highlight objects that are
then highlighted in other open and synchronized windows as well and vice versa (see "Syn-
chronization with other windows" on page 994).

18.6 Displaying background maps in the Junction editor

You can display background maps in the geometry view of the Junction editor.
1. Make sure a coordinate system is set for the opened network (see "Selecting a coordinate sys-
tem" on page 2413).

2. Click the black triangle next to the Enable/disable background map symbol.

Note: In the drop-down list, Visum's default map services are shown that you have specified
under Edit > User preferences > GUI > Background map (see "Specifying default settings
for inserting background maps" on page 2444).

3. Select the desired map service.

4. Activate the display of the map via the symbol .

The selected map is displayed.

Note: You can adjust the Opacity of the background map continuously under Graphics > Edit
graphic parameters > Background map.

18.7 Editing a node in the junction editor

You can edit nodes in the schematic view and in the corresponding list below. In the Node view,
you can, for example, edit the major flow.

Notes: You can calculate ICA for nodes and add signal controllers to signalized nodes (see
"Editing the signal times of a node" on page 1646 and "Calculating and exporting ICA" on
page 1653).
You can edit the geometry and the signal times of the displayed node (see "Editing the geo-
metry of a node" on page 1630 and "Managing signal groups" on page 1628).

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 18.7.1 Editing nodes in the schematic view

18.7.1 Editing nodes in the schematic view

Note: A tooltip is provided for all buttons of the schematic view, which describes the action
triggered when clicking the button.

1. In the network, double-click the node that you want to edit.

The Junction editor opens and displays the selected node.

2. Make sure that in the Views window the Node view is selected.
3. Make the desired changes.

Note: If the node is part of a main node, you can switch to the view of the related main node.

Specifying major flow and link orientations

For nodes with 2 to 8 legs, you can specify a major flow, which describes the course of the priority
flow. The major flow of a node can be set automatically or manually.

Note: In the schematic view, the major flow is indicated by arrows.

Make the desired changes to the schematic view of the node.

Element Description
Major flow If the option has been selected, the major flow can be set manually.
manually
Note
Use the option to activate the colored buttons. In this view, you can set the major
flow manually by clicking the button of the desired direction.
If the option has not been selected, the major flow is set automatically.
Note
The major flow is determined by the user-defined rank per link type. The highest-
ranking links which are connected to the node constitute the major flow.

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 18.7.2 Editing node attributes in the list view

Notes: A major flow cannot refer twice to the same leg of a node or a main node.
Adjacent one-way streets which point in opposite directions can be given the same orientation
and thus be combined in one leg. The number of legs at a node thus depends on the directions
allocated.

18.7.2 Editing node attributes in the list view

In the list view, each row describes a node property.
1. In the network, double-click the node that you want to edit.
The Junction editor displays the selected node, the list view displays corresponding properties.

2. Make the desired changes here.

Note: Some layout and editing functions can be found in the shortcut menu of the list and the
header row.

Editing node attributes

You can edit the editable attributes of the node in the list in different ways, depending on the attrib-
ute:
Double-click the desired row and enter the new value.
Perform an arithmetic operation for one or multiple values (see "Editing attribute values in the
Quick view with arithmetic operations" on page 1112)
Select the desired value via a drop-down list
Select/deselect an option per mouse click
Use buttons to select values in a separate window
Note: The input options of the list view depend on the setting under Edit > User preferences >
entry GUI > Junction editor (see "Adjusting the display and the input options of the list view"
on page 1567).

You can, for example, display the following node attributes in the list view.

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 18.7.2 Editing node attributes in the list view

Note: You can edit the attribute selection of the list (see "Adjusting the attribute selection in the
Junction editor" on page 1566).

Element Description
Number Unique number of the node
The nodes are numbered consecutively. You can overwrite the preset number
with a number that does not yet exist in the network.
Note
If you edit the node number, existing assignment results will be deleted for all
demand segments.
Type num- The node type (0...99) categorizes the node for the definition of turn standards
ber (see "Managing turns" on page 1210).
Note
The standard type is 0.
Code Code of the node
Name Name of the node
AddValue1 - Free attributes which you can use to enter additional values.
AddValue3 Tip
If you want to allocate additional information to a network object, you can also cre-
ate user-defined attributes (see "Managing user-defined attributes" on
page 1084).
Capacity Allowed hourly PrT capacity of the node
PrT
t0 PrT Private transport turning time in an unloaded network
X-Coordin- Coordinates of the node in the network
ate The coordinates are assigned automatically according to the set coordinate sys-
Y-Coordin- tem (see "Selecting a coordinate system" on page 2413).
ate Tip
Z-Coordin- You need Z-coordinates (height) for the 3D display in Vissim The elevation data
ate is exported during an ANM export.
Control Use the drop-down list to select the control type of the node.
type Unknown
Uncontrolled
Two-way stop
Two-way yield
Signalized
All-way stop
Roundabout

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18.7.2 Editing node attributes in the list view

Element Description
Use preset If the option has been selected, the method set under attribute Method for
method for impedances at node will be used.
impedance
If the option has not been selected, the Standard method will be used that is
at node
set under the Calculate > General procedure settings > menu, PrT settings >
Node impedances page (see "Selecting the method for node impedance cal-
culation" on page 2086).
Method for You can use the list box to select a method for the impedance calculation of the
impedance displayed node if the Use preset method for impedance at node option has
at node been selected (see "Selecting the method for node impedance calculation" on
page 2086).
ICA sneak- Minimum number of vehicles in [veh/cycle], which make a successful left turn
ers (right-hand traffic) or a successful right turn (left-hand traffic)
Note
One value applies to all movements at the node.
ICA peak Factor for adjustment of the initial volume to the peak period
hour factor Enter a value between 0.25 and 1.
volume Note
adjustment
Volumes are multiplied by both node and turn adjustment factors.
ICA is cent- Specify whether the main node lies within the CBD
ral business
district
ICA use pre- If the option has been selected, the set ICA loss time is used.
set loss
If the option has not been selected, the internally calculated value is used.
time
ICA loss For nodes with a signal group-based controller, to which no signal controller has
time been allocated, you can specify a user-defined loss time.
Design Sum of the volumes of all turns in vehicles and car units
volume
Design The definition of this value depends on the impedance calculation at the node.
volume By default it equals the quotient of the total volume and the total capacity of the
capacity node, i.e. in each case the total of the respective values of all turns.
ratio PrT
Turn tCur Mean waiting time per car unit
mean
Turn tCur Total of the wait times of all turns within the design time interval
total
Turn tCur Maximum waiting time for a car unit
maximum

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 18.8 Editing a main node in the junction editor

Element Description
Has auto- Calculated attribute which indicates whether a manual or an automatic major flow
matic major exists
flow
Main nodes Here you can edit the allocation of the node to a main node.

The following attribute is only displayed if a geometry template has been defined:

Element Description
Apply geometry Here you can select a geometry template which shall be used for the node.
template Tip
Geometry templates can be created in the Geometry view (see "Creating a
geometry template" on page 1645).

18.8 Editing a main node in the junction editor

You can edit main nodes in the schematic view and in the corresponding list below.

Notes: You can calculate ICA for main nodes and add signal controllers to signalized main
nodes (see "Editing the signal times of a node" on page 1646 and "Calculating and exporting
ICA" on page 1653).
You can edit the geometry and the signal times of the displayed main node (see "Editing the
geometry of a node" on page 1630 and "Managing signal groups" on page 1628).

18.8.1 Editing main nodes in the schematic view

Note: A tooltip is provided for all checkboxes of the schematic view, which describes the action
triggered when clicking the checkbox.

1. In the network, double-click the main node that you want to edit.
The Junction editor opens and displays the selected main node.
2. Make sure that the Main node view is selected in the Views window.
3. Make the desired changes.

Specifying major flow and link orientations

For each main node, you can specify a major flow, which describes the course of the priority flow.
The major flow of a main node can be set automatically or manually. The option is described for
nodes (see "Specifying major flow and link orientations" on page 1569).

18.8.2 Editing main node attributes in the list view

In the list view, each column describes a main node and each row describes an attribute of this
object.
1. In the network, double-click the main node that you want to edit.
The Junction editor displays the selected main node.

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18.8.2 Editing main node attributes in the list view

2. Make the desired changes.

Note: Some layout and editing functions can be found in the shortcut menu of the list and the
header row.

Editing main node attributes

You can edit the editable attributes of the main node in the list in different ways, depending on the
attribute:
Double-click the desired row and enter the new value.
Perform an arithmetic operation for one or multiple values (see "Editing attribute values in the
Quick view with arithmetic operations" on page 1112)
Select the desired value via a drop-down list
Select/deselect an option per mouse click
Use buttons to select values in a separate window
Note: The input options of the list view depend on the setting under Edit > User Preferences >
entry GUI > Junction editor (see "Adjusting the display and the input options of the list view"
on page 1567).

You can, for example, display the following main node attributes in the list view:

Note: You can edit the attribute selection of the list (see "Adjusting the attribute selection in the
Junction editor" on page 1566).

Element Description
Number Unique number of the main node
The main nodes are numbered consecutively. You can overwrite the preset num-
ber with a number that does not yet exist in the network.
Note
If you edit the main node number, existing assignment results will be deleted for
all demand segments.
Type num- The main node type categorizes the main node (0...99) for the definition of turn
ber standards (see "Managing turns" on page 1210).
The standard type is 0.
Code Code of the main node

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 18.8.2 Editing main node attributes in the list view

Element Description
Name Name of the main node
AddValue1- Free attributes which you can use to enter additional values.
AddValue3 Tip
If you want to allocate additional information to a network object, you can also
create user-defined main node attributes (see "Managing user-defined attrib-
utes" on page 1084).
Capacity PrT Allowed hourly PrT capacity of the main node
t0 PrT Private transport turning time in an unloaded network
X-Coordin- Coordinates of the centroid of the main node in the network
ate The coordinates are assigned automatically according to the set coordinate sys-
Y-Coordin- tem (see "Selecting a coordinate system" on page 2413).
ate The label of a main node is always displayed at the position of its centroid.
Control type Use the drop-down list to select the control type of the main node.
Unknown
Uncontrolled
Two-way stop
Two-way yield
Signalized
All-way stop
Roundabout
Use preset If the option has been selected, the method set under attribute Method for
method for impedances at node will be used.
impedance
If the option has not been selected, the Standard method will be used that is
at node
set under Calculate > General procedure settings > PrT settings > Node
impedances (see "Selecting the method for node impedance calculation" on
page 2086).
Method for You can use the list box to select a method for the impedance calculation of the
impedance main node if the Use preset method for impedance at node option has been
at node selected (see "Selecting the method for node impedance calculation" on
page 2086).

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 18.9 Editing turns in the Junction editor

Element Description
Has auto- Calculated attribute which indicates whether a manual or an automatic major
matic major flow exists at the main node
flow
Partial Use these buttons to allocate or remove partial nodes to the main node in a sep-
nodes arate window.
Notes
A node can only be allocated to a one main node.
If you edit the allocation of partial nodes, other cordon links may evolve (see
"Effects of cordon link changes" on page 1305) and existing PrT assignment res-
ults will be deleted.
Tips
You can also allocate nodes to main nodes as follows:
In the node list (column Main node number)
Via the Main node number attribute for several nodes (see "Editing attrib-
ute values of network objects" on page 1100)
On menu Edit > Network objects (basis) > Main nodes > Recalculate
node allocation from polygons (see "Allocating nodes to one or multiple
main nodes" on page 1299)

The following attribute is only displayed if a geometry template has been defined:

Element Description
Apply geometry Here you can select a geometry template which shall be used for the main
template node.
Tip
Geometry templates can be created in the Geometry view (see "Creating a
geometry template" on page 1645).

18.9 Editing turns in the Junction editor

In the turn view of the Junction editor, you can edit the attribute values of all turns at a node. You
can edit turns in the schematic view and in the corresponding list below.

18.9.1 Editing turns in the schematic view

Notes: A tooltip is provided for all buttons of the schematic view, which describes the action
triggered when clicking the button.
Turns of links that are closed in both directions are displayed as dashed lines in the Junction
editor if you click Show also turns of blocked links on the shortcut menu of the list view
header.

1. In the network select the node whose turns you want to edit.
The Junction editor opens and displays the selected node.

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 18.9.1 Editing turns in the schematic view

2. In the Views window, select the Turns view.

3. Make the desired changes.

Note: If the turn belongs to the partial node of a main node, you can switch to the view of the
related main node view via a link.

Marking a link
You can mark individual links in the schematic view via the colored buttons next to the links.
Click the desired button.

The Junction editor displays all turns of the link at this node and the buttons for the turns.

Marking a turn
As soon as you have marked a link in the schematic view, the buttons for the turns will be dis-
played. Use the button for turns to mark the individual turns of the node in the schematic view.
1. Click the button of the desired turn.
The turn is indicated by a red arrow and marked in the list view.

Note: You can edit the attributes of the marked turn right in the list.

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 18.9.2 Editing main node attributes in the list view

2. If required, select further turns.

Note: You can remove markings if you click the button of the respective turn again.

18.9.2 Editing main node attributes in the list view

In the list view, each column describes a turn and each row describes an attribute of this object.
1. In the network select the node whose turns you want to edit.
The Junction editor opens and displays the selected node.
2. In the Views window, select the Turns view.
The Junction editor displays the node and all turns belonging to this node.
3. Make the desired changes.

Editing turn attributes

You can edit the editable attributes of the turn in the list in different ways, depending on the attrib-
ute:
Double-click the desired row and enter the new value.
Perform an arithmetic operation for one or multiple values (see "Editing attribute values in the
Quick view with arithmetic operations" on page 1112)
Select the desired value via a drop-down list
Select/deselect an option per mouse click
Use buttons to select values in a separate window
Note: The input options of the list view depend on the setting under Edit > User preferences >
entry GUI > Junction editor (see "Adjusting the display and the input options of the list view"
on page 1567).

You can, for example, display the following turn attributes in the list view:

Notes: Some layout and editing functions can be found in the shortcut menu of the list and the
header row.
You can edit the attribute selection of the list (see "Adjusting the attribute selection in the Junc-
tion editor" on page 1566).

Element Description
From node number Display of the From node number of the turn
From link Number Display of the From link number of the turn
From link\To node Display of the To node orientation of the From link of the turn
orientation
To link Number Display of the To link number of the turn
To link\To node Display of the To node number of the To link of the turn
number

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 18.9.2 Editing main node attributes in the list view

Element Description
To node number Display of the To node number of the turn
Type number Use the drop-down list to specify the turn type.
Notes
The value range is 0 to 9.
You can edit the values in menu Network > Turn standards (see
"Managing turn standards" on page 1210).
TSys set Use the button to select one or more transport systems for the turn in a
separate window.
Tip
In the TSysSet window, use the CTRL key to select several transport sys-
tems.
Capacity PrT Enter a PrT capacity
Volume PrT Display of the volume of the turn of all PrT vehicles
tCur_PrTSys Display of the in-vehicle time in the loaded network
AddValue 1-3 Free attributes to which you can allocate values

Closing turns
Use the shortcut menu of the list view to close individual turns.
1. In the list, right-click the column of the turn that you want to close.
A shortcut menu opens.
2. Select the Marking > Close entry.
The turn is closed and, in the schematic view, illustrated as a dashed line.

Note: Closed turns are only displayed if you have selected the Show also closed turns option
(see "Displaying:closed turns" on page 1579).

Displaying:closed turns
In the list view, you can either show or hide closed turns.
1. In the list, right-click the header of a column. Alternatively, you can right-click in the empty sec-
tion of the table.
A shortcut menu opens.
2. Select the Show also closed turns entry.
All closed turns of the node are displayed in the list.

Displaying turns of closed links

In the list view, you can either show or hide turns of closed links.
1. In the list, right-click the header of a column. Alternatively, you can right-click in the empty sec-
tion of the table.

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 18.10 Editing main turns in the Junction editor

A shortcut menu opens.

2. Select the Show also turns of blocked links entry.
All turns of closed links are displayed in the list.

Copying attributes to the reverse direction

You can copy the attributes of a turn to the reverse direction.
1. In the list, right-click the column of the turn whose attributes you want to copy.
A shortcut menu opens.
2. Select the Marking > Copy attributes to reverse direction entry.
The attribute values are copied.

Note: Display the reverse direction of the selected turn by using the Mark reverse direction
entry (see "Marking the reverse direction" on page 1580).

Marking the reverse direction

1. Right-click the column of the desired turn.
A shortcut menu opens.
2. Select the Marking > Mark reverse direction entry.
The turn which represents the reverse direction is marked in the schematic view and in the list.

18.10 Editing main turns in the Junction editor

In the main turn view of the Junction editor, you can edit the attribute values of all main turns at a
main node. You can edit main turns in the schematic view and in the corresponding list below.

18.10.1 Displaying main turns in the schematic view

Notes: A tooltip is provided for all checkboxes of the schematic view, which describes the
action triggered when clicking the checkbox.
Main turns of links that are closed in both directions are displayed as dashed lines in the Junc-
tion editor if you choose Show also turns of blocked links from the shortcut menu of the list
view.

1. In the network, select the main turn that you want to edit (see "Selecting main turns" on
page 1307).
The Junction editor opens. In the Views window the Main turns button is selected. In the
upper section of the view a schematic view of the main node is displayed. Below you see a list
of all main turns of the main node.

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 18.10.2 Editing main turn attributes in the list view

2. Click one of the small Mark link buttons that are displayed next to the links.
All main turns of the link on this main node and the Mark turn buttons are displayed for this
main turn.
3. Click the button of the desired main turns.
The turn is indicated by a red arrow and marked in the list view.
4. If required, select further main turns.

Note: You can remove markings if you click the checkbox of the respective turn again.

18.10.2 Editing main turn attributes in the list view

In the list view, each column describes a main turn and each row describes an attribute of this
object.
1. In the network select the main node whose main turns you want to edit (see "Selecting main
turns" on page 1307).
The Junction editor opens and displays the selected main node.
2. In the Views window, select the Main turns view.
The Junction editor displays the main node and all related main turns of this main node.
3. Make the desired changes.

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18.10.2 Editing main turn attributes in the list view

Editing main turn attributes

You can edit the editable attributes of the main turn in the list in different ways, depending on the
attribute:
Double-click the desired row and enter the new value.
Perform an arithmetic operation for one or multiple values (see "Editing attribute values in the
Quick view with arithmetic operations" on page 1112)
Select the desired value via a drop-down list
Select/deselect an option per mouse click
Use buttons to select values in a separate window
Note: The input options of the list view depend on the setting under Edit > User preferences >
entry GUI > Junction editor (see "Adjusting the display and the input options of the list view"
on page 1567).

You can, for example, display the following main turn attributes in the list view.

Element Description
From node num- Display of the From Node Number of the main turn
ber
From Cordon Display of the From Cordon Node Number of the main turn
Node Number
To node number Display of the To node number of the main turn

To cordon node Display of the To cordon node number of the main turn
number
From link number Display of the From link number of the main turn

To link Number Display of the To link number of the main turn

Orientation Display of the orientation of the main turn (From-To)
Note
You can edit the orientation if the Auto link orientation in the Link view
has not been selected.
Type number Use the drop-down list to specify the main turn type.
Notes
The value range is 0 to 9.
You can edit the values in menu Network > Turn standards (see
"Managing turn standards" on page 1210).
TSys set Use the button to select one or more transport systems for the main turn in
a separate window.
Tip

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 18.10.2 Editing main turn attributes in the list view

Element Description
In the TSysSet window, use the CTRL key to select several transport sys-
tems.
Capacity PrT Enter a PrT capacity
Volume PrT Display of the volume of the main turn of all PrT vehicles
AddValue 1-3 Free attributes to which you can allocate values

Closing main turns

Use the shortcut menu of the list view to close individual main turns.
1. In the list, right-click the column of the main turn that you want to close.
A shortcut menu opens.
2. Select the Marking > Close entry.
The main turn is closed.

Displaying closed main turns

In the list view, you can either show or hide closed main turns.
1. In the list, right-click the header of a column. Alternatively, you can right-click in the empty sec-
tion of the table.
A shortcut menu opens.
2. Select the Show also closed turns entry.
All closed main turns of the main node are displayed in the list.

Displaying main turns of closed links

In the list view, you can either show or hide main turns of closed links.
1. In the list, right-click the header of a column. Alternatively, you can right-click in the empty sec-
tion of the table.
A shortcut menu opens.
2. Select the Show also turns of blocked links entry.
All main turns of closed links are displayed in the list.

Marking the reverse direction

1. Right-click the column of the desired main turn.
A shortcut menu opens.
2. Select the Marking > Mark reverse direction entry.
The main turn which represents the reverse direction is marked in the schematic view and in the
list.

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 18.11 Editing links in the Junction editor

18.11 Editing links in the Junction editor

In the Links view, you can edit the attributes of all approach links of the selected node, such as the
number of lanes or the geographic orientation.
You can edit links in the schematic view and in the corresponding list below. In the Links view, you
can, for example, edit the Auto link orientation attribute of the selected node or main node.

18.11.1 Editing links in the schematic view

Notes: A tooltip is provided for all buttons of the schematic view, which describes the action
triggered when clicking the button.
Links which are closed in both directions are displayed as dashed lines in the Junction editor if
you click Show also closed links on the shortcut menu of the list view. One-way roads are dis-
played as arrows.

1. In the network, double-click the node whose links you want to edit.
The Junction editor opens and displays the selected node.
2. Make sure that the Links view is selected in the Views window.
The Junction editor displays all approach links of the selected node.

3. Make the desired changes.

Specifying link orientations

For each link, an orientation can be specified. The orientation of a link can be set automatically or
manually.
Make the desired changes in the schematic Links view.

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 18.11.2 Editing link attributes in the list view

Element Description
Auto link If the option has been selected, the link orientations are set automatically
orientation with default values, depending on the setting under Network > Network set-
tings > Network objects > Link orientations (see "Specifying the number of
link orientations" on page 1222).
If the option has not been selected, you can edit the orientation of each link
of the selected node. Next to each link, a drop-down list will then be displayed,
in which you can select the desired orientation. The selection depends on the
setting under Network > Network settings > Network objects > Link ori-
entations (see "Specifying the number of link orientations" on page 1222).
Tip
Adjacent one-way streets which point in opposite directions can be given the
same orientation and thus be combined in one leg.

1. In the schematic view, click the Apply link orientations button.

The changed link orientations are applied.

Notes: The node attribute Use automatic link orientation indicates whether link orientations
were calculated automatically.
The link attributes From node orientation , From main node orientation , To node ori-
entation and To main node orientation indicate the location in the network, for example W,
E, or NW. You can edit these attributes.
Based on the link orientations, the calculated direction is displayed in list type Turns and Main
turns via the Orientation attribute, for example WW (=from the West to the West).

Marking a link
You can mark individual links in the schematic view via the colored buttons next to the links.
1. Click the desired button.
The selected link is marked in the list view.

Note: You can edit the attributes of the marked link right in the list.

2. If required, select further links.

Note: You can remove markings if you click the button of the respective turn again.

18.11.2 Editing link attributes in the list view

In the list view, each column describes a link and each row describes an attribute of this object.
1. In the network, double-click the node whose links you want to edit.
The Junction editor opens and displays the selected node.
2. Make sure that the Links view is selected in the Views window.
The list view displays all links of the selected node.

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18.11.2 Editing link attributes in the list view

3. Make the desired changes.

Note: Some layout and editing functions can be found in the shortcut menu of the list and the
header row.

Editing link attributes

You can edit the editable attributes of the links in the list in different ways, depending on the attrib-
ute:
Double-click the desired row and enter the new value.
Perform an arithmetic operation for one or multiple values (see "Editing attribute values in the
Quick view with arithmetic operations" on page 1112)
Select the desired value via a drop-down list
Select/deselect options per mouse click
Use buttons to select values in a separate window
Notes: You can also edit the attributes of the respective link in the Edit link window. The win-
dow of the currently selected link is called via the Marking > Edit entry on the shortcut menu.
The input options of the list view depend on the setting under Edit > User preferences > entry
GUI > Junction editor (see "Adjusting the display and the input options of the list view" on
page 1567).

You can, for example, display the following link attributes in the list view:

Note: You can edit the attribute selection of the list (see "Adjusting the attribute selection in the
Junction editor" on page 1566).

Element Description
Number Unique number of the link
The links are numbered consecutively. The preset number can be overwritten by a
number which has not yet been assigned in the network.
Note
The number is identical for both directions of the link.
Name Name of the link
From node Display of the number of the node at which the link starts
number

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 18.11.2 Editing link attributes in the list view

Element Description
To node Display of the number of the node at which the link ends
number
Type num- Use the drop-down list to specify the link type (see "Specifying link types" on
ber page 1217).
TSys set Use the button to select one or more transport systems for the link in a separate
window.
Tip
In the TSysSet window, use the CTRL key to select several transport systems.
Number of Enter the number of lanes of the link
lanes
Capacity Capacity of the link in car units
PrT
v0 PrT Enter the PrT speed on the link in an unloaded network
Volume Display of the volume of the link of all PrT PCUs
PrT

Editing TModel attributes

In addition to the node and turn attributes, which are considered in the calculation (capacity, t0
and type), you can mark one or several of the incoming links as special links with an extra turn
penalty.
Turns whose From links are marked as special links, receive a particular turn penalty. For all oth-
ers, the turn-specific time is the penalty.

Element Description
TModel delay Enter value 0 or 1
link for turns Notes
A turn whose From link has the value 0, only gets t0/tCur according to the turn
VD function.
A turn whose From link has the value 1, also gets a t0/tCur according to the
node VD function in addition to the t0/tCur according to the turn VD function.
If the attribute has the value 0 on all incoming links of a node, the node is
treated as if the value of all incoming links was 1.
TModel delay Enter value 0 or 1
link for main Notes
turns A main turn whose From link has the value 0, only gets t0/tCur according to
the turn VD function.
A main turn whose From link has the value 1, also gets a t0/tCur according to
the turn VD function in addition to the t0/tCur according to the node VD func-
tion.

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18.11.2 Editing link attributes in the list view

Note: For nodes of the control type All-way stop, special links with turn penalties are not used.
The same penalty applies to all turns.

Examples
node type two-way stop
Use special links to assign a turn penalty to minor turns.
signalized node
You can model the node with or without special links:
Without special links, only the turn-specific time is assigned to the turns which have the
right of way.
With special links, you assign the same penalty to the turns which have the right of way as
to minor turns (=turn penalty).
Note: You cannot specify different penalties for minor and major turns.

Copying attributes to the reverse direction

You can copy the attributes of a link to the reverse direction.
1. In the list, right-click the column of the link whose attributes you want to copy.
A shortcut menu opens.
2. Select the Marking > Copy attributes to reverse direction entry.
The attribute values are copied.

Displaying closed links

In the list view, you can either hide or show closed links.
1. In the list, right-click the header of a column. Alternatively, you can right-click in the empty sec-
tion of the table.
A shortcut menu opens.
2. Select the Show also closed links entry.
The closed links of the node are displayed in the list.

Switching on/off the label of a link

You can individually switch on/off the bar label of each link (see "Switching on/off the bar label of a
link" on page 1242).
1. Right-click the column of the desired link.
A shortcut menu opens.
2. Select the Marking > Bar labels > Switch on/off entry.
The bar label of the selected link is switched off if it was switched on before. It is switched on if it
was switched off before.

Note: You can also reset the position via the shortcut menu entry Initialize position.

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 18.12 Managing signal controllers

18.12 Managing signal controllers

Note: The feature for managing signal controllers is only available if the add-on Junction
editor and control is activated (see " Enabling or disabling add-ons" on page 1058).

A signal controller describes the total of all signal control data at one or more nodes or main
nodes. There are different types of signal controls: Vissig, RBC (ring- barrier controller) and
external Epics/Balance controls.

Tip: As an alternative to editing in the junction editor, you can also insert, edit, and delete signal
controllers under menu Lists > Private transport > Signal controllers.

18.12.1 Creating a signal controller

Creating a signal controller at a (main) node

Note: A node or main node can only be allocated one signal controller, but a signal controller
can be allocated to several nodes or main nodes (see "Editing node attributes" on page 1570).

1. Open the desired (main) node in the junction editor (see "Displaying a network object in the
Junction editor" on page 1566).

Note: The signal controller will only be allocated to the (main) node if no other signal con-
troller is allocated to it.

2. On the junction editor toolbar, click the Create signal controller button.
The Create signal controller window opens.
3. Make the desired settings (see "Properties and options of signal controllers" on page 1590).
4. Confirm with OK.
The signal controller is created and allocated to the displayed node or main node. Together with
the signal controller, all possible crosswalks are automatically inserted, as long as none exist yet.

Tip: Alternatively, you can insert signal controllers directly using the shortcut menu of the
column header in the list view of the desired object. To do this, select the entry Signalization >
Create signal controller.

Creating signal controllers in the overview

1. On the Network menu, click Signal controllers.
The Signal controllers window opens.

2. Click the Create button.

The Create signal controller window opens.
3. Make the desired settings (see "Properties and options of signal controllers" on page 1590).
4. Confirm with OK.

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 18.12.2 Properties and options of signal controllers

The signal controller is inserted.

Tip: Alternatively, you can also insert, edit, and delete signal controllers under menu Lists >
Private transport > Signal controllers.

18.12.2 Properties and options of signal controllers

In the Create signal controller or Edit signal controller window, you can edit the properties
and options of a signal controller.

Signal controllers: Basis tab

Element Description
Number Unique number of the signal controller
The signal controllers are numbered consecutively. The preset number can be
overwritten by a number that has not yet been assigned in the network.
Code Code of the signal controller
Note
The option is not provided if you have selected the signal control type RBC.
Name Name of the signal controller
Note
The option is not provided if you have selected the signal control type RBC.
Cycle time Cycle time duration
Note
The option is not provided if you have selected the signal control type RBC.
Signal Use the drop-down list to specify the control type of the signal controller.
control Vissig - signal group-based
type
The control of the signal controller is based on signal groups.
Vissig - stage-based
The control of the signal controller is based on the stages to which signal
groups are allocated.
RBC
The control of the signal controller is edited with the RBC editor (see "Editing
signal controllers of the type RBC" on page 1595).
Note
This type is only available with the RBC controllers add-on.
Epics/Balance local
The control of the signal controller is edited with the external Epics/Balance
program.
Note
This type is only available with the PTV Epics/Balance data provision add-
on.

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 18.12.2 Properties and options of signal controllers

Element Description
Switched If the option has been selected, the signal controller is currently switched off.
off
Signal pro- Allocate the desired signal program to the signal controller (see "Managing signal
gram num- programs" on page 1610).
ber You cannot select a signal program for RBC type signal controllers.
Number of For signal controllers of the Vissig - stage-based type, you can enter the desired
stages number of stages when inserting the signal controller.
Edit signal Edit all signal program data in the signal controller editor VISSIG (see "Editing sig-
program nal controllers in the signal controller editor Vissig" on page 1596).
data In the signal controller editor, you can edit, for example, green times, stages, sig-
nal groups, and signal control data. The changes are applied to the junction editor
after editing.

Signal controllers: Nodes tab

Element Description
Allocated The list displays all nodes that are allocated to the signal controller.
nodes
Unallocated The list displays all nodes that are not allocated to the signal controller.
nodes Note
You can only allocate nodes to a signal controller that are not yet allocated to a
signal controller. To remove an allocation, you have to access and edit the signal
controller of the desired node in the Junction editor (see "Editing a signal con-
troller in the junction editor" on page 1594).
Use the button to allocate the nodes selected on the right to the signal controller.

Use the button to remove the nodes selected on the left from the signal con-
troller.

Signal controllers: Main nodes tab

Note: This tab is only displayed if the network contains main nodes. The allocation works in the
same way as on the Nodes tab.

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18.12.2 Properties and options of signal controllers

Signal controllers: Optimization tab

Element Description
Optimization Use the drop-down list to specify whether and how you want to execute a sig-
method nal cycle and split optimization the signal controller (see Fundamentals: Chpt.
7.5.4, page 424).
None
No optimization method is used.
Green time
Only the green time (signal split) is optimized.
Cycle time and green time
The signal cycle and split (green time) are optimized.
Note
The option is not provided if you have selected the signal control type RBC.
Minimum Minimum cycle time in seconds
cycle time Note
The option is not provided if you have selected the signal control type RBC.
Maximum Maximum cycle time of the control
cycle time Note
The option is not provided if you have selected the signal control type RBC.
Used inter- Use the drop-down list to specify the desired intergreen method for the optim-
green method ization.
Intergreen matrix
If this option has been selected, the intergreen matrix will be used for
optimization (Intergreens button).
Amber and allred
If this option has been selected, the amber and allred time will be used for
optimization.
Note
The option is only provided if you have selected the signal control type RBC.
Intergreens The button opens a window with a matrix in which you can specify the inter-
greens of the signal groups.
Note
The option is only provided if you have selected the signal control type RBC.
Standard inter- Intergreen in seconds which is used for optimization if the intergreen matrix is
green empty (see "Optimizing signal cycle and split times for active nodes" on
page 2095)
Note
The option is only provided if you have selected the signal control type RBC.

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 18.12.2 Properties and options of signal controllers

Element Description
Level of Ser- Level of Service of the signal controller
vice Note
This value is calculated during the optimization (see "Signal timing optim-
ization and coordination" on page 2095).
Level of Ser- Mean wait time of a vehicle in seconds
vice - mean Note
wait time This value is calculated during the optimization (see "Signal timing optim-
ization and coordination" on page 2095).

Signal controller: Coordination tab

Element Description
Coordination Number of the coordination group the signal controller is allocated to (see
group num- "Managing signal coordination groups" on page 1652).
ber
Is reference If this option is selected, the signal controller is the reference signal controller
signal con- for the optimization of the offset of a signal coordination group. After the offset
troller optimization, this signal controller has the offset 0. If there are several ref-
erence signal controllers in a signal coordination group, the signal controller
with the smallest number is the reference signal controller.
Time offset Time offset for the beginning of the cycle

Signal controller: External tab

Element Description
File name Enter the desired name for the file or generate a generic name using the
Generate file name button.
Create file name Use the button to create an automatically generated name for the file.
Tip
Alternatively, you can generate file names for all marked Signal con-
trollers in the signal controllers list using the shortcut menu item Create
file names.
Select existing file Use the button to select an already existing file of a control.
Import signal pro- Import existing signal program data from a *.sig file to replace the current
gram data from data.
*sig file
Export signal pro- Export the signal program data to a *.sig file if required.
gram data to *sig
file

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 18.12.3 Editing the attribute values of a signal controller

Signal controller: Daily signal program lists tab

Element Description
Daily signal pro- The display on this tab depends on your calendar settings (see "Selecting
gram list a calendar " on page 1540).
Use the drop-down list to set the desired daily signal program list for the
signal controller for each calendar day or weekday.
Note
You create daily signal program lists in the signal controller editor Vissig.
The window opens via the Edit signal program data button on the Basis
tab.
Apply daily signal The button opens a window in which you can allocate daily signal program
program list to lists to valid days. The selected daily signal program list is allocated to all
existing valid day days of the calendar that belong to the valid day.

18.12.3 Editing the attribute values of a signal controller

Note: Edit the control data of a signal controller in the signal controller editor Vissig (see " Edit-
ing the control of a signal controller" on page 1596).

Editing a signal controller in the overview

1. In the Network menu, select the Signal controllers entry.
The Signal controllers window opens.
2. Select the desired signal controller.

3. Click the Edit button  .

The Edit signal controller window opens.
4. Make the desired settings (see "Properties and options of signal controllers" on page 1590).

Note: If you want to change an allocation between a (main) node and a signal controller, you
need to specify the settings in the junction editor (see "Editing a signal controller in the junc-
tion editor" on page 1594).

5. Confirm with OK.

The changes are saved.

Tip: Alternatively, you can edit the attributes directly in the list of signal controllers.

Editing a signal controller in the junction editor

1. Open the desired (main) node in the junction editor (see "Displaying a network object in the
Junction editor" on page 1566).

2. In the toolbar of the junction editor, click the Edit signal controller symbol.

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 18.12.4 Editing signal controllers of the type RBC

The Edit signal controller window opens.

3. Make the desired settings (see "Properties and options of signal controllers" on page 1590).
4. Confirm with OK.
The changes are saved.

18.12.4 Editing signal controllers of the type RBC

Note: This function is only provided with the RBC controllers add-on (see " Enabling or dis-
abling add-ons" on page 1058).

If a signal controller has the control type RBC, you edit the control data in a special editor. The
editor is described in the separate documentation Manual_RBC.pdf which is stored in the ...\PTV
Visum 2022\Doc\... subfolder of your installation folder.
1. Open the desired (main) node in the junction editor (see "Displaying a network object in the
Junction editor" on page 1566).

2. On the toolbar of the junction editor, click the Edit signal program data symbol.
The RBC editor opens in which you can edit the control.

Switching off or manually changing signal programs in Visum

In Visum, just one signal program is allocated to a signal controller. If a signal controller in RBC
has several signal programs, only the currently assigned signal program is displayed in the junc-
tion editor. You can switch to another signal program or switch the signal controller off.
1. Open the Signal timing view of the junction editor (see "Junction editor and signal control" on
page 1562).
2. Select the desired Pattern from the drop-down list in the window.
The signal program is changed. The signal timing is displayed in the lower section of the junction
editor. The currently selected signal program is taken into account by the concerned procedures,
i.e. assignment with ICA, signal cycle and split optimization and signal offset optimization.

Automatically changing or switching off signal programs in Visum

In the Visum procedure sequence you can automatically change the signal programs of RBC con-
trollers. Here, Visum uses the desired time of day to identify the number of the corresponding sig-
nal program. For RBC controllers, the number of the daily signal program list to be used will be
ignored. Visum then converts all signal controllers to the signal program that is valid at that time. If
no signal program exists for the chosen time, the signal controller will be switched off.

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. Select the desired position in the procedure sequence and add the procedure Set signal pro-
grams from the Assignments category.

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 18.12.5 Editing the control of a signal controller

3. Make sure that the inserted operation is marked and click the Edit button in the Operations
section.
The Set signal programs window opens.
4. Enter the desired time for the signal program.
5. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
The signal programs are changed. The currently selected signal programs are taken into account
by the concerned procedures, i.e. assignment with ICA, signal cycle and split optimization, and
signal offset optimization.

18.12.5 Editing the control of a signal controller

If a signal controller has the type Vissig (stage-based or signal group-based),you edit the control
data in in the Vissig editor.

Opening control data from the overview

1. On the Network menu, click Signal controllers.
The Signal controllers window opens.
2. Select the desired signal controller.
3. Click the Edit signal program data button.
The signal controller editor Vissig opens in which you can edit the control (see "Editing signal con-
trollers in the signal controller editor Vissig" on page 1596).

Opening control data in the junction editor

1. Open the desired (main) node in the Jjnction editor (see "Displaying a network object in the
Junction editor" on page 1566).

2. In the toolbar of the junction editor, click the Edit signal program data symbol.
The signal controller editor Vissig opens in which you can edit the control (see "Editing signal con-
trollers in the signal controller editor Vissig" on page 1596).

18.12.6 Editing signal controllers in the signal controller editor Vissig

Note: This functionality is only available, while the Junction editor and control add-on is act-
ive (see " Enabling or disabling add-ons" on page 1058).

Vissig is a signal controller editor that allows you to manage complex signaling data of your
stage-based and signal group-based signal controllers.
In the signal controller editor, you can for example edit data as follows:
Edit green times graphically
Edit stages and display and edit the stage allocations of signal groups graphically

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 18.12.6.1 The signal controller editor window Vissig

Time-varying allocation of different signal programs to different time intervals at identical

nodes
Manage complex signal controllers located in the Visum network
Edit signal control data for a later Vissim export
After editing in the signal controller editor, all changes are applied to the junction editor.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find examples of use on this topic. The PrT Vissig example shows how signal times for dif-
ferent times of day can be saved and applied with Vissig.

You open the signal controller editor as follows:

1. In the geometry view, add a signal controller of the Vissig type for the desired node (see "Creat-
ing a signal controller" on page 1589).
2. Click the Edit signal program data button.
The signal controller editor opens and you can edit the signal program data.

Note: If you want to edit an existing signal controller, open the Vissig editor from the toolbar via

the symbol Edit signal program data.

18.12.6.1 The signal controller editor window Vissig

(1) List header

The header displays the program name and the number of the selected signal controller.

(2) Menu bar

Via the menus, you can call the program functions.

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 18.12.6.2 Setting the language in the signal controller editor

(3) Toolbar
The toolbar provides the specific functions.

(4) Navigator
Here, you can select the object that you want to edit.

Note: You can hide or show the navigator by clicking the icon.

(5) Object display

Here, the object selected in the navigator is displayed.

18.12.6.2 Setting the language in the signal controller editor

You can select the language that will be displayed in the signal controller editor. By default, the
language set in Visum is used.
1. On the Edit menu, click Options.
The Options window opens.
2. Select the Common tab.
3. In the drop-down list, select the desired language.
4. Confirm with OK.

18.12.6.3 Specifying general settings for the signal controller

1. In the navigator, select the Signal controller entry.
2. Make the desired changes.

Element Description
Name Enter a name for the signal controller.
Note
The name is displayed in the navigator.
Controller Enter the signal controller steps per second (standard: 1/second)
frequency
Check min- If the option has been selected, the target signal states of the individual signal
imum dur- groups have at least the minimum duration specified for the signal groups. In
ations in addition, the interstages are checked for compliance with the minimum dur-
interstage ations. Interstages in which the minimum durations are not met are marked in
programs red in the navigator.
Description Enter an individual description of the signal controller, if desired.

18.12.6.4 Signal states in the signal controller editor Vissig

The following signal states are used in the signal controller editor:

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 18.12.6.5 Checking Vissig controllers

Element Description
Red

Red/Amber

Green

Amber

Flashing green

Flashing amber

Off

Note: Five default sequences are predefined in the signal controller editor. You can allocate
these to the desired signal group in the respective editing view (see "Editing signal groups" on
page 1601).

18.12.6.5 Checking Vissig controllers

Signal controllers of the type Vissig can be checked for traffic consistency. The check identifies
conditions that do not make sense from a traffic perspective.
You have several options for carrying out the check.

Check in the signal controller list

1. From the Lists menu, choose Private transport > Signal controllers.
2. Select the signal controller(s) whose traffic consistency you want to check.
3. Right-click and choose Check Vissig controllers from the shortcut menu.
The controllers are checked. Faulty controllers are marked red in the navigator of the signal con-
troller editor (see "Editing signal controllers in the signal controller editor Vissig" on page 1596).

Check as part of another operation

The consistency check is also conducted as part of the following actions:
Network check function Viability for ICA (see "Checking the network" on page 1533)
Check ICA computability in the junction editor (see "Checking the status of ICA cal-
culations" on page 1653)
For all nodes with signal controllers of the Vissig type before the Simulation-based
dynamic assignment (SBA) (see "Simulation-based dynamic assignment (SBA)"
on page 2158)
Messages regarding the check are output in the message window (see "Messages window" on
page 984).

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 18.12.6.6 Managing signal groups

18.12.6.6 Managing signal groups

Normally, each approaching flow of a node represents a separate signal group. However, you can
also display conflict free approaching flows in one signal group. In the signal controller editor, you
can insert, duplicate, edit, or delete signal groups.

Notes: You can edit signal groups via the toolbar or via the shortcut menu.
You can edit the No and the Name of the signal group directly in the table by clicking in the
respective cell. Double-click the Notes column to open the editing view of the respective signal
group.

Creating a signal group

1. In the navigator, select the Signal controller > Signal groups entry.

2. On the toolbar, click the New button.

The signal group is inserted.

Note: The next free number is allocated automatically to the new signal group. To each newly
inserted signal group, the signal state sequence Red – Red/Amber – Green – Amber is alloc-
ated. You can change it via the drop-down list Default sequence in the editing view of the sig-
nal group (see "Editing signal groups" on page 1601).

Duplicating a signal group

You can duplicate an existing signal group. The new signal group has a new number yet the same
attributes.

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1. In the navigator, select the Signal controller > Signal groups entry.
2. In the table, mark the signal group that you want to duplicate.

3. On the toolbar, click the Duplicate button.

The selected signal group is duplicated.

Note: The next free number is allocated automatically to the new signal group.

Editing signal groups

You can, for example, edit the default sequence and associated signal state times.
1. In the navigator, select the Signal controller > Signal groups entry.
2. In the table, mark the signal group that you want to edit.

3. On the toolbar, click the Edit icon.

The editing view of the signal group opens.
4. Make the desired changes.

Element Description
Name Enter a name for the signal group
Default Use the drop-down list to allocate a signal sequence to a signal group. Select
sequence from the following predefined default sequences:
Red – Red/Amber – Green – Amber
Red – Green
Red – Red/Amber – Green – Flashing Green – Amber
Red – Green – Flashing Green
Red – Green – Amber
Note
Seven different signal states are used in the signal controller editor (see "Sig-
nal states in the signal controller editor Vissig" on page 1598).
Default dur- Graphic display of the set signal sequence and signal state times
ations Notes
You can edit the predefined duration of a signal state by double-clicking the
desired cell. The default times set here are applied to all signal programs. The
times of signal group-based signal programs can later be adjusted individually
(see "Editing signal group-based signal programs" on page 1611).
In the case of signal states with a variable duration (Red and Green) in the sig-
nal state sequence, the entered value is interpreted as minimum duration. In
the case of the remaining signal states, the value is interpreted as duration.
Description Enter an individual description of the signal group, if desired.

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All changes are applied immediately.

Deleting a signal group

1. In the navigator, select the Signal controller > Signal groups entry.
2. In the table, mark the signal group that you want to delete.

3. On the toolbar, click the Delete icon.

The signal group is deleted.

18.12.6.7 Managing intergreen matrices

Intergreen is the time that needs to elapse between the green time end of a clearing flow and the
green time start of an entering flow. The intergreen guarantees that no conflict arises between the
clearing flow and the entering flow. Intergreens are managed in intergreen matrices.
You can insert, duplicate, edit, and delete intergreen matrices.

Notes: Intergreens cannot be calculated, they can only be entered. The intergreens and the
symmetry in the intergreen matrices are not checked.
You can import intergreens from Excel TM (see "Importing intergreens from Excel" on
page 1604).

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Notes: You can edit intergreens via the toolbar or via the context menu.
No and Name of the intergreen matrices can be edited directly by clicking the respective cell of
the table.
An intergreen matrix can be selected as Default (see "Editing stage assignments" on
page 1606). It is marked by an x in the Default column. This intergreen matrix will be applied
when creating stages, interstages and stage-based signal programs. If you double-click the
Default column, the editing view of the associated intergreen matrix opens.

Creating an intergreen matrix

1. In the navigator, select the Signal controller > Intergreen matrices entry.

2. On the toolbar, click the New icon.

The intergreen matrix is inserted.

Duplicating an intergreen matrix

You can duplicate an existing intergreen matrix. The new intergreen matrix has a new number yet
the same attributes.
1. In the navigator, select the Signal controller > Intergreen matrices entry.
2. In the table, mark the intergreen matrix that you want to duplicate.

3. On the toolbar, click the Duplicate icon.

The selected intergreen matrix is duplicated.

Note: The next free number is automatically allocated to the new intergreen matrix.

Editing an intergreen matrix

1. In the navigator, select the Signal controller > Intergreen matrices entry.
2. In the table, mark the intergreen matrix that you want to edit.

3. On the toolbar, click the Edit icon.

The editing view of the intergreen matrix opens.
4. Enter the desired intergreens directly in the cells.

Notes: You cannot enter values in the grey cells of the diagonal.
If you mark a cell in the intergreen matrix, the corresponding cell is also marked in the opposite
triangle.

Deleting an intergreen matrix

1. In the navigator, select the Signal controller > Intergreen matrices entry.
2. In the table, mark the intergreen matrix that you want to delete.

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3. On the toolbar, click the Delete icon.

The intergreen matrix is deleted.

Importing intergreens from Excel

You can import intergreens available in ExcelTM into the signal controller editor.

1. Create a new intergreen matrix (see "Creating an intergreen matrix" on page 1603).

2. Select the data of your choice and press CTRL + C to copy it to your ExcelTM file.

Notes: The data in the ExcelTM file need to match the format of the intergreen matrix so that
the import succeeds. You cannot enter values in the grayed out cells of the diagonal.
You can also enter sections of the Excel TM file. However, the copied section in Excel TM
needs to have the same size as the marked section in the signal controller editor.

3. In the signal controller editor, click the selection field of the intergreen table.

The entire table is marked.

4. Press CTRL + V to paste your data from ExcelTM into the table.

The data is pasted into the table.

18.12.6.8 Managing stages

You can insert, edit, duplicate, and delete stages.

Adjusting the stage display

You can adjust the display of the stages on the pages Stages, Stage assignments and Stage
sequence editing as desired.
1. On the Edit menu, click Options.
The Options window opens.
2. Select the View tab.
3. Make the desired changes in the Stages section.

Element Description
Show signal If the option has been selected, signal group numbers are displayed in the
group ids graphic view of the stages.
Use compact If the option has been selected, a compact view is displayed instead of a
view to-scale display.

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4. Confirm with OK.

The stages are displayed according to your chosen settings.

Creating a stage
1. In the navigator, select the Signal controller > Stages entry.

2. On the toolbar, click the New icon.

The stage is inserted.

Editing stages

1. In the navigator, select the Signal controller > Stages entry.

2. Make the desired changes.

Element Description
No Click in the cell and enter the desired number.
Name Click in the cell and enter the desired name.
Pseudo If this option has been selected, the stage duration is zero. This value is not sub-
stage ject to changes, neither during the graphical editing of interstages nor during the
signal cycle and split optimization.
By a pseudo stage, two interstages can inseparably be linked to each other. In this
way, a scenario can be modeled with several state changes of a signal group
within one interstage.

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Element Description
This option is only active if the stage has just been created or is not used in any
interstage.
Stage This column displays graphically the allocations of the stage to the signal groups
diagram (see "Editing stage assignments" on page 1606).
For the display of arrows, lane turns need to be provided in Visum.

The settings are adjusted.

Duplicating a stage
You can duplicate an existing stage. The new stage has a new number yet the same attributes.
1. In the navigator, select the Signal controller > Stages entry.
2. In the table, mark the stage that you want to duplicate.

3. On the toolbar, click the Duplicate button.

The selected stage is duplicated.

Note: The next free number is automatically allocated to the new stage.

Deleting a stage
1. In the navigator, select the Signal controller > Stages entry.
2. Mark the stage that you want to delete.

3. On the toolbar, click the Delete icon.

The stage is deleted.

18.12.6.9 Editing stage assignments

On the Stage assignments page of the navigator, you can block or clear signal groups for each
stage or classify their state as not relevant.

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 18.12.6.9 Editing stage assignments

Double-click the desired cell of the table or click an arrow in the graphics to edit the state of a sig-
nal group in the respective stage. The following states are provided:

Element Description
The signal group is cleared in the stage.

The signal group is blocked in the stage.

The state of the signal group is not relevant in the stage.

Selecting a default intergreen matrix

1. In the navigator, select the Stage assignments page.
2. In the Default Intergreen matrix drop-down list on the right, select the intergreen matrix that
you want to set as default.
The intergreen matrix is set as standard and is marked with an x on the Intergreen matrices
page.

Assigning stages
1. In the navigator, select the Stage assignments page.
2. Double-click the cells of the table one by one to clear or block a signal group in the respective
stage or classify its state as not relevant.

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 18.12.6.10 Specifying a stage sequence and creating a signal program

Notes: You can adjust the graphic display of the stages via the shortcut menu. Here, you can
also specify, whether the signal group IDs shall be displayed in the graphics or not. Your set-
tings will be applied on the Stage sequence editing page and when exporting stage
sequences. You can specify this setting and other settings for signal programs and inter-
stages under Edit > Options > View.
You can change the width of table and graphics by dragging the divider between the table
and the graphics with the mouse.

Your settings are displayed immediately in the graphics.

Note: If an intergreen matrix has been selected as default, conflicting flows will be checked dur-
ing the assignment of the stages. If you clear conflicting signal groups in the same stage, they
will be highlighted in red in the table.

18.12.6.10 Specifying a stage sequence and creating a signal program

You can specify the sequence of the stages and then create stage-based or signal group-based
signal programs based on the existing stages.
All existing stages are displayed in the upper section of the Stage sequence editing page. The
generated stage sequence is displayed in the lower section.

Notes: You can edit the height of the sections by dragging the divider between the stages and
the stage sequence.
You can export a stage sequence as a graphics (see "Exporting a stage sequence" on
page 1610).

1. In the navigator, select the Stage sequence editing page.

2. Click the stage that shall be the first stage of the stage sequence.

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3. Hold the CTRL key down and click the second desired stage.
4. Hold the CTRL key down and, in the desired order, click all further stages that you want to add
to the stage sequence.
5. Open the shortcut menu with a right-click.
6. Select the desired entry.

Element Description
Create Use this entry to create a stage sequence.
sequence
Add to Use this entry to add further stages to an already existing stage sequence.
sequence Note
Alternatively, you can double-click the desired stage.

The stage sequence is displayed in the lower section of the page.

Note: Double-click a stage in the display of the sequence to remove single stages from the
sequence. Use the Clear sequence entry of the shortcut menu to delete the entire stage
sequence.

7. Enter the desired Cycle time for the signal program.

8. Click the desired button.

Element Description
Create stage based Use this button to create a stage-based signal program with a preset
signal program cycle time.
Create signal group Use this button to create a signal group-based signal program with a
based signal pro- preset cycle time.
gram

Note: Before creating a signal program, you need to select an intergreen matrix as default on
the Stage assignments page (see "Selecting a default intergreen matrix" on page 1607).

The signal program is calculated. In the navigator, the editing view opens under Signal pro-
grams. If required, interstages are created automatically for all transitions between any used
stages.

Notes: You can edit the interstages in the navigator under Interstages (see "Managing inter-
stages" on page 1617).
They can also be inserted manually (see "Inserting an interstage manually" on page 1618).
Before creating interstages, you can specify general settings for the optimization of the inter-
stages (see "Optimizing interstages" on page 1620).

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 18.12.6.11 Managing signal programs

Exporting a stage sequence

You can export a given stage sequence as a graphics. You can save stage sequences in the
formats *.bmp, *.gif, *.png, *.jpeg, *.svg and *.tif.

Note: Beforehand, you can specify settings for the export (see "Specifying settings for the
export of graphic files" on page 1624).

1. In the navigator, select the Stage sequence editing page.

2. Specify the desired stage sequence (see "Specifying a stage sequence and creating a signal
program" on page 1608).
3. Right-click the section of the page that contains the stage sequence.
A shortcut menu opens.
4. Select the Export entry.
The Save As window opens.
5. Enter the file name and the path, if required.
6. Select the desired file type.
7. Click the Save button.
The stage sequence is saved in the chosen format.

18.12.6.11 Managing signal programs

A signal program is either stage-based or signal group-based. In the navigator, the type is dis-
played in italics under the name of the signal program.
Stage-based signal programs can only be created from stage sequences (see "Specifying a stage
sequence and creating a signal program" on page 1608). Signal group based signal programs
can also be inserted in the navigator.

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Notes: You can create signal group based signal programs in the table on the Signal pro-
grams page. All signal programs can be edited, duplicated, deleted and exported.
In the table, you can directly edit the Number and the Name of the signal programs by clicking
the desired cell. If you double-click the Intergreens, Cycle time, Offset or Switch point
columns, the editing view of the signal program opens, where you can edit the data.

Creating signal group-based signal programs manually

You can create signal group-based signal programs from stage sequences (see "Specifying a
stage sequence and creating a signal program" on page 1608) or insert them manually in the nav-
igator. Manually, you insert a signal program as follows:
1. In the navigator, select the Signal programs page.

2. On the toolbar, click the New icon.

A signal group-based signal program is inserted.

Note: Stage-based signal programs cannot be inserted manually, but only from stage
sequences (see "Specifying a stage sequence and creating a signal program" on page 1608).

Editing signal group-based signal programs

You can edit signal programs or signal times individually. They can be edited in the graphics or in
the table.
1. Open the editing view of the desired signal program.

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18.12.6.11 Managing signal programs

2. If necessary, edit the following attributes of the signal program.

Element Description
Name Here, you can adjust the name of the signal group as desired.
Intergreens Here, you can select the desired intergreen matrix (see "Managing inter-
green matrices" on page 1602).
Cycle time Here, you can enter the desired cycle time in seconds.
Offset Here, you can enter the desired offset in seconds.
Note
The entire signal plan will then be shifted by the entered time.
Switch point Here, you can enter a time at which you can switch to another signal pro-
gram.

3. Make the desired changes.

Note: You can stretch, compress, and edit a signal-group based signal program graphically
or extract interstages. The respective icon needs to be pressed in the toolbar for editing.

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Element Description
Signal group-based editing (see "Editing signal times in the graphics" on
page 1614)
Stretch/Compress(see "Stretching or compressing signal programs" on
page 1614)
Extract interstage(see "Extracting interstage" on page 1615)

Adjusting the editing view

You can adjust the display of the editing view as desired.
1. Right-click the signal program.
A shortcut menu opens.
2. Select the desired entry.

Element Description
Appearance The display of the signal times can be Classic or in 3D (3d tubes or 3d
boxes).
Resize automat- If this entry has been selected, the height of the signal groups is adjusted
ically automatically to the size of the window, so that all signal groups are dis-
played.
Show entire sig- Use this entry to adjust the signal program to the window size, so that all
nal program signal groups and all selected columns are displayed.

The settings are applied.

Note: You can adjust the height of the individual cells by dragging the dividers in the row head-
ers up or down.

Adjusting the column display

You can specify which columns shall be displayed in the editing view.
1. Right-click the signal program.
A shortcut menu opens.
2. Select the Edit columns entry.
The Select time columns to be displayed window opens.
3. Select the items that you want to display as columns.

Tip: In the same way, you can remove signal states from the display.

4. Confirm with OK.

Your selection of signal states is displayed in the editing view.

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Editing signal times in the graphics

You can edit the signal times of signal groups directly in the graphics.

1. On the toolbar, click the Edit signal states button.

2. Click the desired row of the signal program.
3. Move the mouse over the signal times of the selected row.
Depending on the location, the mouse pointer changes.

Element Description
If a hand is displayed, you can shift the entire signal state while holding
down the mouse key.
If arrows are displayed, you can shift the start time or end time of the signal
state while holding down the mouse key.

Notes: You can only shift signal states with a variable duration. You cannot shift signal states
with a fixed duration (amber states) alone.
Reserve times are indicated by a green background and intergreen violations are indicated
by an orange background.

4. Make the desired changes.

Notes: You can also edit the signal states individually in the table to the right of the graphics
and overwrite standard times.
If you move the mouse over the signal times column, you can shift the entire signal program
while holding down the mouse key.

Stretching or compressing signal programs

You can stretch or compress a signal program.
1. Open the editing view of the desired signal program.

2. In the toolbar, click the Stretch/Compress icon.

3. Move the mouse over the labels of the time axis of the signal program.
The mouse pointer changes into a double arrow.

4. Stretch or compress the signal program as follows.

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Element Description
Compressing a signal program:
If you move the mouse within the axis labels to the left while holding down the
left mouse key, the signal program is compressed. The section highlighted in
red is cut out.
Stretching a signal program:
If you move the mouse within the axis labels to the right while holding down
the left mouse key, the signal program is stretched. The duration of the sec-
tion highlighted in green is inserted at the beginning of the section highlighted
in green.
Note
If the marked section is gray, you cannot stretch or compress the signal pro-
gram, because at least one minimum duration is violated.

Extracting interstage
In signal group-based signal programs, you can directly cut out a section and then create an inter-
stage from it.
1. Open the editing view of the desired signal program.

2. On the toolbar, click the Extract interstage button.

3. Move the mouse over the labels of the time axis of the signal program.
The mouse pointer changes into a cross.
4. Drag the mouse over the desired section to the right while holding down the mouse key.

Notes: If the marked section is highlighted in green, the interstage is valid. If the marked sec-
tion is gray, the interstage is invalid, because an amber time has not been marked entirely,
for example. Even if a green time is marked entirely, a valid interstage cannot be created.

5. Release the mouse button.

A new interstage is created. The editing view of the interstage opens (see "Editing an interstage"
on page 1619).

Adding second green time to a signal group

You can add a second green time to a signal group of a signal group-based signal program. Here,
the signal group needs to have already a green time. This existing green time must be short
enough so that a second green time still fits. The second green time is regarded for the ICA cal-
culation.
1. Right-click the row of the signal group for which you want to insert a second green time.
A shortcut menu opens.
2. Select the Second green time entry.
A second green time is inserted.

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18.12.6.11 Managing signal programs

Note: You can delete one of these green times as follows: Right-click the green time and select
entry Second green time.

Editing stage-based signal programs

The editing of stage-based signal programs is similar to the editing of signal group-based signal
programs (see "Editing signal group-based signal programs" on page 1611). The editing func-
tionalities of stage-based signal programs are limited, however.
In stage-based signal programs, you cannot edit individual signal times. Moreover, the times of
the amber states are allocated with the default values of the signal group definitions.
1. Open the editing view of the desired signal program.

2. On the toolbar, click the Edit signal states button.

3. Edit the graphical display as desired (see "Editing signal group-based signal programs" on
page 1611).

Element Description
You can shift the start or end markings of the interstages.

You can shift the labels of the interstages in the header. The start or the end of the
interstage is then also shifted.
Tip
Instead of the interstage number, you can display the name of the interstage in the
header. You can specify this setting under Options on the Edit menu. On the
View page of the Options window, the Show full interstage name in the stage
based signal programs option needs to be selected.
You can shift the interstages within the signal program if they do not have a dur-
ation of 0.

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Notes: You can also stretch and compress stage-based signal programs (see "Stretching or
compressing signal programs" on page 1614).
The Extract interstage option is provided for signal group based signal programs only.

Exporting a signal program as graphics file

You can export a created signal program as a graphics. You can save signal programs in the
formats *.bmp, *.gif, *.png, *.jpeg, *.svg and *.tif.

Note: Before the export, you can specify export settings (see "Specifying settings for the export
of graphic files" on page 1624).

1. In the navigator, select the Signal programs entry.

2. In the table, select the signal program that you want to export.
3. Right-click the desired signal program.
A shortcut menu opens.
4. Select the Export entry.
The Save as window opens.
5. Enter the file name and the path, if required.
6. Select the desired file type.
7. Click the Save button.
The signal program is saved in the chosen format.

18.12.6.12 Managing interstages

Interstages need to be defined between the individual stages of a signal program. Interstages are
inserted automatically when creating a signal program (see "Specifying a stage sequence and cre-
ating a signal program" on page 1608). In case of signal group-based signal programs, inter-
stages can be extracted directly from the signal program (see "Extracting interstage" on
page 1615) . They can also be inserted manually (see "Inserting an interstage manually" on
page 1618).
Moreover, you can duplicate, edit, and delete interstages under Interstages.

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18.12.6.12 Managing interstages

Notes: In the table, you can directly edit the Number and the Name of the interstages by click-
ing the desired cell. Double-clicking the graphic display of the stages opens the editing view of
the associated interstage.
Before editing interstages, you can specify general settings for optimization of the interstages
(see "Optimizing interstages" on page 1620).

Inserting an interstage manually

On the Stage sequence editing page, you can create individual interstages manually or use a
suitable existing interstage.
1. In the navigator, select the Stage sequence editing entry.
2. Create the desired stage sequence (see "Specifying a stage sequence and creating a signal
program" on page 1608).
3. Right-click the gray section between two stages for which you want to create an interstage.
A shortcut menu opens.

4. Select the Interstages > Create entry.

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 18.12.6.12 Managing interstages

Tip: You can also select an existing interstage.

The interstage is inserted and listed under Interstages.

Duplicating an interstage
You can duplicate an existing interstage. The new interstage has a new number yet the same
attributes.
1. In the navigator, select the Signal controller > Interstages entry.
2. In the table, mark the interstage that you want to duplicate.

3. On the toolbar, click the Duplicate icon.

The selected interstage is duplicated.

Note: The next free number is allocated to the new interstage.

Editing an interstage
1. In the navigator, select the Signal controller > Interstages entry.
2. In the table, mark the interstage that you want to edit.

3. On the toolbar, click the Edit icon.

The editing view of the selected interstage opens.

4. Make the desired changes.

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18.12.6.12 Managing interstages

Element Description
Name Here you can edit the name of the interstage as desired.
From Here you can select a different From stage or To stage. The selection of a new
stage To From stage or To stage leads to an automatic recalculation of the interstage.
stage Notes
The backgrounds of the phases of the selection lists have different colors. The col-
ors have the following meaning:
White background: the stage is consistent with the interstage. The interstage
is not recalculated.
Purple background: indicates a stage that is not consistent with the interstage
when moving the mouse over the stage. The selection leads to an automatic
recalculation of the interstage.
Pink background: the stage is consistent with the interstage. The interstage is
recalculated.
– (black dash): the stage is not relevant.
Begin Here you can edit the duration of the interstage.
End Notes
If you want to add time at the beginning of the interstage, you need to enter a neg-
ative value under Begin for example -2. This way, the stage is extended and the
entered time is added at the beginning. The time entered under End indicates the
end of the interstage. You can also edit this time. You can only shorten the inter-
stage up to the duration of the longest amber state (amber/red amber).

5. Edit the signal times, if necessary.

Note: The signal times of the interstages are edited like the signal times of signal group-
based signal programs. You can edit the signal times in the graphics and in the table (see
"Managing signal programs" on page 1610).

Optimizing interstages
You can specify the following optimization settings for interstages in advance.
1. On the Edit menu, click Options.
The Options window opens.
2. Select the Optimizations tab.
3. Make the desired changes.

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Element Description
Add minimum If the option has been selected, the target signal states of the individual sig-
times in inter- nal groups have at least the minimum duration specified for the signal
stage groups.
Use optimal If the option has not been selected, the green time ends at the start of the
length in front interstage when switching from green to red.
Use optimal If the option has not been selected, the green time only begins at the end
length in back of the interstage when switching from red to green.

4. Confirm with OK.

The settings are applied.

Deleting an interstage
1. In the navigator, select the Signal controller > Interstages entry.
2. In the table, mark the interstage that you want to delete.

3. On the toolbar, click the Delete icon.

The interstage is deleted.

Exporting interstages as graphic files

You can save interstages in the formats *.bmp, *.gif, *.png, *.jpeg, *.svg and *.tif.

Note: Before the export, you can specify settings for the export (see "Specifying settings for the
export of graphic files" on page 1624).

1. In the navigator, select the Interstages entry.

2. Right-click the desired interstage.
A shortcut menu opens.
3. Select the Export entry.
The Save As window opens.
4. Enter the file name and the path, if required.
5. Select the desired file type.
6. Click the Save button.
The interstage is saved in the selected format.

Tips: You can also call the export functionality in the editing view of the individual interstages.
You can also export interstages in format *.pua if you want to use them in a VAP signal control
logic in Vissim (see "Exporting interstages as PUA files" on page 1622).

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Exporting interstages as PUA files

In the signal controller editor Vissig, you can save interstages in the file format *.pua and then use
them in a VAP signal control logic.
1. On the File menu, point to Export, and then click PUA.
The Vissig PUA Export window opens.

Note: Settings that do not comply with the *.pua format conventions are listed in a separate
window. The errors need to be fixed before the export.

2. Click the button.

The Save as window opens.
3. Enter the file name and the path, if required.
4. Select the file type *.pua.
5. Click the Save button.
6. In the Vissig PUA Export window, select the Start stages.
7. Click the Export button.
The interstages are saved in *.pua format.

18.12.6.13 Managing daily signal program lists

You can define which signal program is used at which time of day. This information is stored in a
daily signal program list. The daily signal program lists can be used to switch between different sig-
nal programs.
You can create different daily signal program lists, for example for weekends or holidays.

Note: In the simulation-based dynamic assignment (SBA), daily signal program lists of signal
controllers can be taken into account in the assignment period.

Creating daily signal program lists

1. In the navigator, select the Daily signal program lists entry.

2. On the toolbar, click the New icon.

A daily signal program list is inserted.

3. Click the Save symbol.

Duplicating daily signal program lists

You can duplicate an existing daily signal program list. The new daily signal program list has a
new number yet the same attributes.
1. In the navigator, select the Daily signal program lists entry.
2. In the table, mark the daily signal program list that you want to duplicate.

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 18.12.6.13 Managing daily signal program lists

3. On the toolbar, click the Duplicate symbol.

The selected daily signal program list is duplicated.

4. Click the Save symbol.

Editing daily signal program lists

1. In the navigator, select the Daily signal program lists entry.
2. In the table, mark the daily signal program list that you want to edit.

3. On the toolbar, click the Edit icon.

The editing view of the selected daily signal program list opens.

4. Make the desired changes.

Element Description
Name Here, you can edit the name of the daily signal program list as desired.
Time Time at which the time interval begins at which the assigned signal program
applies.
Notes

Use the New icon to insert further time rows.

Use the Delete icon to remove the selected rows. The icons are provided
on the toolbar and on the shortcut menu. You can adjust the times in the Time
column to the nearest second if you click the desired cell a second time.

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 18.12.6.14 Specifying settings for the export of graphic files

Element Description
Signal Pro- Here you can select a signal program for the set time period, which is valid in
gram the respective time interval.
Description Enter an individual description of the daily signal program list, if desired.

5. Click the Save symbol.

Deleting daily signal program lists

1. In the navigator, select the Daily signal program lists entry.
2. In the table, mark the daily signal program list that you want to delete.

3. On the toolbar, click the Delete icon.

The daily signal program list is deleted.

4. Click the Save symbol.

18.12.6.14 Specifying settings for the export of graphic files

You can export stage sequences, signal programs and interstages as graphics. Before the export,
you can specify settings for the export.
1. On the Edit menu, click Options.
The Options window opens.
2. Select the Export tab.
3. Make the desired changes.

Element Description
Common Render mode
Here, you can specify whether a Fixed scale or a Fixed width shall be
used.
Signal group height
Here, you can specify the signal group height in pixels for all graphic exports.
Signal pro- Picture width
grams Here, you can specify the Picture width of the export graphics in pixels.
Pixel per second
Here, you can specify the number of pixels that represent one second in the
export graphics.
Interstages Picture width
Here, you can specify the Picture width of the export graphics in pixels.
Pixel per second

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 18.12.6.15 Export to Excel

Element Description
Here, you can specify the number of pixels that represent one second in the
export graphics.
Stage Here, you can specify the width of the export graphics in pixels.
sequence

4. Confirm with OK.

The settings are applied.

18.12.6.15 Export to Excel

You can save any fixed time control data to an Excel file.
1. On the File menu, click Export > Excel Workbook.
The Save As window opens.
2. Enter the file name and the path, if required.
3. Click the Save button.
The data is saved in an *.xlsx file.

Tip: You can also open the file with Microsoft™ Excel™ 2003. For the required conversion,
install the Microsoft Office Compatibility Pack under www.microsoft.com.

18.12.6.16 Detecting inconsistent planning scenarios

Caused by the interdependencies between the individual data objects of your signal controllers,
changes to the properties of an object may lead to inconsistencies in objects that depend on the
modified object. Those inconsistencies are explicitly permitted so that the user is not restricted in
the editing process. The following object checks have been implemented to detect incon-
sistencies.

Detecting intergreen violations

An increase of the intergreens can lead to intergreen violations in the associated signal programs
or interstages. Inserting additional entries into an intergreen matrix can lead to invalid stages.
In the navigator, open the Stage assignments page.

Colored backgrounds indicate conflicting green and thus invalid stages.

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 18.12.6.17 Closing the signal controller editor Vissig and saving the changes

Detecting invalid interstages

Subsequent processing of stage allocations may lead to invalid interstages, because the initial
state or the target state of a signal group has changed. Two cases need to be distinguished here:
If, under Stage assignments, the condition of a signal group are changed from cleared or
blocked to not relevant, the allocated interstages remain valid and the interstages are not
recalculated.

Note: If you want to recalculate the interstages after editing a stage, you first need to select a
different stage and then the edited stage.

If, under Stage assignments, the state of a signal group is changed to cleared or blocked,
the allocated interstages become invalid and their names are highlighted in the navigator.
In the editing view of an invalid interstage, the schematic view of the causing stage and the
deviating stage states in the graphic are highlighted in pink.

The explicit selection of a stage highlighted in pink leads to the recalculation of the interstage,
so that it is consistent again with the edited stage. Editing interstages can lead to inconsistent
associated signal programs. If this is the case, the name of the signal program is highlighted in
the navigator.

18.12.6.17 Closing the signal controller editor Vissig and saving the changes
When you have finished editing your signal controller in the signal controller editor, you can switch
back to the junction editor.
1. Edit your signal controller as desired in the signal controller editor.

2. On the toolbar, click the Save data and to back to Visum symbol.

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 18.12.6.18 Switching off or manually changing signal programs in Visum

The signal controller editor window is closed. The changes are saved at the associated signal con-
troller.

18.12.6.18 Switching off or manually changing signal programs in Visum

In Visum, just one signal program is allocated to a signal controller. If a signal controller has sev-
eral signal programs in the junction editor, only the currently allocated signal program is displayed
in the junction editor. You can switch to another signal program or switch off the signal controller.
1. Open the Signal timing view of the junction editor (see "Junction editor and signal control" on
page 1562).
2. In the Switch Signal program drop-down list , select the desired signal program.

Tip: Alternatively, you can change the signal program on the Basis tab of the Edit signal
controller window (see "Properties and options of signal controllers" on page 1590).

The signal program is changed. The signal timing is displayed in the lower section of the junction
editor. The currently selected signal program is taken into account by the concerned procedures,
i.e. assignment with ICA, signal cycle and split optimization, and signal offset optimization.

18.12.6.19 Automatically changing or switching off signal programs in Visum

In the Visum procedure sequence, you can automatically change the signal programs of Vissig
signal controllers. Here, Visum transfers the time and the calendar day to the signal controller
editor Vissig. The signal controller editor returns to Visum the number of the particular signal pro-
gram and the green times. Visum then converts all signal controllers to the signal program that is
valid at that time. If no signal program exists for the chosen time, the signal controller will be
switched off.

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. Select the desired position in the procedure sequence and add the procedure Set signal pro-
grams from the Assignments category.
3. Make sure that the inserted operation is marked and click the Edit button in the Operations
section.
The Set signal programs window opens.

4. Enter the time and calendar day of the desired signal program.

Note: The signal programs are also reset accordingly for controllers of the RBC type.

5. Confirm with OK.

6. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).

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 18.12.7 Deleting a signal controller

The signal programs of all signal controllers are set to the signal program active at the set time on
the calendar day.

18.12.7 Deleting a signal controller

Deleting signal controllers in the overview

1. On the Network menu, click Signal controllers.
The Signal controllers window opens.
2. Select the desired signal controllers.

3. Click the Delete button  .

The signal controllers are removed from the list.
4. Confirm with OK.
The signal controllers are deleted.

Tip: Alternatively, click Delete on the shortcut menu of the list of the signal controllers.

Deleting a signal controller in the junction editor

You can delete a signal controller that is allocated to a (main) node in the junction editor.
1. Open the desired (main) node in the junction editor (see "Displaying a network object in the
Junction editor" on page 1566).

2. Click the Delete signal controller symbol .

A query opens.
3. Confirm the query with OK.
The signal controller is deleted.

Tip: Alternatively, you can also insert, edit, and delete signal controllers under menu Lists >
Private transport > Signal controllers.

18.13 Managing signal groups

Note: This functionality is only available, while the Junction editor and control add-on is act-
ive (see " Enabling or disabling add-ons" on page 1058).

You can create signal groups for signal group-based and stage-based signal controllers (see Fun-
damentals: Chpt. 3.1.24.3, page 144).

Note: A stage-based signal controller needs to have at least one stage, so that a signal group
can be allocated to it.
Using the Effective signal groups relation, in the Stages list, you can display the signal
groups that are actually green during a stage.

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 18.13.1 Creating a signal group

Tip: You can edit signal groups in the respective list under Lists (see "Opening a list" on
page 2508).

18.13.1 Creating a signal group

1. Open the desired (main) node in the junction editor.
2. Make sure that a signal controller has been allocated to the node or main node (see "Creating
a signal controller" on page 1589).

Note: If a signal controller has been allocated, the Delete signal controller symbol is
active.

3. In the Views window, select the Signal timing view.

4. On the junction editor toolbar, click the Create signal group button.
The Create signal group window opens.
5. Make the desired settings (see "Properties and options of signal groups" on page 1629).
6. Confirm with OK.
The signal group is inserted and displayed in the lower child window of the junction editor.
7. Create further signal groups, if required.

18.13.2 Properties and options of signal groups

Element Description
Number Unique number of the signal group
The signal groups are numbered consecutively. The preset number
can be overwritten by a number which has not yet been assigned in
the network.
Name Name of the signal group
Green time start If you create a signal group for a signal group-based signal controller,
enter the green time start in seconds here.
If you create a signal group for a stage-based signal controller, this
field is disabled. The green time start of the selected stage is used.
Green time end If you create a signal group for a signal group-based signal controller,
enter the green time end in seconds here.
If you create a signal group for a stage-based signal controller, this
field is disabled. The green time end of the selected stage is used.
Minimum green time Enter the minimum green time in seconds.
Note
The value takes effect during green time optimization (see "Optimizing
signal cycles and split of a single signal controller" on page 1655).

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 18.13.3 Deleting a signal group

Element Description
Amber Enter the amber time in seconds.
Allred Enter the Allred time in seconds.
Note
Time after the amber time of a signal group, in which no other signal
group can have a green light.
Stages If you create a signal group for a stage-based signal controller, you
have to allocate one or several stages to the signal group.
Note
The signal group must be allocated to at least one stage.
Second green time Using these attributes, you can define a second green time for the sig-
start / second green nal group.
time end

18.13.3 Deleting a signal group

1. Make sure that the Signal timing view is selected in the Views window.
2. In the lower window of the Junction editor, right-click the bar of the signal group that you want
to delete.
A shortcut menu opens.
3. Select the Delete signal group entry.
The signal group is deleted.

18.14 Editing the geometry of a node

Note: This functionality is only available, while the Junction editor and control add-on is act-
ive (see " Enabling or disabling add-ons" on page 1058).

A node geometry consists of the items node legs, lanes, lane turns, detectors, and crosswalks
(see Fundamentals: Chpt. 3.1.24.2, page 142).
If you select the Geometry view in the Views window, you can edit the following objects of the dis-
played node or main node in the schematic view and in the corresponding list below:
Legs
Lanes
Lane turns
Crosswalks
Signal groups
Detectors
Stages
Note: The objects Signal groups and Stages are only displayed if signal groups or stages
have been inserted.

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 18.14.1 Editing the geometry in the schematic view

18.14.1 Editing the geometry in the schematic view

In the schematic geometry view, you can edit the geometry of nodes or main nodes and con-
nected objects in a variety of ways.
1. In the network, double-click the node or main node that you want to edit.
The Junction editor opens and displays the selected node or main node.
2. Make sure that the Geometry view is selected in the Views window.
The node is displayed in the Geometry view.
3. Make the desired changes.

Note: Click the icon to restrict the display to the currently selected node or main node and
edit it exclusively.

Topics
Marking legs
Marking lanes
Marking links
Creating pockets
Inserting lane turns
Creating crosswalks
Creating detectors

18.14.1.1 Moving nodes

You can easily reposition nodes in the geometry view.
1. Move the mouse over the node you want to move.
A small circle in the center of the node and a moving arrow are displayed.

Note: If the arrow is not displayed, you may need to scroll the mouse wheel to zoom in.

2. Drag the node with the mouse to the desired position.

Note: You can also move main nodes in the geometry view. In the case of main nodes, drag the
centroid to the desired position. It is also indicated by a circle. Moving a main node causes a
shift in the position of all cordon nodes by the same offset (see Fundamentals: Chpt. 3.1.7.1,
page 106).

18.14.1.2 Marking legs

You can mark individual legs in the geometry view.
1. Click in the center of the node in the direction of the desired leg.

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 18.14.1.3 Marking lanes

In the schematic view, an arrow indicates the direction of the selected leg.The selected arm is
marked in the list view and can be edited there.

Tips: Alternatively, you can select legs in the list below the schematic view. Legs marked there
are highlighted in the schematic view.
In both views, you can select multiple legs at the same time by pressing the C TRL key while
selecting.

18.14.1.3 Marking lanes

You can mark lanes in the schematic geometry view as follows.
1. Move the mouse over the start or end of the lane you want to mark until you see a box.
2. Click the box.
The lane is marked in the schematic view and in the list view and can now be edited.

Notes: You can select multiple lanes if you hold down the CTRL key.
You can also select lanes that do not belong to the currently selected node.

18.14.1.4 Marking links

You can mark links in the geometry view as follows.
1. Move the mouse over the desired link until you see a thin directional arrow.

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 18.14.1.5 Editing link courses interactively

2. Click the link.

The link is marked in the schematic view and in the list view and can now be edited.

Notes: You can select multiple links if you hold down the CTRL key. Both directions of a link
can be marked in this way.
You can also select links that do not belong to the currently selected node.

18.14.1.5 Editing link courses interactively

You can edit link courses interactively in the geometry view of the junction editor. This can be use-
ful, for example, if you want to adjust link courses to a background map.

Inserting intermediate points

1. Mark the link whose course you want to edit (see "Marking links" on page 1632).
2. Right-click the marked link.
3. Then select Create intermediate point here.
A small square is displayed at the position of the intermediate point.
4. Drag the square with the mouse to the position where you want to place the intermediate point
and release the mouse button.
The intermediate point is inserted.
5. If required, proceed in the same manner to create any other intermediate points you wish to cre-
ate.

Moving intermediate points

1. Mark the link in the course of which you want to move intermediate points (see "Marking links"
on page 1632).
The intermediate points of the link are displayed as small squares.
2. Drag the intermediate point you want to move to the desired position.

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 18.14.1.6 Creating pockets

Deleting intermediate points

1. Mark the link in the course of which you want to delete intermediate points (see "Marking links"
on page 1632).
2. Right-click the intermediate point you want to delete.
3. Select Delete intermediate point.
The intermediate point is deleted.

Tip: You can also delete an intermediate point by pressing the CTRL key and clicking the inter-
mediate point of a selected link.

18.14.1.6 Creating pockets

In the schematic view, you can add pockets to the left or to the right of individual legs.
1. Make sure that the Geometry view is selected in the Views window.
2. Make sure that the Lanes option has been selected in the schematic view.
3. Right-click the lane to which you want to add a pocket.
4. In the shortcut menu, select Create pocket to the left for this lane or Create pocket to the
right for this lane.
The desired pocket is inserted.

Notes: You can remove a pocket by selecting it and choosing Delete marked pocket from the
shortcut menu.
You can also insert multiple pockets at the same time, for example, by selecting all lanes of an
intersection and selecting the Create pockets to the left for all marked lanes or Create
pockets to the right for all marked lanes from the shortcut menu.

18.14.1.7 Inserting lane turns

Selected a lane to insert individual lane turns.
1. Make sure that the Geometry view is selected in the Views window.
2. Select Lanes in the drop-down list.
3. Select the desired lane (see "Marking lanes" on page 1632).
Possible lane turns are displayed as dashed lines. Existing lane turns are represented by solid
arrows.

Note: You can also insert crossing lane turns. To do this, select Provide crossing lane
turns for insertion from the shortcut menu. These are then displayed dashed in red.

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 18.14.1.8 Creating crosswalks

A plus sign is displayed when you point the mouse at a dashed arrow.
4. Click the desired lane turn.
The lane turn is inserted.

Notes: You can remove a lane turn by selecting it and choosing Delete marked lane turns
from the shortcut menu.
You can also edit the allocated transport systems via the shortcut menu.

18.14.1.8 Creating crosswalks

1. Make sure that the Geometry view is selected in the Views window.
2. Select the Legs type in the drop-down list.
3. Select the leg on which you want to create the crosswalk.

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18.14.1.8 Creating crosswalks

4. Right-click the arrow that appears.

5. Click the Create crosswalks across major leg entry.

Note: In case of intersections with separate turns, you can also insert crosswalks across
them. To do this, select the entry Create crosswalks across channelized turn.

The crosswalks are inserted.

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 18.14.1.9 Creating detectors

Notes: You can remove a single crosswalk by selecting it and choosing Delete marked cross-
walk from the shortcut menu. Repeat the procedure for the other direction, if desired. Altern-
atively, if you want to remove both directions, select Delete crosswalks across major leg.
Furthermore, you can select crosswalks in the list view of crosswalks and press the CTRL key.
When you create a signal controller, all crosswalks are inserted automatically at the node or
main node.

18.14.1.9 Creating detectors

1. Make sure that the Geometry view is selected in the Views window.
2. Select the Lanes type from the drop-down list.
3. Select the lane on which you want to create the detector (see "Marking lanes" on page 1632).
4. Open the shortcut menu with a right click on the lane.

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 18.14.2 Editing the geometry in the list view

5. Select the Create detector for this lane entry.

6. Confirm with OK.
The detector is inserted on the lane and displayed as a dashed square.

Note: You can remove detectors by marking them in the list below the schematic view and
pressing the DEL key or via the shortcut menu of the schematic view.

18.14.2 Editing the geometry in the list view

Notes: You can edit the width of the rows and columns by dragging the mouse in the desired dir-
ection.
You can edit the attribute selection of the list (see "Adjusting the attribute selection in the Junc-
tion editor" on page 1566).
Some layout and editing functions can be found in the shortcut menu of the list and the header
row.

Displaying leg attributes

In the list view, each column describes a leg and each row describes an attribute of this object.
1. Make sure that the Geometry view is selected in the Views window.
2. In the schematic view, use the drop-down list to select the entry Legs.
The list view displays all legs of the selected node.

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 18.14.2 Editing the geometry in the list view

3. Make the desired changes.

Editing leg attributes

You can edit the editable attributes of legs in the list. You can, for example, display the following
leg attributes in the list view.

Element Description
Orientation Display of the orientation of the leg
Stop line pos- Position of the stop line, measured as distance from the line of sight
ition Note
The entry is relevant when exporting to Vissim.
Center island Length of the center island between the lanes of the two directions of the leg
length Notes
If you want to create a center island, the Center Island Length and the Center
Island Width need to be > 0. In addition, the Has Center Island attribute must
be selected.
The entry is relevant when exporting to Vissim.
Center island Width of the center island between the lanes of the two directions of the leg in
width meters
The entry is relevant when exporting to Vissim.
Channelized You can add a channelized turn to the selected leg by entering the desired leg
turn length length of the channelized turn between the leg and the separate right turn (left
turn for left-hand traffic) originating from it.

The following attributes are only displayed if you have defined leg templates and geometry tem-
plates and the node has signal groups:

Element Description
Use leg template Here you can select a leg template which shall be used for the marked leg.
Tip
You can create leg templates in a separate window (see "Creating a leg tem-
plate" on page 1644).
Apply geometry Here you can select a geometry template which shall be used for the
template marked leg.
Tip

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18.14.2 Editing the geometry in the list view

Element Description
You can create geometry templates in a separate window (see "Creating a
geometry template" on page 1645).
Signal groups Here you can select the desired signal group for the leg.

Displaying lane attributes

In the list view, each column describes a main node and each row describes an attribute of this
object. Here, for example, you can edit pocket lengths.
1. Make sure that the Geometry view is selected in the Views window.
2. In the schematic view, use the drop-down list to select the entryLanes.
The list view displays all lanes of the selected node.

3. Make the desired changes.

Editing lane attributes

You can edit the editable attributes of the lanes in the list in different ways, depending on the attrib-
ute: You can, for example, display the following lane attributes in the list view.

Element Description
Link number Display of the number of the link
Approach Display of the approach type (0 = outflow / 1 = inflow)
type
Width Enter the width of the lane
Length Enter the length of the lane
TSys set Use the button to select one or more permitted transport systems for the lane in
a separate window.
ICA preset Enter the desired saturation flow rate
saturation Notes
flow rate The values of all lanes or a lane group are added. If both turns and lanes exist
for a lane group, whose attribute ICA use preset saturation flow rate has
been selected, the values of the lanes are used.

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 18.14.2 Editing the geometry in the list view

Element Description
ICA use pre- If the option has been selected, you can edit the value or the attribute ICA pre-
set sat- set saturation flow rate and the specified value is used.
uration flow
rate
Detectors Display of the name of the allocated detector
Note
This row will only be displayed if detectors are defined. You can allocate one or
several detectors to the lane by clicking the corresponding column.
Tip
Alternatively you can specify the allocation to the lanes directly when inserting
the detectors.

The following properties are always displayed in the list view of the geometry if you select the
Lanes option and signal groups are defined:

Element Description
Signal groups Here you can allocate a signal group to the lane.

Displaying lane attributes

In the list view, each column describes a lane turn and each row describes an attribute of this
object.
1. Make sure that the Geometry view is selected in the Views window.
2. In the schematic view, use the drop-down list to select the entryLane turns.
The list view displays all lane turns of the selected node.
3. Make the desired changes.

Editing lane turn attributes

You can, for example, display the following lane turn attributes in the list view:

Element Description
From link number Number of the link on which the lane turn starts
From lane number Number of the lane on which the lane turn starts
To link Number Number of the link into which the lane turn leads
To lane number Number of the lane into which the lane turns leads
TSys set Set of transport systems permitted on this lane turn
You can select one or more transport systems for the lane turn.

The following property is always displayed in the list view of the geometry if you select the Lane
turn option and signal groups are defined:

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18.14.2 Editing the geometry in the list view

Element Description
Signal groups Here you can select the desired signal group for the lane turn.

Displaying attributes of crosswalks

In the list view, each column describes a crosswalk and each row describes an attribute of this
object.
1. Make sure that the Geometry view is selected in the Views window.
2. In the schematic view, use the drop-down list to select the entryCrosswalks.
The list view displays all crosswalks of the selected node.
3. Make the desired changes.

Editing attributes of crosswalks

You can, for example, display the following attributes of crosswalks in the list view:

Element Description
Orientation Orientation of the node leg on which this crosswalk is defined
Width Width of the crosswalk
Pedestrian Pedestrian volume on this crosswalk
volume
Detector Long name of the allocated detector
Note
This row will only be displayed if detectors are defined. You can allocate the
desired detector to the crosswalk via a selection list if you click the column.
Tip
Alternatively you can define the allocation to the crosswalks directly when insert-
ing the detectors.

The following properties are always displayed in the list view of the geometry if you select the
Crosswalks option and signal groups are defined:

Element Description
Signal group Here you can select the desired signal group for the crosswalk.

Displaying attributes of detectors

In the list view, each column describes a detector and each row describes an attribute of this
object.
1. Make sure that the Geometry view is selected in the Views window.
2. In the schematic view, use the drop-down list to select the entry Detectors.
The list view displays the detectors of the selected node.
3. Make the desired changes.

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 18.14.2 Editing the geometry in the list view

Editing attributes of detectors

You can, for example, display the following attributes of detectors in the list view:

Element Description
Number Number of the detector
Name Long name of the detector
Code Code of the detector
Lane on link First lane covered by the detector.
Number of lanes Number of lanes of the link observed by the detector, starting with the spe-
on link cified lane in Lane on link

Allocating signal groups to lane turns or crosswalks

You have to allocate signal groups either to lane turns or to crosswalks so that the signal groups
have a spatial reference.
1. Make sure that the Geometry view is selected in the Views window.
2. In the schematic view, use the drop-down list to select the entry lane turns or crosswalks.
3. Select the desired signal group in the list view under Signal groups.
The signal group is allocated to the lane turn or crosswalk.

Note: You can check the allocations of a signal group if you select the Signal groups option in
the Geometry view, and open the respective selection window under Lane turns and Cross-
walks for the desired signal group (see "Editing signal group attributes" on page 1644).

Allocating signal groups to lanes or legs

You can also allocate signal groups to lane turns by allocating them to all lane turns of a leg or
lane in one step.
1. Make sure that the Geometry view is selected in the Views window.
2. In the schematic view, use the drop-down list to select the entry Lanes or Legs.
3. Select the desired signal group in the list view under Signal groups.
The signal group is allocated to all lane turns of the selected lane or leg.

Displaying signal group attributes

In the list view, each column describes a signal group and each row describes an attribute of this
object.
1. Make sure that the Geometry view is selected in the Views window.
2. In the schematic view, use the drop-down list to select the entry Signal groups.
The list view displays all signal groups of the selected node.
3. Make the desired changes.

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18.14.2 Editing the geometry in the list view

Editing signal group attributes

You can, for example, display the following attributes of signal groups in the list view.

Element Description
Number Number of the signal group
Name Name of the signal group
Green Green time start in seconds
time The green time start and the green time end of the signal group are in the interval [0,
start round trip time]. The respective value results from the green times of the stages in
the case of a stage-based signal controller. If the value 0 is specified as green time
start and green time end for a signal group-based signal controller, the signal group
shows permanent red, and permanent green for any other but the same value.
Green Green time end in seconds
time end

The following properties are always displayed in the list view of the geometry if you select the Sig-
nal groups:

Element Description
Lane turns Here you can select the lane turns, which shall be allocated to the signal group.
Crosswalks Here you can select the crosswalks, which shall be allocated to the signal group.

Creating a leg template

You can specify leg templates for the selected node. When using a leg template, a predefined set
of lanes, lane turns and crosswalks are generated at a leg.
1. Make sure that the Geometry view is selected in the Views window.
2. In the schematic view, use the drop-down list to select the entry the Legs.
3. In the list view, right-click the column of the leg that you want to use to specify a leg template.
A shortcut menu opens.
4. Select the entry Marking > Leg template definition.
The Create template window opens.
5. Make the desired changes.

Element Description
Number Number of the leg template
Name Name of the leg template
Comment Indication of the leg from which the template was created

6. Confirm with OK.

The leg template is inserted.

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 18.14.3 Editing the geometry view graphic parameters

Creating a geometry template

Contrary to leg templates, geometry templates can be applied to all legs of the selected node (see
Fundamentals: Chpt. 3.1.24.2, page 142).
1. Make sure that the Geometry view is selected in the Views window.
2. In the schematic view, use the drop-down list to select the entry the Legs.
3. In the list view, right-click the column of the leg that you want to use to specify a geometry tem-
plate.

Note: The selected leg becomes the reference leg of the geometry template.

A shortcut menu opens.

4. Select the Marking > Define geometry template entry.
The Create template window opens.
5. Make the desired changes.

Element Description
Number Number of the geometry template
Name Name of the geometry template
Comment Indication of the node from which the template was created

6. Confirm with OK.

The geometry template is inserted.

18.14.3 Editing the geometry view graphic parameters

For the geometry and signal timing view, you can make settings for the display of the network dis-
play and the background maps.

1. On the toolbar of the junction editor, click the icon.

The window Edit graphic parameters: Junction editor opens.
2. Make the desired changes on the Network display page.

Element Description
Opacity Use the slider to control the opacity of the network display.
Note

The slider in the junction editor toolbar serves the same purpose.
Show detect- If the option has been selected, all existing detectors are displayed in the
ors geometry view.
Center line If necessary, adjust the color of the displayed center line of the links here.
color

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 18.15 Editing the signal times of a node

3. Make the desired changes on the Background map page.

Element Description
Background color Select the color for the background.
Draw layer back- Select this option to create and show a layer for the background map.
ground map
Map service Select the desired map service for display here (see "Element" on
page 2449).
Color settings Color
If this option has been selected, the background map is displayed in
color.
Gray scale
If this option has been selected, the background map is displayed in
different shades of gray.
Opacity
Use the slider to smoothly adjust the color intensity of the back-
ground.

4. Confirm with OK.

The settings are applied and saved with the global layout and version file.

18.15 Editing the signal times of a node

You can display nodes in the Signal timing view and edit the signal times. The upper part of the
window shows the geometry view of the node, the lower part shows the signal groups. There are
stage-based and signal group-based controllers. Interstages are additionally displayed for stage-
based controllers.

Notes: If the signal controller of the node has the signal control type RBC, you need to open an
external program to edit the signal times (see "Editing signal controllers of the type RBC" on
page 1595).
You can also edit the offset times in the signal time-space diagram (see "Displaying signal
time-space diagrams" on page 2748).

18.15.1 Switching off signal programs

You can switch off a signal controller. In the affected procedures ICA assignment, signal offset
optimization and cycle and green time optimization, the nodes with the switched off signal con-
troller will then be treated like two-way stops.
1. Make sure that the Signal timing view is selected in the Views window.

2. In the schematic view, click the Signal controller switched on symbol.

The signal controller is switched off. The effective control type of the node is set to two-way stop.

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 18.15.2 Editing signal times

18.15.2 Editing signal times

In the signal timing view, the wide green bars indicate the green times, the thin red ones the red
times. You can edit the signal times of signal group-based and stage-based controllers in the
lower area of the junction editor as follows.
1. Make sure that the Signal timing view is selected in the Views window.
The lower window displays the signal times. Each row corresponds to a signal group.

2. Make the desired changes.

Element Description
Name Assign a name for the signal plan if required.
Intergreens Select the desired intergreen matrix for the signal group.
You create these beforehand in the signal controller editor (see "Creating an
intergreen matrix" on page 1603)
Cycle time Enter the desired cycle time in seconds.
Offset Enter the desired offset in seconds.
Note
The entire signal plan will then be postponed by the entered time.
Switch point If required, enter a time at which to switch to another signal program.

3. If necessary, make further settings via the shortcut menu or edit the controller in the signal con-
troller editor Vissig (see "Editing signal controllers in the signal controller editor Vissig" on
page 1596).
The following settings are available via the shortcut menu of the Signal timing view:

Adjusting the column display

You can edit the display of the items as follows.

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18.15.2 Editing signal times

1. Right-click in the lower section of the Signal timing view.

A shortcut menu opens.
2. Select the Edit columns entry.
A window opens.
3. Select the items that you want to display as columns.
4. Confirm with OK.
All selected items are displayed as columns.

Setting the signal times display

There are three display options for the signal times.
1. Right-click in the lower section of the Signal timing view.
A shortcut menu opens.
2. Under Appearance, select the desired entry.

Element Description
Classic The signal times are displayed classically.
3d tubes The signal times are displayed as 3d tubes.
3d boxes The signal times are displayed as 3d boxes.

The signal times are displayed as desired.

Resize automatically
The display of the signal groups adjusts automatically to the window size, even if it is changed.
1. Right-click in the lower section of the Signal timing view.
A shortcut menu opens.
2. Select the Resize automatically entry.
The display of the window size is adjusted automatically.

Show entire signal program

In the lower section of the Signal timing view, you can display all existing signal times of the
selected node or main node and expand the display to the entire section.
1. Right-click in the lower section of the Signal timing view.
A shortcut menu opens.
2. Select the Show entire signal program entry.
All signal times are displayed and adjusted to the size of the display.

Note: You can change the height of the individual rows by dragging the borders of the row head-
ers up or down.

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 18.15.2 Editing signal times

Editing signal times in the graphics

You can edit the signal times of signal groups directly in the graphics.
1. Right-click in the lower section of the Signal timing view.
A shortcut menu opens.
1. Select the Edit signal states entry.
2. Click the desired row of the signal program.
3. Move the mouse over the signal states of the selected row.
Depending on the location, the mouse pointer has a different form.

Element Description
If a hand is displayed, you can shift the entire signal state while holding down the
mouse key.
If arrows are displayed, you can shift the start time or end time of the signal state
while holding down the mouse key.

Notes: You can only shift signal states with a variable duration. You cannot shift signal states
with a fixed duration (amber states) on their own.
As long as a signal state is shifted, reserve times are indicated by a green background and
intergreen violations are indicated by an orange background.

4. Make the desired changes.

Notes: You can also edit the signal states individually in the table to the right of the graphics.
You can also overwrite standard times.
If you move the mouse over the signal times column, you can shift the entire signal program
while holding down the mouse key.

Stretching or compressing signal programs

You can stretch or compress a signal program.
1. Right-click in the lower section of the Signal timing view.
A shortcut menu opens.
2. Select Stretch/Compress entry.
3. Move the mouse over the labels of the time axis of the signal program.
The mouse pointer changes into a double arrow.

4. Stretch or compress the signal program as follows.

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18.15.2 Editing signal times

Element Description
Compressing a signal program:
If you move the mouse within the axis labels to the left while holding down the left
mouse key, the signal program is compressed. The section highlighted in red is cut
out.
Stretching a signal program:
If you move the mouse within the axis labels to the right while holding down the left
mouse key, the signal program is stretched. The duration of the section highlighted
in green is inserted at the beginning of the section highlighted in green.
Note
If the marked section is gray, you cannot stretch or compress the signal program,
because at least one minimum duration is violated.

Allocating lane turns

You can edit the allocation of selected signal groups as follows.
1. Right-click the row of the signal group whose lane turn you want to edit.
A shortcut menu opens.
2. Select the Edit lane turns entry.
The Lane turns window opens.
3. Select the desired lane turns.
4. Confirm with OK.
The signal group is allocated to the selected lane turns.

Allocating crosswalks
You can edit the allocation of selected crosswalks as follows.
1. Right-click the row of the signal group whose crosswalks you want to edit.
A shortcut menu opens.
2. Select the Edit crosswalks entry.
The Crosswalks window opens.
3. Select the desired crosswalks.
4. Confirm with OK.
The signal group is allocated to the selected crosswalks.

Adding a signal group

You can add further signal groups to the displayed signal program.
1. Right-click in the lower section of the Signal timing view.
A shortcut menu opens.

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 18.15.2 Editing signal times

2. Select the Add signal group entry.

The Create signal group window opens.
3. Make the desired settings (see "Creating a signal group" on page 1629).
4. Confirm with OK.
The signal group is inserted.

Deleting a signal group

You can delete signal groups from the signal program.
1. Right-click the signal group that you want to delete.
A shortcut menu opens.
2. Select the Delete signal group entry.
The signal group is deleted.

Creating stages
You can create stages for stage-based controllers for nodes.

Tip: Alternatively, you can use stage templates (see "Reading stage templates" on page 1651).

1. On the Junction editor toolbar, click the Create stage symbol.

The Create stage window opens.
2. Make the desired changes.

Element Description
Number Unique number of the stage
Name Name of the stage
Duration Duration of the stage

3. Confirm with OK.

The stage is inserted.

Reading stage templates

Instead of creating stages and signal groups manually, you can use predefined stage templates
(see "Reading stage templates" on page 1651). These can be read additively in *.net format.
1. From the File menu, choose Open file > > Network.
The Open network window opens.

Notes: The predefined stage templates are contained in the ...\PTV Visum 2022\Data\Sig-
nal_Templates folder of your Visum installation directory.
The names of the stage template files are Signaltemplateslefthandtraffic.net and Sig-
naltemplatesrighthandtraffic.net.

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 18.16 Managing signal coordination groups

2. Select the desired file.

3. Click the Open button.
The Read network window opens.
4. Read the network additively (see "Reading network data additively" on page 1021).
The network data is read in.

Note: You can edit the standard data under Network > Stage templates.

Click the Delete button to delete stage templates from the list.

18.16 Managing signal coordination groups

For the coordination of the signal controllers, you can create and edit signal coordination groups.

18.16.1 Creating a signal coordination group

1. On the Network menu, click Signal coordination groups.
The Signal coordination groups window opens.

2. Click the Create button.

The Create signal coordination group <Number> window opens.
3. Make the desired settings (see "Properties and options of signal coordination groups" on
page 1652).
4. Confirm with OK.
The coordination group is created.

18.16.2 Properties and options of signal coordination groups

Element Description
No. Unique number of the signal coordination group
Code Code of the signal coordination group
Name Name of the signal coordination group
Cycle time family Enter the cycle times in seconds

18.16.3 Editing signal coordination groups

1. On the Network menu, click Signal coordination groups.
The Signal coordination groups window opens.
2. In the list, click the signal coordination group of your choice.

3. Click the Edit button.

The Edit signal coordination group <Number> window opens.

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 18.16.4 Deleting a signal coordination group

4. Make the desired settings (see "Properties and options of signal coordination groups" on
page 1652).
5. Confirm with OK.
The changes are saved.

18.16.4 Deleting a signal coordination group

1. On the Network menu, click Signal coordination groups.
The Signal coordination groups window opens.
2. In the list, click the signal coordination group of your choice.

Tip: To select multiple entries, hold down the CTRL key while clicking the desired entries one
by one.

3. Click the Delete button  .

4. Confirm with OK.
The signal coordination group is deleted.

18.17 Calculating and exporting ICA

In the Junction editor, you can start ICA calculations (ICA, Intersection Capacity Analysis) for the
displayed node or main node, open ICA reports, recalculate ICA automatically and export ICA
reports.

Notes: You can only make ICA calculations for nodes or main nodes of the type signalized,
two-way stop, all-way-stop or roundabout. Signalized nodes without a signal controller or
with a switched off signal controller are calculated with the control type two-way stop.
In addition, the Node impedance calculation (ICA) needs to be set as Method for imped-
ance at node in the list of the Node view or under Calculate > General procedure
settings > PrT settings > Node impedances.
Under Calculate > Network check, for the entire network, you can check if the ICA calculation
is possible for the nodes or main nodes and if the respective nodes are modeled correctly (see
"Checking the network and fixing errors" on page 1532). For a single node or main node, you
can check the status to find out whether the calculation can be done (see "Checking the status
of ICA calculations" on page 1653).

18.17.1 Checking the status of ICA calculations

You can check whether an ICA calculation is possible for a node or main node. An ICA calculation
can only be done if a signal controller is allocated to the node or main node.
1. Make sure that the desired main node is open in the junction editor.

2. On the toolbar of the Junction editor, click the Check ICA computability button.

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 18.17.2 Starting an ICA calculation

A message indicates whether a calculation is possible for the displayed node or main node. If the
calculation is not possible, the message states reasons for it. If it is possible, further information
on the relevant data is given.

18.17.2 Starting an ICA calculation

1. Make sure that the desired node or main node is open in the Junction editor.
2. Make sure that the node is modeled correctly for an ICA calculation (see "Checking the status
of ICA calculations" on page 1653).

3. On the Junction editor toolbar, click the small triangle next to the symbol and select the
Execute ICA calculation entry.

Note: The button is disabled if the ICA calculation is not possible for the node (see "Check-
ing the status of ICA calculations" on page 1653).

The ICA calculation is started. If the signal control of a node or main node is allocated to multiple
nodes or main nodes when calculating ICA, the ICA calculation is executed simultaneously at all
corresponding nodes and main nodes.

18.17.3 Displaying the ICA calculation in the report window

You can display the ICA calculation results of a node in Excel. The display therein is updated as
soon as you make a new ICA calculation.
1. Make sure that the desired node or main node is open in the Junction editor.

2. On the Junction editor toolbar, click the small triangle next to the symbol and select the
Show ICA report window entry.
The ICA report window is opened in Excel.

Notes: The window is empty if you have made no ICA calculation.

If you switch to a different node or main node, the report window will not be refreshed. You can
refresh the display by starting a new calculation (see "Starting an ICA calculation" on
page 1654).

To close the ICA report window, click the Show ICA report window button again.
The ICA report window is closed automatically if you close the Junction editor or the Visumwin-
dow.

18.17.4 Recalculating ICA automatically

This functionality refreshes the Excel sheet of the ICA calculation each time you make a change in
the Junction editor.

On the Junction editor toolbar, click the small triangle next to the symbol and select the
Automatic ICA recalculation entry.

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 18.17.5 Exporting an ICA report

If this function is activated, ICA is recalculated after each action, this also applies to any Undo
action.

18.17.5 Exporting an ICA report

You can make an ICA calculation and save the results to an Excel file.
1. Make sure that the desired main node is open in the Junction editor.

2. On the Junction editor toolbar, click the small triangle next to the symbol and select the
Export ICA report entry.

Note: The button is disabled if the ICA calculation is not possible for the node (see "Check-
ing the status of ICA calculations" on page 1653).

ICA is calculated and the Save ICA calculation window opens.

3. Enter the file name and the path, if required.
4. Click the Save button.
The result of the calculation is saved to an *.xml file.

18.17.6 Optimizing signal cycles and split of a single signal controller

Within the scope of the node impedance calculation using ICA, you can optimize the signal cycle
and split for an individual signal controller (see Fundamentals: Chpt. 7.5.4, page 424).

Notes: The optimization is always done for all (main) nodes of a signal controller.
The settings under menu Calculate > General procedure settings > entry PrT settings >
Signal cycle and split optimization apply (see "Optimizing signal cycle and split times for act-
ive nodes" on page 2095).
You can also execute the signal cycle and split optimization for multiple or all active nodes (see
"Updating impedances at nodes" on page 1193 and "Optimizing signal cycle and split times for
active nodes" on page 2095).

1. Make sure that the desired main node is open in the junction editor.

2. On the junction editor toolbar, click the small triangle next to the symbol and select the

ICA signal cycle and split optimization entry.

Note: The button is disabled if the ICA calculation is not possible for the node (see "Check-
ing the status of ICA calculations" on page 1653).

The ICA calculations and optimizations are done for all nodes that are allocated to the signal con-
troller.

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 18.18 Using turn volumes in the Junction editor

18.18 Using turn volumes in the Junction editor

In the Junction editor, you can display turn volumes and export multiple turn volume displays as
graphics. You can now proceed as follows:
Displaying turn volumes in the Junction editor
Specifying settings for the print frame of turn volumes
Positioning link labels along links
Exporting turn volumes as graphics

18.18.1 Displaying turn volumes in the Junction editor

In the Junction editor, the display of turn volumes is standardized by default. In this display, the
angles of the legs are taken from the link orientations. The link orientation is a link attribute in
Visum.
Alternatively, you can specify a turn volumes display where the angles of the legs are taken from
the link geometry in the network, i.e. their coordinates in the network.
The type of display specified here is used not only for the display of turn volumes, but also for the
graphic display after an export or Multi-export. The setting is saved with the version file.

Displaying and outputting standardized turn volumes

1. Double-click the desired node or main node in the network.
The Junction editor opens.
2. In the Views window, click the Turn volumes button.
3. From the Junction editor menu, choose > Turn volumes view. Then click Angle from link ori-
entation.
The turn volume is displayed and the angles of the legs are taken from the link orientations.

Displaying and outputting turn volumes based on the link geometry of the network
1. Double-click the desired node or main node in the network.
The Junction editor opens.
2. In the Views window, click the Turn volumes button.
3. From the Junction editor menu, choose > Turn volumes view. Then deselect Angle from
link orientation.
The turn volume is displayed and the angles of the legs are taken from the link orientations in the
network.

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 18.18.2 Specifying settings for the print frame of turn volumes

Notes: The settings of the graphic parameters for turn volumes of the network editor are
applied (see "Displaying turns, main turns, and turn volumes" on page 2629). Switch to the Net-
work editor window to adjust the display under Graphics > Graphic parameters. Even turn
volumes that shall not be displayed in the network editor, are displayed in the Junction editor.
Each node which can be displayed is shown as turn volume.
In the graphic parameters, you can, for example, specify, that just incoming or outgoing turns
shall be labeled.
In the Turn volumes view, use the Nodes, Links and Turns options to select whether the list
view shall display node, turn or link attributes.

18.18.2 Specifying settings for the print frame of turn volumes

In the Junction editor, turn volumes are displayed in the preview mode. You can edit the settings
of the preview as follows:
1. From the Junction editor menu, choose > Turn volumes view. Then click Print frame.
The Print frame parameters window opens.
2. Make the desired changes in the Print frame, Header and Footer tabs.

Note: The settings are nearly identical to those of the network display (see "Settings for print
frame, header and footer" on page 2655).

3. Confirm with OK.

The print frame is displayed according to your chosen settings.

18.18.3 Positioning link labels along links

In the Turn volumes view, you can position link labels at turn volumes in such a way, that they are
issued parallel to the link. This setting is saved in the version file.

Notes: The settings of the graphic parameters for link labels of the network editor are applied.
The displayed link width in the Turn volumes view depends on the settings in the Parameters
for the export of multiple turn volumes window, Size > Circle size tab. Here you can enter
the desired size of the circle in percent. The display of the node legs covers the remaining
share.

1. In the Junction editor, open the Turn volumes view.

2. On the Junction editor menu, click > Turn volumes view. Then select Link label along link.
The link labels are positioned along the link. The label always displays the undirected value of
both link directions.

18.18.4 Exporting turn volumes as graphics

Before exporting one or multiple turn volumes as graphics, you can specify different settings for
the export.

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18.18.4 Exporting turn volumes as graphics

1. From the Junction editor menu, choose > Turn volumes view. Then click Export the turn
volumes as image.
The Save: Exported turn volumes window opens.
2. Enter the file name and the path, if required.
3. Select the desired file type.
4. Click the Save button.
The Parameters: Multi-export of turn volumes window opens.
5. In the Size tab, make the desired changes.

Element Description
Parameters Here you can specify the proportions for the export. All changes are imme-
diately visible in the preview.
Width
Enter the output width of the entire graphics in the desired unit
Height
Enter the output height of the entire graphics in the desired unit
Margin
Enter the width of the margin
Circle size
Enter the ratio of label and circle in percent
Portrait/landscape
Select the export format of the turn volume
Preview Graphic preview of the size and width-to-height ratio of the turn volume circle

6. In the File tab, make the desired changes.

Element Description
File type Here you can select the file type of the graphics to be saved.
Resolution Select the desired resolution.
Note
The default dpi value is the specified resolution or a multiple of the user's
screen. The option is not provided if you have selected the file type *.svg.
Quality If you have selected the file type *.jpg, you can specify the desired quality for
the exported graphics.
Print frame Click this button to open the Print frame parameters window (see "Specifying
settings for the print frame of turn volumes" on page 1657).

7. Click the Start the export button.

The turn volume view is saved in the chosen format.

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 18.19 Opening a list layout for the junction editor

18.19 Opening a list layout for the junction editor

You can apply a saved layout of the list view of the junction editor.
1. From the Junction editor menu, choose Open junction editor layout.
A window opens.

At this point you can either open a layout for the list view (*.qla) or open a global layout
(*.lay).

2. Open the desired file.

3. Confirm with OK.
The saved settings are applied to the open view.

18.20 Saving the junction editor layout with the global layout
You can save the layout of the junction editor with the global layout.
1. Make the desired changes to the layout.
2. From the Junction editor menu, choose Save global layout as.
A window opens.
3. Save the file to the desired folder.
The settings are saved to a *.lay file.

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 19 Managing scenarios and comparing networks

19 Managing scenarios and comparing networks

In PTV Visum, you can use scenarios to manage variants of the same model (see Fundamentals:
Chpt. 4.2, page 197) and compare and transfer (see Comparing and transferring networks on
page 188) networks and versions in different ways.

Topics
Comparing and transferring versions and networks
Scenario management

19.1 Comparing and transferring versions and networks

Visum offers various possibilities to compare and transfer transport networks and version files
(see Fundamentals: Chpt. 4.1, page 188):
Comparing versions and networks
Merging networks
Creating and applying model transfer files
Scenario management is its most comprehensive solution (see "Scenario management" on
page 1689).

19.1.1 Comparing versions and networks

You can compare two version files. For this purpose, you enable an open version file to access
the attribute values of a second version. For a version comparison, different variants are provided.
In the first variant, apply the attributes from the comparison network in the network that is already
open.
In the second variant, indirect attributes are also taken into account. In contrast to the first variant,
the attributes of the comparison network are not transferred, but connected by relations and will
constantly be updated as long as the comparison network is open (see Fundamentals: Chpt.
4.1.1, page 189).
In the third variant, you can have a quick overview of the differences in the input data or in all the
data of the two networks.

19.1.1.1 Specifying a network name for version comparison

You can specify a name for each network you want to use in version comparison and scenario
management, in order to identify the network attributes.
1. Open the desired version file.
2. From the Network menu, choose Network settings.
3. Select the Basis tab.
4. Into the Name of network for version comparison, enter a name of your choice.
5. Confirm with OK.
The name of the network is saved.

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 19.1.1.2 Comparing version files

19.1.1.2 Comparing version files

1. Open the desired version file.
2. From the File menu, choose Compare and transfer networks > Version comparisons.
The Version comparisons window opens.

3. Click the Add button.

The Generate version comparison window opens.
4. Make the desired changes.

Element Description
Type of version Under Options, you specify the version comparison variant you want to
comparison use.
Use attributes from comparison network
If this option has been checked, the attributes are transferred from the
comparison network and will be stored with the version. In the Version
comparisons window, the word "attribute" is added to the beginning of
the version comparison code.
Load the comparison network in the background
If this option has been checked, access to all attributes is provided by a
relation to the comparison network as long as this network is loaded in
the background. The attributes of the comparison network will not be
stored with the version, but will be displayed again as soon as the file is
re-opened. In this case, the program must find the comparison network
at the directory location you specified under Version file. You can edit
the path to the comparison network when updating the comparison
(see "Updating version comparisons" on page 1669).
In the Version comparisons window, the words "comparison net-
work" are added to the beginning of the version comparison code.
Notes
Version comparison with a network loaded in the background provides
the possibility to run procedures in both networks (see "Executing pro-
cedures in version comparisons" on page 2037).
The differences between the two types of version comparison are
described in detail in the 'Fundamentals' (see Fundamentals: Chpt.
4.1.1, page 189).
Version file Via the icon select the version file with which you want to compare
the current version.
Code Unique code for version comparison
Notes

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19.1.1.2 Comparing version files

Element Description
The code is used for IDs and attribute names. It must not contain
blanks.
Use the same com- If this option has been selected, you can select an existing version com-
parison attributes parison from the list whose comparison attributes will be used.
as for Note
This option is available if you have selected Use attributes from com-
parison network.
Load matrices If this option is selected, the matrices of the comparison network are
also loaded. This is useful if the OD pair filter refers to matrix data.
If this option is not selected, the matrices of the comparison network
will not be transferred. This reduces the amount of memory required.
Note
This option is available if you have selected Load comparison net-
work in the background.
Load paths If this option is selected, the paths of the comparison network are
also loaded. Loading paths allows for the evaluation of comparative
network volumes even if filtered network volumes are present in the
currently loaded network.
If the option is not selected, all volume attributes in the comparison
network are 0 if the Filter network volumes option is selected if the
OD pair filter is active.
Change link bars If this option has been selected, scaling and classification attributes of
automatically to dif- link bars are automatically converted to the new attribute generated by
ferences the version comparison with the difference between the original and
the newly added attribute value.

5. Confirm with OK.

The Generate version comparison window opens.

Note: This window is not displayed if you selected the options Use the same comparison
attributes as for or Load comparison network in the background as a version com-
parison.

6. If required, reduce the amount of data you want to compare.

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 19.1.1.2 Comparing version files

Element Description
Hide attributes If this option has been selected, only selected attributes and their
with default values values are compared.
If this option has not been selected, all selected attributes and their
values are compared, disregarding whether attribute value and default
value are identical or not.
Note
You can find the default attribute values in the Attributes.xls file in the
...\Program files\PTV Vision\PTV Visum 2022\Doc folder.
Hide empty tables If this option has been selected, only tables containing network objects
are compared.
Hide calculated If this option has been selected, only selected readable attributes
attributes and their values are compared additionally to the key attributes. Cal-
culated attributes are ignored when they are read again.
If this option has not been selected, both readable and non-read-
able attributes and their values are compared.

7. Select the network object types to be compared.

Element Description
The table is selected and used for comparison.

The table is not used for comparison.

Edit marking In the list of tables, you can select several entries by holding down the
CTRL key.
You can then use the button to include all markings of tables and attrib-
utes in the selection or remove them from the selection.
You can also select or deselect all direct attributes of the marked
tables.
Check all tables Click this button to select all network object types.
Uncheck all tables Click this button to deactivate all network objects and their attributes.

8. Click the plus symbol of a network object type.

The attributes and, if applicable, the subattributes of the network object type are displayed.

Note: Click the CTRL key and keep it pressed while clicking the desired entries one by one to
show the attributes of multiple network object types at the same time.

Note: Due to current settings in the upper section of the window not all attributes of a net-
work object type may be displayed.

9. Select the attributes and subattributes you want to compare.

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19.1.1.2 Comparing version files

Element Description
The attribute has been selected and is compared.

The attribute has not been selected and is not compared.

The attribute is a key attribute and cannot be switched off.

Attribute groups Via this button you can either select or switch off predefined groups of
attributes in a separate window (see "Selecting or deselecting groups
of attributes for comparison" on page 1664).
Set default values Click this button to hide empty tables and display calculated attributes.
The attribute selection is reset to the standard setting.

Note: Right-click a network object type. On the shortcut menu, activate or deactivate all cur-
rently displayed attributes of the network object type.

Tip: Alternatively, you can read selected network object types and attributes from a network
file *.net (see "Reading a selection from a network file" on page 1665).

10. Confirm with OK.

The versions are compared. In the Version comparisons window, the version comparison is lis-
ted.

Notes: Version comparisons of the type Use attributes of comparison network are marked
with a plus sign. Click the plus sign to show the attributes of the respective version comparison.
If you move the mouse pointer over the entry, the tooltip provides additional information on time
and date of the version comparison and the date of the version file used for comparison.
Further version comparisons can be added in the same way.
You can save the version file including the version comparison.

Selecting or deselecting groups of attributes for comparison

1. Make sure that the Create version comparison window is open (see "Comparing version
files" on page 1661).
2. Click the Attribute groups button.
The Switch attribute groups on/off window opens.
3. In the selection list, mark the predefined attribute group you would like to select or deselect.
4. Click the desired button.

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 19.1.1.3 Using comparison values / setting graphic parameters

Element Description
Activate All attributes of the selected groups are enabled.
Deactivate Except key attributes and mandatory attributes, all attributes of the
selected group are deactivated.
Activate exclus- All attributes of the selected group are activated for saving data to file
ively and all attributes of other groups - except key attributes and mandatory
attributes - are excluded from saving data to file.

5. Click the Close button.

Depending on the current settings, the attributes are either selected or deselected.

Saving selected network data

You can save the currently selected tables and attributes as network file *.net without contents
and read them again later as default values.
1. Make sure that the Create version comparison window is open (see "Comparing version
files" on page 1661).
2. Click the Save selection button.
The Save network window opens.
3. Enter the file name and the path, if required.
4. Click the Save button.
Selected tables and attributes are saved as data block templates without data.

Reading a selection from a network file

For version comparison you can read selected network object types and attributes from an exist-
ing network file or from a network file without content, which was saved just as layout file.
1. Make sure that the Create version comparison window is open (see "Comparing version
files" on page 1661).
2. Click the Open selection button.
The Open network window opens.
3. Select the desired network file.
4. Click the Open button.
The selection of network object types and attributes contained in the network file is applied.

19.1.1.3 Using comparison values / setting graphic parameters

For a version comparison that adopts attributes from a comparison network, Visum adds a new
attribute to each attribute selected. The new attribute contains an attribute value of the second net-
work. Additionally for numerical attributes Visum carries out various comparisons automatically:
For each compared numerical attribute additional attributes for the absolute and relative deviation
as well as for the minimum and maximum are created.

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 19.1.1.4 Copying comparison values to user-defined attributes

Additionally, new attributes Exists in network <Code of version comparison> of the type
True/False are added to each network object type. These attributes allow you to quickly check
whether the network objects exist in both versions files you are comparing.
These attributes can be used like all other attributes, in particular for the graphic display and in
lists (see Fundamentals: Chpt. 4.1.1, page 189).
In the attribute selection window, the compared attributes are listed under their names in the con-
ventional and in the alphanumerical sorting order (see "Selection of attributes" on page 1073).
The values of the original version are listed as This network if you have not specified a name for
the original network (see "Specifying a network name for version comparison" on page 1660). The
new attributes contain the name of the version comparison (in the following example VersComp).

In the hierarchical sorting order all new attributes are listed under Version comparison <Name
of version comparison>.

19.1.1.4 Copying comparison values to user-defined attributes

You can save selected attribute values or all compared attribute values of a comparison network
to new, user-defined attributes. Thus, the values are kept after termination of the version com-
parison.
You proceed differently depending on the version comparison chosen.

Creating user-defined attributes by adopting direct attributes during version comparison

1. From the File menu, choose Compare and transfer networks > Version comparisons.
The Version comparisons window opens.
2. Select the desired version comparison or the desired attributes.

3. Click the Copy to user-defined attributes button.

The version comparisons or attributes are saved to new user-defined attributes.

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 19.1.1.4 Copying comparison values to user-defined attributes

Note: Since user-defined attributes do not have subattributes, a user-defined attribute is cre-
ated for each subattribute.
ID and short name of the new user-defined attributes are generated from the original short
name of the attribute, added by the name of the version comparison. If the generated ID
already exists, an error message is displayed and this attribute will not be created.

Creating user-defined attributes during version comparison with comparison network in

the background
1. From the File menu, choose Compare and transfer networks > Version comparisons.
The Version comparisons window opens.
2. Select the desired version comparison or the desired attributes.

3. Click the Copy to user-defined attributes button.

The Copy data to user-defined attributes window opens.

Notes: Since user-defined attributes do not have subattributes, a user-defined attribute is

created for each subattribute.
ID and short name of the new user-defined attributes are generated from the original short
name of the attribute, added by the name of the version comparison. If the generated ID
already exists, an error message is displayed and this attribute will not be created.

4. If necessary, reduce the amount of data you want to copy.

Note: Only direct attributes are displayed for selection.

Element Description
Hide attributes If this option has been selected, only selected attributes and their
with default values values are compared.
If this option has not been selected, all selected attributes and their
values are compared, disregarding whether attribute value and default
value are identical or not.
Note
You can find the default attribute values in the Attribute.xls file in the
...Programs\PTV Vision\PTV Visum 2022\Doc folder.
Hide empty tables If this option has been selected, only tables containing network objects
are compared.
Hide calculated If this option has been selected, only selected readable attributes
attributes and their values are compared additionally to the key attributes. Cal-
culated attributes are ignored when they are read again.
If this option has not been selected, both readable and non-read-
able attributes and their values are compared.

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19.1.1.4 Copying comparison values to user-defined attributes

5. Choose the network object types you want to copy to user-defined attributes.

Element Description
The network object type is copied.

The network object type is not copied.

Edit marking In the list of tables, you can select several entries by holding down the
CTRL key.
You can then use the button to include all markings of tables and attrib-
utes in the selection or remove them from the selection.
You can also select or deselect all direct attributes of the marked
tables.
Save / Open selec- Use the buttons to save the current selection in a network file / to open
tion a network file of a saved selection.
Check all tables Click this button to select all network object types.
Uncheck all tables Click this button to deselect all network object types. The attributes,
however, remain selected.

6. Click a network object type.

The attributes and, if applicable, the subattributes of the network object type are displayed.

Tip: Click the CTRL key and keep it pressed while clicking the desired entries one by one to
show the attributes of multiple network object types at the same time.

Note: Due to current settings in the upper section of the window not all attributes of a net-
work object type may be displayed.

7. Select the attributes and subattributes you want to copy.

Element Description
The attribute is selected and copied.

The attribute is neither selected nor copied.

Attribute groups Via this button you can either select or switch off predefined groups of
attributes in a separate window (see "Selecting or deselecting groups
of attributes for comparison" on page 1664).
Set default values Click this button to hide empty tables and calculated attributes. All other
attributes are selected.

Tips: Right-click a network object type. On the shortcut menu, activate or deactivate all cur-
rently displayed attributes of the network object type.

8. Confirm with OK.

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 19.1.1.5 Editing version comparisons

The attributes are copied to user-defined attributes.

19.1.1.5 Editing version comparisons

You can edit a version comparison that adopts attributes from comparison networks. In doing so
you can add attributes to the selected version comparison or remove attributes from it.
1. From the File menu, choose Compare and transfer networks > Version comparisons.
The Version comparisons window opens.
2. Select the desired version comparison.

3. Click the Edit button  .

The Generate version comparison window opens.
4. Edit the current attribute selection as desired.
5. Click the OK button.
Adding attributes will call a query.
6. Confirm the query with Yes.
The attributes are updated.

19.1.1.6 Updating version comparisons

You can update a version comparison. Hereby, the values of the same attributes are read from
the same version file.
1. From the File menu, choose Compare and transfer networks > Version comparisons.
The Version comparisons window opens.
2. Select the desired version comparisons.

3. Click the Update button.

The Update version comparison window opens.
4. In the Version file box, check the path specified and change it, if required.

Note: It is important to check the path, e.g. if you have received the versions you want to
compare from an external source.

5. Confirm with OK.

The version comparisons are updated.

Note: You cannot update the lsInSelection attribute in the version comparison. All passive
objects of version comparison remain passive, even if in the current version, objects are set to
IsInSelection. If the comparison network differs from the current network, Visum informs you
accordingly.

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 19.1.1.7 Deleting version comparisons or attributes

19.1.1.7 Deleting version comparisons or attributes

1. From the File menu, choose Compare and transfer networks > Version comparisons.
The Version comparisons window opens.
2. Select the desired version comparisons or attributes.

3. Click the Delete button  .

The version comparisons or attributes are deleted.

19.1.1.8 Showing differences between the current network and a version file
You can make a comparison between the currently loaded network and a selected version file and
then display the differences directly in a view.
1. From the File > Compare and transfer networks menu, choose Compare current network
with version file.
The Compare current network with version file window opens.
2. Make the desired changes.

Element Description
Version file for com- Use the symbol to select the desired version file for comparison
parison with the current network.
Direction of the com- Currently loaded network is base
parison If the option is selected, objects that exist only in the compared ver-
sion will be displayed as inserted in the comparison.
Version file is base
If the option is selected, objects that exist only in the loaded network
will be displayed as inserted in the comparison.
Compared attributes Compare only input attributes without matrices
If the option is selected, only the input attributes are compared, not
the matrix data.
Compare only input attributes including matrices
If the option is selected, the input attributes and all matrix data are
compared.
Compare all attributes
If this option is selected, input attributes and calculated attributes are
compared.

3. Confirm with OK.

A view opens showing the differences between the currently loaded network and the selected ver-
sion file. In it, inserted, modified, and deleted attributes are displayed, partly with further detailed
information.

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 19.1.2 Merging networks

Tip: You can also perform comparisons between the current network and selected version files

in the Version comparisons window via the entry Show differences to current network
(see "Comparing versions and networks" on page 1660).

19.1.2 Merging networks

With this functionality you can compare two networks and display the differences (see Fun-
damentals: Chpt. 4.1.2, page 194).
In the two networks to be compared, the following must correspond with each other:
The calendar settings (calendar type and time interval)
All modes, transport systems, demand segments (code) and the allocations between these
objects (for example demand segment to mode)
The types of transport systems (PrT, PuT etc.).
The vehicle journey items
If there are network objects in network 1 and network 2 with an identical ID, all objects to
which they refer must also have the same ID. Deviant surface objects are an exception (main
nodes, zones, main zones, territories, POIs) as are deviant transport systems of a line. Here,
Visum uses the reference from network 1.
Notes: Main nodes can only be compared if they consist of identical partial nodes in both net-
works.
Otherwise a warning is issued and the opening of the merged network is cancelled.

19.1.2.1 Creating a network merge

Note: First you need to save the two models to be compared as version files.

1. From the File menu, choose Compare and transfer networks > Network merge mode.
The Network merge mode window opens.
2. Make the desired changes.

Element Description
Network 1 Version file
Click the button to select a version file that you want to compare with
another version file.
Note
Alternatively, you can enter the file name and the path in the field.
Network 2 Version file
Click the button to select a version file that you want to compare with the
other version file you selected.

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 19.1.2.2 Setting the graphic parameters for the display of difference values

Element Description
Graphic para- File
meters
Click the button to select a graphic parameters file.
Save
You can click the button to save the current graphic parameters in a file.
Filter File
Click the button to select a filter file.
Save
You can click the button to save the current filter settings in a file.
Open Use this button to open a *.nmp file.
Note
If you open a network merge file, the data will be displayed in the window.
The merged network itself is not loaded.
Save Use this button to save the data displayed in the window in a *.nmp file.

3. Confirm with OK.

The merged network is calculated and displayed. The title bar of the program window indicates
that you are in the network merge mode.

Notes: You can terminate the display of the merged network by opening a different version or
network file.
In the Network merge mode the following operations can be carried out:
Zooming, scrolling, shift mode (hand)
Creating new user-defined attributes
Setting a Multi-edit selection
Setting filters
List output with attribute interface (clipboard, attribute file, database)
Opening, editing, and saving graphic parameters
Opening network/version/(database, INTREST)
Saving the network
Database exports
Connecting to Personal Geodatabase
Turn volume display
Show network statistics
Printing

19.1.2.2 Setting the graphic parameters for the display of difference values
In the merged network, you can display difference values wherever attributes are displayed by
selecting an attribute with the Difference subattribute value.

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 19.1.2.2 Setting the graphic parameters for the display of difference values

In the graphic display (e. g. link bars or connector bars, classified attribute values, labels as
tables and charts, turn volumes, 2D display) (see "Displaying data graphically and in lists" on
page 2507)
In lists (see "Working with lists" on page 2507)
In filters (see "Using filters to set network objects active or passive" on page 1125)
User-defined attributes (see "Managing user-defined attributes" on page 1084)

Graphic display of differences by means of link bars

Note: Please do not confuse the display of differences in the merged network with the Dif-
ference option, which is used to compare the values of two attributes, and the display of the dif-
ferences in one network version (see "Configuring a difference bar display" on page 2592).

If you want to display difference values by means of link bars, proceed as follows (see Fun-
damentals: Chpt. 4.1.2, page 194).
1. From the Graphics menu, choose Edit graphic parameters.
The Edit graphic parameters window opens.
2. In the navigator, select the Links > Bars > Display entry.
3. Insert the desired bar (see "Defining one or multiple bars" on page 2585).
4. Make the desired settings for the bar (see "Setting the display properties of a standard bar" on
page 2587).
5. Under ScaleAttrID, choose an attribute with the subattribute Difference.

6. Confirm with OK.

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19.1.2.2 Setting the graphic parameters for the display of difference values

The difference values are displayed in the network.

Tip: You can also display classified difference values, for example by displaying negative dif-
ference values of volumes in red and positive difference values in green. You can do this by
selecting the Classified drawing mode option on the Fill style tab, creating two classes >0
and ≤0 for which you select attribute Volume PrT, and specifying the respective color.

Parallel display of attribute values

You can also display attribute values from network 1, network 2, and the merged network in par-
allel. To display values in parallel, proceed as follows.
1. From the Graphics menu, choose Edit graphic parameters entry.
The Edit graphic parameters window opens.
2. In the navigator, select the Links > Bars > Display entry.

3. Insert a bar for each of the following attributes: v0 PrT (Diff), v0 PrT (Network1) and v0 PrT
(Network2).
4. Specify the desired bar settings (see "Setting the display properties of a standard bar" on
page 2587).
5. Confirm with OK.
The values are displayed next to each other.

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 19.1.2.3 Displaying merged network values in lists

19.1.2.3 Displaying merged network values in lists

You can display merged network values in lists for nearly all network objects.

Note: You cannot display merged network values in the blocks, relations or paths lists, nor in
the node geometry or control lists.

1. Make sure that the list window of the required list is open.

2. On the toolbar, click the Select attributes icon.

The <Network object type>: select attributes window opens.
3. Select attributes with the Network 1, Network 2 and Difference subattributes.
4. Confirm with OK.
The values are displayed.

19.1.2.4 Saving merged network values

You can save the current settings of your merged network in a *.nmp file.
1. From the File menu, choose Save file as > Network merge parameters.
The Save: Network merge parameters window opens.
2. Save the file to the desired folder.

19.1.3 Creating and applying model transfer files

Using model transfer files you can save the difference between two models, i.e. network and OD
demand data. You can read, or more precisely, apply, a model transfer file generated that way to
the matching version file in order to transfer it to the other model (see Fundamentals: Chpt. 4.1.3,
page 197).
Scenario management is based on model transfer files (see "Scenario management" on
page 1689).

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 19.1.3.1 Creating a model transfer file

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Model Transfer example shows how scenarios
can be developed and managed using model transfer files.

19.1.3.1 Creating a model transfer file

1. Open the desired version file.
2. From the File menu, choose Compare and transfer networks > Create model transfer file.
The Create model transfer file window opens.
3. Make the desired changes.

Element Description
Use currently loaded If this option is selected, the opened network is the basis for the
network as base model transfer file.
Version file for base By clicking the  icon, another file can be selected as the basis for
the model transfer file to be created.
Use currently loaded If this option is selected, the currently opened network of the desired
network as target target status should be reached via the model transfer file to be cre-
state ated.
Note
The two version files must have the same system of co-ordinates.
Version file for tar- Click the button to select the file of your choice. The created
get state model transfer file serves to transfer the base network into the selec-
ted network.
By clicking the icon, you can swap base and target state files.

Show model transfer If this option has been selected, the new model transfer file is dis-
file after creation played.

4. Confirm with OK.

The Save model transfer file window opens.
5. Select the desired folder.
6. Enter the desired file name.
7. Click the Save button.
The Save: Model transfer file window opens.

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 19.1.3.1 Creating a model transfer file

Note: The network file cannot be written in all languages the Visum program interface is
available in. If you show the program interface in a language (e.g. Greek) that is not sup-
ported by the network file, the Display language section is displayed at the top of the win-
dow. Here you can select a language for display of the table elements.

8. If necessary, reduce the amount of data to be saved to file.

Element Description
Include information If this option is selected, it is stored in the transfer file which attributes
on the attributes and tables have been compared.
compared
Filtering Hide attributes with default values
If this option has been checked, only selected attributes are saved
with their values.
Tip
Use this option to reduce the file size.
If this option has not been checked, all of the selected attributes
are saved with their values not regarding whether attribute value and
default value are identical or not.
Note
You can find the default attribute values in the Attribute.xls file in the
...\Program files\ folder.
Hide empty tables
If this option has been selected, only those tables containing objects
are saved to file.
Hide calculated attributes
If this option has been selected, the calculated attributes are hid-
den and are not saved.
If this option has not been selected, calculated attributes are
equally saved.
Tables and attribute Display tables and attribute names in English
selection If the option is selected, the names of the tables and attributes will be
displayed in English, i.e. in the language in which they are stored in
the target file.
Note
This option is only displayed if you have selected English (recom-
mended) in the user settings under Files & protocols > General >
Network and attribute files.

9. Select the data tables you want to save to file.

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19.1.3.1 Creating a model transfer file

Note: When selecting the tables with network object types, make sure that the selected com-
bination makes sense. If possible, use the Predefined cases button to have access to a
number of useful combinations.

Element Description
The table has been selected and will be saved to file.

The table has not been selected and will not be saved to file.
Note
Table $VERSION cannot be excluded.
Edit marking In the list of tables, you can select several entries by holding down the
CTRL key.
You can then use the button to include all table and attribute markings
in the selection or remove them from the selection.
You can also select or deselect all direct attributes of the marked
tables.
Check all tables Use this button to select all tables.
Note
The status of the attributes in the tables remains unchanged.
Uncheck all tables Use this button to uncheck all tables except $VERSION.
Note
The status of the attributes in the tables remains unchanged.
Predefined cases The data required for the description of a network or demand object are
stored in just a single or in multiple tables. All data of a link object, e.g.,
is listed in the $Links table. Links with an edited shape are additionally
listed in the $LinkPoly block.
Use this button to select all data tables required for the description of
specific objects (so-called use cases) and their attributes at the same
time (see "Selecting data tables required to describe an object type for
saving data to file" on page 1680).

10. Click the plus symbol of a table name.

The table opens and the names of the attributes of this table are displayed.

Tip: Click the CTRL key and keep it pressed while clicking multiple tables one by one to show
the attributes of these tables simultaneously.

Note: Due to current option settings in the upper section of the window possibly not all of the
attributes might be displayed by table.

11. Select the attributes you want to save to file.

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 19.1.3.1 Creating a model transfer file

Element Description
The attribute has been selected and is saved to file.

The attribute has not been selected and is not saved to file.

The attribute is a key attribute and cannot be switched off.

Key attributes are attributes which serve for unique identification of net-
work objects.
The attribute is a mandatory attribute and cannot be excluded.

Attribute groups Via this button you can either select or switch off predefined groups of
attributes in a separate window (see "Selecting or deselecting groups
of attributes for saving data" on page 1679).
Set default values Click this button to hide empty tables and calculated attributes. All other
attributes are selected.

Note: Alternatively, you can read selected tables and attributes from a network file *.net (see
"Reading a selection from a network file" on page 1681).

12. Confirm with OK.

Network and OD demand data is saved according to the current settings.

Note: The tables of network and OD demand data in the model transfer file have the following
labeling:
$-<Name of object type>: data to be deleted (for the version opened at the start)
$+<Name of object type>: added data (for the version opened at the start)
$<Name of object type>: data to be changed, specifically topologically modified courses
$*<Name of object type>: data of individual attributes to be changed
$!<Name of object type>: data which have to be saved for internal reasons, even if they
are matching in both models
$#<Object type name>: all the attributes that have been compared

Selecting or deselecting groups of attributes for saving data

1. Make sure that the Save model transfer file window is open (see "Creating a model transfer
file" on page 1676).
2. Click the Attribute groups button.
The Switch attribute groups on/off window opens.
3. In the selection list, mark the predefined attribute group you would like to select or deselect.
4. Click the desired button.

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19.1.3.1 Creating a model transfer file

Element Description
Activate All attributes of the selected groups are enabled.
Deactivate Except key attributes and mandatory attributes, all attributes of the
selected group are deactivated.
Activate exclus- All attributes of the selected group are activated for saving data to file
ively and all attributes of other groups - except key attributes and mandatory
attributes - are excluded from saving data to file.

5. Click the Close button.

According to the current settings, the attributes are either selected or deselected.

Selecting data tables required to describe an object type for saving data to file
In Visum, several tables contain data for the description of specific network or demand objects, for
example zones and corresponding polygons, timetable or line block data.
To make sure that all the tables and attributes required (so-called use case) are saved to the
model transfer file, you can activate a predefined selection of tables and attributes, adapted to the
data you wish to save.
1. Make sure that the Save model transfer file window is open (see "Creating a model transfer
file" on page 1676).
2. Click the Predefined cases button.
The Select tables for predefined use cases window opens.
3. Make the desired changes.

Element Description
Save polygons If this option has been selected, all tables required for polygon defin-
ition are selected. You can decide whether the tables of the related net-
work object types (Zones, Main zones, Main nodes, Territories, POIs,
Restricted traffic areas) are to be saved, too.
Save timetable If this option has been selected, all tables are selected that contain
data with regard to the timetable. You can decide whether data regard-
ing calendar period and valid days are to be saved.
Save calendar period and valid days
If this option has been selected, the tables Calendar period, Valid days
and Holidays are saved to file.
Note
This option is only provided if a weekly or an annual calendar has been
defined in the network.
Save blocks If this option has been selected, the tables storing PuT line blocks and
corresponding data is selected.
Note

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 19.1.3.2 Showing the content of a model transfer file

Element Description
Since line blocks refer to valid days, option Save calendar period and
valid days is selected automatically.
Save main nodes If the option is selected, the tables of the main nodes and their asso-
ciated data will be selected.
Write tables for If this option is selected, the tables for graphics and presentation, such
graphics & present- as info boards and storyboard actions, are selected.
ation

4. Confirm with OK.

Saving selected network and demand data

You can save the currently selected tables and attributes as network file *.net without contents
and read them again later as default values.
1. Make sure that the Save model transfer file window is open (see "Creating a model transfer
file" on page 1676).
2. Click the Save selection button.
The Save network window opens.
3. Enter the file name and the path, if required.
4. Click the Save button.
Selected tables and attributes are saved as data block templates without data.

Reading a selection from a network file

You can read a selection of tables and attributes from a network file.
1. Make sure that the Save model transfer file window is open (see "Creating a model transfer
file" on page 1676).
2. Click the Open selection button.
The Open network window opens.
3. Select the desired file.
4. Click the Open button.
The selected tables and attributes contained in the network file are adopted.

19.1.3.2 Showing the content of a model transfer file

There are two options for showing the data of a model transfer file in a tree structure. You can also
compare this data with the network data of the currently opened version file. To do so, syn-
chronize the model transfer file with other windows, e.g. the Network editor window, so that the
respective network objects are highlighted in both windows at the same time.
1. Open the desired version file.
2. From the File menu, choose Compare and transfer networks > Show model transfer file.

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19.1.3.2 Showing the content of a model transfer file

The Open: Model transfer file window opens.

3. Select the desired file.
4. Click the Open button.
The model transfer file is opened. The data is displayed in a navigator.

Note: There are up to four entries listed below each object type:
Inserted: This entry contains the inserted objects.
Deleted: This entry contains the deleted objects.
Modified: This entry contains the objects that were edited directly. It also includes the
subentry All with all edited objects and a subentry for the edited attributes. For each attrib-
ute, you can see the objects whose attributes were edited and their new attribute values.

Modified:<Attribute name>: This entry covers all the objects for which the attribute has
been edited and the new attribute value. If there is no sub-entry, this implies that the attribute
has been compared, but no object has been modified.
Dependently modified: This entry contains objects that were edited indirectly. Time pro-
files and vehicle journeys, e.g., are automatically changed when a line route is changed.
A dot in front of an object indicates that the object exists in the network which is currently
open. Objects with a circle do not exist in the currently open network.

5. Click the icons to make the settings of your choice.

Tip: Alternatively, use the context menu or the Model transfer file menu to call functions.

Icon Menu command Description

Open model Opens another model transfer file
transfer file
Open model Opens another model transfer file in a new window
transfer file in new
window
Reload model Reloads the data of the model transfer file
transfer file
Apply model trans- Applies the model transfer file shown to the network currently
fer file to current open (see "Applying model transfer files" on page 1684)
network
Expand all Expand all subentries in the navigator
Tip
If you want to open the subordinated entries one by one, click
the icon.
Expand to object Expands the navigator so that all objects are shown.
level

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 19.1.3.2 Showing the content of a model transfer file

Icon Menu command Description

Collapse all All subentries in the navigator are collapsed
Tip
If you want to close the subordinated entries one by one, click
the icon.
Copy tree to clip- Copies the content to the clipboard
board
No synchroniz- (see "Synchronizing the model transfer file with other windows"
ation with other on page 1683)
windows
Synchronization (see "Synchronizing the model transfer file with other windows"
with other win- on page 1683)
dows: Highlight
Flat view Click this symbol to show "dependent" object types in the nav-
igator at the top level (e.g. the polygon of a link or the course of a
line route).
Hierarchical view Click this symbol to show "dependent" object types in the nav-
igator below their respective object type (e.g. a polygon below
links).
Show changed Click this icon to display only modified object types in the
attributes only browser, in which attributes have been modified.
Also show attrib- Click this icon to display all object types in the browser in which
utes compared attributes have been modified; in addition all attributes which
have been compared are displayed.
Also show attrib- Click this icon to display all object types in the browser in which
utes and tables attributes and tables have been compared.
compared

Synchronizing the model transfer file with other windows

You can synchronize the model transfer file with other windows, e.g. the Network editor window,
the Junction editor window or a list. If the windows are synchronized, you can highlight one or sev-
eral network objects in one window and they are automatically highlighted in the other windows as
well (i.e. if they have the same code). Depending on your setting, the view in the Network editor
window is automatically shifted or zoomed in.

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 19.1.3.3 Applying model transfer files

Note: Synchronization only works if you activate it for all relevant windows.
Network editor (see "Network editor window" on page 990)
List window (see "The list window" on page 2508)
Junction editor window (see "Junction editor and signal control" on page 1562)
Transfers display of regular services (see "Synchronizing the transfers display of regular
services with other windows" on page 2667)
Schematic line diagram (see "Synchronizing the schematic line diagram with other win-
dows" on page 2739).
Timetable window (see "Synchronizing the graphical and tabular timetables with other win-
dows" on page 2790)

1. Position the window with the model transfer file and the other windows of your choice next to
each other.
2. From the Model transfer file menu, choose > Synchronization with other windows and
select the entry of your choice.

Element Description
No syn- The model transfer file is not synchronized with other windows.
chronization
Highlight object The objects highlighted in the model transfer file are also highlighted in
(s) the other windows and vice versa.

3. In the model transfer file, click an entry.

The network objects below the selected entry are highlighted in the other windows.

Note: A dot next to a network object indicates that this object exists in the network which is
currently open. Network objects with a circle do not exist in the network currently open and
can thus not be marked.

4. In another window, click an entry for an inserted, changed or deleted network object.
The network object is highlighted in the Model transfer file window.

19.1.3.3 Applying model transfer files

You can apply a model transfer file created beforehand to the currently opened version file. In
doing so, you transfer the respective network and OD demand data and create a new model.
1. Open the desired version file.
2. From the File menu, choose Compare and transfer networks > Apply model transfer file.
The Open: Model transfer file window opens.
3. Select the desired file.
4. Click the Open button.

Note: Alternatively, you may enter path and file name.

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 19.1.3.3 Applying model transfer files

A query opens.
5. Confirm the query with OK.
The Apply model transfer file window opens.
6. Make the desired changes.

Element Description
Show warnings on Select this option to show warnings when loading files.
screen
If this option is not selected, no warnings are shown when you load
files. This will speed up the reading process.
Note
If in the warning settings, you selected Save warnings and details to
the message file and in the log files, you selected Message file:
Create new file, warnings are saved to a message file (see "Spe-
cifying settings for protocol files" on page 1049).
Display error Select this option to show error messages when loading files.
messages on
If this option is not selected, no error messages are shown when you
screen
load files. This will speed up the reading process.

7. Make the desired changes.

Element Description
Determine existing If this option has been selected, the model transfer file is checked.
tables in advance Only the existing tables are displayed in the subsequent table selec-
tion.
If this option has not been selected, all tables will be provided for
selection.
Create warnings If this option has been selected and the Ignore mode (see next win-
for conflicts in dow) has been activated, warnings about existing network objects will
mode "Ignore" be displayed on the screen during the reading process.
If this option is not selected, and you select the Ignore mode, no
warnings about already existing network objects are displayed during
the reading in process. This will speed up the reading process.
Note
To save warnings to a message file, in the warning settings, select
Save warnings and details to the message file and in the log file
settings, select Create new file (see "Specifying settings for protocol
files" on page 1049).
Permit the deletion If this option has been selected, network objects in tables labeled $-
of objects <name of object type> will be deleted from the network (see "Creating
a model transfer file" on page 1676).

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19.1.3.3 Applying model transfer files

Element Description
If this option has not been selected, tables that are labeled $-
<Object type name> will be ignored.
Show statistics of Select this option to have Visum create a model transfer file while read-
modifications ing in a new file. The model transfer file contains all changes that are
made according to the new file.
The file is saved to the project directory specified for model transfer
files, under the name <Current version name> - ReadNetwork.tra.
Polygon handling Normalize created and modified polygons
after import Select this option to normalize all newly added polygons and all poly-
gons changed through the import process.

8. Confirm with OK.

The Apply model transfer file window opens.

Note: When selecting the network object types, make sure that the selected combination
makes sense. If possible, use the Frequent cases button to have access to a number of
useful combinations.

Note: The network file cannot be written in all languages the Visum program interface is
available in. If you show the program interface in a language (e.g. Greek) that is not sup-
ported by the network file, the Display language section is displayed at the top of the win-
dow. Here you can select the language you want to show the texts of the column Network
objects (table) in.

9. Select the data tables you want to read additionally to your current network.

Element Description
Column to the left If this option has been selected, the particular table will be read
additively to the given data.
If this option is not checked the particular table will be ignored.
Network objects List of data tables which are required for object description. Depending
(table) on the Determine existing tables in advance option, this list contains
either any possible table or only those saved with the model transfer
file.
Check all Via this button, you may check all tables.

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 19.1.3.3 Applying model transfer files

Element Description
Uncheck all Via this button, you may uncheck all tables.
Frequent cases The data required for description of the objects of a particular network
object type are stored in just a single or in multiple tables. All data of a
link object, e.g., is listed in the $Links table. Links with an edited shape
are additionally listed in the $LinkPoly block.
Via this button you can select all data tables required for description of
certain network objects (so-called use cases) at the same time. Fur-
thermore you can automatically set preventive options for conflict hand-
ling (see "Selecting data tables required to describe an object type for
saving data to file" on page 1680).

10. Decide for each data table, how network objects are to be read if the current network already
contains a network object with an identical object key.

Note: Key attributes are attributes which serve for unique identification of network objects
(see "Key attributes" on page 2541).

Element Description
Conflict avoidance If this option has been selected, you can - in the Conflict hand-
for new objects ling column - modify the value of the key attribute in a way that
makes the value unique.
If this option has not been selected or if it is not provided, you can
- in the Conflict handling column - choose how to handle network
objects with identical keys.
Conflict handling for According to the data type of the key attribute, enter an alpha-
new objects (if Con- numerical prefix value or a numerical offset value.
flict avoidance has Prefix
been selected) To an alphanumerical key attribute, you can add an alphanumerical
prefix in the first position.
Offset
To the value of a numerical key attribute you can add a constant
value.
Conflict handling for From the selection list, select the appropriate option for handling of
new objects (if Con- network objects with identical key.
flict avoidance has Only check
not been selected or is Visum checks whether the network objects to be read already exist.
not available) If this is not the case, an error message is displayed and reading
data from file is canceled. This option is provided for, for example,
Transport Systems, Modes and Demand segments.
Ignore

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19.1.3.3 Applying model transfer files

Element Description
Ignored are those network objects in the network file being read that
have identical keys which are already in use in the currently open
network file. The existing network objects and their attribute values
remain unchanged.
Overwrite object/course
Existing network objects for which the network file contains network
objects with identical keys, are replaced by the objects read from
file. Attribute values of attributes which are not contained in the net-
work file are set to a default value.
Overwrite attributes
Existing network objects for which the network file contains network
objects with identical keys are kept but their attribute values are
replaced. Attribute values of attributes which are not contained in the
network file remain unchanged.
Overwrite structure
If the network file contains lanes for a leg, they are overwritten.
Cancel
Reading is canceled.

Tips: Alternatively you may specify the settings for multiple data tables at the same time by
marking the tables and clicking the Edit button (see "Setting options for multiple data tables"
on page 1688).
Alternatively you can read the settings from the parameter file for additive network reading
(*.anrp) (see "Saving settings for the application of model transfer data files" on page 1689).
You may save these settings (see "Opening settings for the application of model transfer
data files" on page 1689)

11. Confirm with OK.

The network and OD demand data is read.

Tip: You can also open a network file by clicking the selected file in the list of recently opened
files on the File menu.

Setting options for multiple data tables

1. Make sure that the Apply model transfer file window is open (see "Applying model transfer
files" on page 1684).
2. Press the CTRL key and keep it pressed.
3. In the list of tables, mark the entries you would like to edit.
4. Click the Edit button.
A window opens.

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 19.2 Scenario management

5. Make the desired settings (see "Applying model transfer files" on page 1684).
6. Confirm with OK.
The settings are used for the selected tables.

Saving settings for the application of model transfer data files

1. Make sure that the Apply model transfer file window is open (see "Applying model transfer
files" on page 1684).
2. Make sure that the desired options have been set.
3. Click the Save button.
The Save: Parameters for 'Read network additively' window opens.
4. Enter the file name and the path, if required.
5. Click the Save button.
The settings are saved as *.anrp file.

Opening settings for the application of model transfer data files

1. Make sure that the Apply model transfer file window is open (see "Applying model transfer
files" on page 1684).
2. Click the Open button.
The Open: Parameters for 'Read network additively' window opens.
3. Select the desired *.anrp file.
4. Click the Open button.
The settings are read from file.

19.2 Scenario management

Scenario management is used to manage variants of a version file. These variants are organized
within the project as scenarios including modifications (see Fundamentals: Chpt. 4.2, page 197).
A project is ideally carried out in the following steps:
1. Creating a base version
2. Creating a new project and selecting the appropriate base version
3. Defining modifications
4. Defining scenarios based on modifications
5. Specifying the procedure sequence
6. Calculating scenarios
7. Comparing calculation results

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 19.2.1 Creating a project for scenario management

In the ideal case, you start by creating a single base version and then define its modifications step
by step. However, you might already have several scenarios, either in form of a version file and
several model transfer files or in form of several version files that only slightly differ. In this case,
you can convert your data for scenario management during step 3: Defining modifications as
follows:
Apply your model transfer files and complete the modification (see "Creating modifications"
on page 1696). Visum then saves the modification to the project, as a new model transfer file
(with the same content).
If you have a second version file that only slightly differs from the base version, load the
second file during step 3: Defining modifications (see "Creating modifications" on
page 1696). Then complete the modification. Visum then saves the differences between the
base version and the newly opened version to the project as a model transfer file. You then
create a scenario and assign the modification to it. The scenario now corresponds to your
second version file.
In scenario management, you also have the option of assigning different global layouts to indi-
vidual scenarios(see "Specifying global layouts" on page 1711).

19.2.1 Creating a project for scenario management

To use scenario management, you first have to create a project (see Fundamentals: Chpt. 4.2.2,
page 200). To do so, choose a version file you want to use as the basis of the project. It, for
instance, contains the actual status which forms the basis for further planning.
1. Create a base version *.ver for your project.
2. From the File menu, choose Scenario management > New project.
The Create new project window is opened.
3. Make the desired changes.

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 19.2.1 Creating a project for scenario management

Element Description
Project Name of the scenario management project
name This is the name of the project file and of the project folder. You can specify a
meaningful name for the project later (see "Editing basic settings of the project"
on page 1692).
Base dir- Folder the project is saved to.
ectory
Click the button to select a folder.
Base ver- Use currently loaded data as base version
sion Select this option to use a copy of the version file currently open as the project
base version. The file is then copied to the folder specified.
Use existing version as base version
Select this option to use the copy of a *.ver file as the project base version. The
file is then copied to the folder specified.

Click the symbol to select a version file.

Project Manage project database in file
database If the option is selected, the project is saved to an SQLite database.
Note
This solution does not support multi-user mode.
Manage project database in SQL Server
If this option has been selected, the project database is saved to an SQL server.
The project can now be edited by multiple users.
Note
This requires the previous installation of SQL Server Express. Note, that SQL
Server Express is not part of the standard Visum installation. It has to be
installed and configured by you or the IT department of your company. For the
network operation, SQL Server Express must be accessible in the network. You
can download SQL Server Express from the Microsoft web page. SQL Server
Express should be installed on a computer which can be accessed by all users.
Database connection
Click this button to specify the desired database connection. You can specify fur-
ther settings in a new window.
Server
Select the desired server under Server name.
Note
The list of server names is updated when you open the window. You can refresh
it by clicking the Update button. Alternatively, into the field, enter the server
name.
Use Windows authentication

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 19.2.2 Editing basic settings of the project

Element Description
If the option not has been selected, you can enter a User name and a Pass-
word for the authentication.
Database
Here, you create a new database or select an existing one.
Test connection
Use this button to test the database connection in advance.

4. Confirm with OK.

In the base folder, a new folder with the name of the project is created. The project is saved to it as
a *.vpdbx file. In parallel, Visum creates several subfolders. The saved *.vpdbx file connects the
database to Visum. The Edit project window opens. Here you can enter or change further data
(see "Editing basic settings of the project" on page 1692).

Notes: If you create a project based on files, Visum creates an additional file *.vpdb.
You must not change the folder structure of the project in the Windows explorer.
A log entry is created with the directory and name of the base version used.

19.2.2 Editing basic settings of the project

After creating a project for scenario management, you can change its basic settings.
1. From the File menu, choose Scenario management > Open project.
The Open: Scenario management project window opens.
2. Select the desired project *.vpdb/*.vpdbx.
3. Click the Open button.
The Edit project window opens.

Tip: Alternatively, to open a project in Visum, in the Windows directory, double-click the
desired *.vpdb/*.vpdbx project database.

4. Select the Basic settings tab.

5. Make the desired changes.

Element Description
Project name Name of the project. By default, it is the name you specified when cre-
ating the project. If you change the project name, this will not affect the
name of the project file or project folder.
Base version Click the Edit base version button to open and edit the data of the ver-
sion file (see "Editing the base version" on page 1695).
Project directories Click the Edit project directories button to specify per file type how
you want to manage your data:

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 19.2.2 Editing basic settings of the project

Element Description
in a common directory (SharedData folder),
separately for each scenario (Scenarios folder).
To structure the organization of your project data, you can create sub-
folders for the Scenario and SharedData folders. In the Folder (rel-
ative) column, click the button to specify the storage location for
each file type.
To open or save a file in procedure sequence, simply enter the respect-
ive file name. Via the project directories, it is specified from where the
file is retrieved and where it is saved.
Note
When you edit the base version, the program automatically suggests
the SharedData folder as storage location.
Project settings This button opens a new window. Here you can set the following
option: Do not save attributes with default values to modi-
fications.
Note
If this option has been selected, attributes with default values are not
saved when generating the model transfer files when editing a modi-
fication. When changing to the next main version, the meaning of files
with a deviating default changes.
Base version name
You can change the name of the base version if no object is locked in
the project.
Project protection A new window opens via the Protect project button. Here you can
select parts of the project which you want to lock. The following parts
can be locked:
Base version
Scenario indicators
Settings for project directories
You cannot edit locked parts. In the different tabs, use attribute Lock
in protected project to select which objects shall be locked in the pro-
tected project. The attribute is not contained in the standard layout.
You can select it in the attribute selection window of the respective tab.
To lock and later on unlock parts of the project, you have to create a
password.
Via the Check / revoke project protection button, you can then
verify or reverse the lock.
Log
Click the Create log entry icon to insert a new row at the end of
the log file. Here you can enter text and change the date if required.

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19.2.2 Editing basic settings of the project

Element Description
Note
For some operations, such as creating a project, log entries are cre-
ated automatically. You can also edit these in the list.
Scenario indicator
Use the Select scenario indicators symbol to select relations
(see "Selection of multiple attributes" on page 1076 and "Indirect attrib-
utes: relation types and aggregation functions" on page 1078) or user-
defined attributes defined under Network (see "Managing user-
defined attributes" on page 1084).
You can show these indicators in the Scenarios tab, after scenario cal-
culation (see "Calculating scenarios locally on a computer" on
page 1713). Here values are available that were aggregated across
the whole network. This allows you to compare several scenarios with
each other. The calculated scenario indicators are also saved in a text
file Skims.txt in the directory of the respective scenario. Indicators
defined in the scenario management project can be up to 1MB in size.
The display in the Scenarios tab is then no longer completely pos-
sible, but the complete text can be copied from the cell.

Click the Edit short names for scenario indicator icon to

change the name by which a scenario indicator is displayed in the list.

6. Make your changes in the respective tabs.

Element Description
Scenarios Creating and managing scenarios (see "Managing scenarios" on
page 1703)
Calculating scenarios (see "Calculating scenarios and showing
results" on page 1713)
Comparing scenarios (see "Comparing scenarios" on page 1725)
Exporting scenarios (see "Saving a scenario as a version file" on
page 1734)
Modifications Creating and managing modifications (see "Managing modi-
fications" on page 1696)
Exporting modifications (see "Saving modifications as a model
transfer file" on page 1735)
Procedure Managing procedure parameter sets (see "Specifying procedure para-
parameter sets meters" on page 1707)
Comparison pat- Managing comparison patterns for scenario comparison (see "Creat-
terns ing comparison patterns" on page 1725)

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 19.2.3 Editing the base version

Element Description
Distributed com- Managing the distributed computing of scenarios
puting (see "Managing compute nodes" on page 1716)
Multi-user mode Managing the multi-user mode (see Scenario management in multi-
user mode on page 1736)

7. Click the Close project button.

The project is automatically saved and closed.

Note: You must not change the folder structure of the project in the Windows explorer.

19.2.3 Editing the base version

All scenarios are based on the base version. If you change data in the base version, the modi-
fications made might then no longer match the base version. Then the scenarios become useless.
Therefore you should only change the base version to a degree that it does not affect the modi-
fications.

Note: You also have the possibility of saving your edits in a separate version file (see Saving
interim results of an edit on page 1695).

1. Make sure that the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Basic settings tab.
3. Click the Edit base version button.
The base version is opened. At the same time, the notification bar Edit base version opens
above the network editor.
4. Make your changes to the base version.
5. If necessary, select the Check the modifications and finish option in the notification bar.
On finishing, it will be checked whether the changes can still be made without generating an
error.
6. Click the Finish button in the notification bar.
The Edit project window opens again. Now you can make additional changes to the project.

Note: You can also subsequently rename a base version on the Basic settings tab(see "Editing
basic settings of the project" on page 1692).

19.2.3.1 Saving interim results of an edit

You can cache the base version while editing a modification or editing the base version.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Basic settings tab.

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 19.2.4 Managing modifications

3. Click the Edit base version button.

The base version is opened. At the same time, a notification bar opens above the network
editor.
4. Make your changes to the base version.
5. Click the Cache button in the notification bar.
Your previous changes are saved in an additional version file. You can continue editing your pro-
ject.

19.2.4 Managing modifications

A modification is a grouping of changes that belong together content-wise and are made to the
supply or demand.
Modifications are used to create scenarios. A scenario is created by applying one or several modi-
fications to a base version (see "Managing scenarios" on page 1703).

19.2.4.1 Creating modifications

To create a modification, select a base scenario, make changes to it and save the changes.
Visum creates a model transfer file containing the differences between modification and base
scenario.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Modifications tab.

3. Then click the Create modification... icon.

Tip: Alternatively, click the Duplicate modification icon, to copy an existing modi-
fication.

The Create new modification window opens.

4. Make the desired changes.

Element Description
Code Short name of modification
Description Description of modification
Group Use this field to enter text or select an existing group. You can use the Group
property to sort modifications.

Tip: You can first leave these fields empty and make or change its entries later on, in the
Modifications tab.

5. Confirm with OK.

The Select the basis scenario window opens.

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 19.2.4.1 Creating modifications

6. Make the desired changes.

Note: You have two options:

Use the respective buttons to select the dependent modifications and the modifications
that exclude each other. In this case, the base scenario is user-defined.
Or in the list at the bottom, click a base scenario. In this case, the appropriate modi-
fications, dependent and excluding, are automatically selected and the buttons are
labeled accordingly.

Element Description
Depending A modification may be dependent on other modifications. For example, when
on you create a new PuT line on a link that you inserted in another modification.
Use the respective button to select the modifications that are dependent on the
current modification.
This has the following effect: If a scenario contains a dependent modification,
all modifications that are dependent on it are also applied.
Note
You can change this setting later on (see "Editing the properties of a modi-
fication" on page 1699).
Exclusion One modification might exclude other modifications. Click the respective button
to select the modification of your choice. This settings has the effect that the
excluding modifications cannot be applied to the same scenario.
Note
You can change this setting later on (see "Editing the properties of a modi-
fication" on page 1699).
Basis scen- Scenario or base version you are using as a basis for modification. The modi-
ario fications (dependent and excluding) are automatically selected and are later
adopted into the columns of the modification.
Note
The user-defined scenario is automatically selected when you click a button to
choose a modification.
Scenarios List of scenarios explicitly using this modification.
Notes

You can select additional attributes to display using the symbol.

The Scenarios (completed) attribute shows the list of scenarios that explicitly
use this modification and the scenarios that explicitly use a modification that
depends on this modification.
You can select filter criteria for the data in a column to display only a selection
in the list (see "Filtering the data of a column" on page 2515).

The version file of the selected base scenario is opened. At the same time the Edit Modi-
fication window opens.

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 19.2.4.2 Information on uniqueness of IDs in modifications

7. Make your changes to the version file.

Note: You have several options to do so:

You can, e.g., make the changes directly in the Network editor window.
You can read in additional network or demand data.
You can apply one or several model transfer files (see "Applying model transfer files" on
page 1684). This way you can integrate existing model transfer files into scenario man-
agement.
You can open another version file. The differences between the selected base scenario
and the version file opened are then saved to the project as a model transfer file. This
allows you to integrate two version files in scenario management.
Please note the information on uniqueness of network object IDs (see "Information on
uniqueness of IDs in modifications" on page 1698).

8. In the Edit modification window, click the Finish button.

The Edit project window opens again. The list now contains the new modification. The changes
are saved to the project as a model transfer file. Now you can make additional changes to the pro-
ject.

Tip: To open the model transfer file, click the Show modification icon.

19.2.4.2 Information on uniqueness of IDs in modifications

Within scenario management, Visum makes sure that all network objects of a project have unique
IDs. They are managed in the database file. This way, there are no network objects with the same
ID in your modifications.
When you add a new network object, Visum automatically suggests the next free ID for the pro-
ject. This is why Visum automatically activates the option Conflict avoidance for numerical keys,
when reading in additional network data or modification files. Visum then automatically determ-
ines the next free ID per network object type and selects the corresponding offset.
In some cases, however, it might be useful to change these settings. For instance, you might want
to compare the same stop at different locations or with different properties, in several scenarios.
In this case, create a stop with the same ID in several modifications. The modifications then
exclude each other, but they can be used in several scenarios. When comparing these scenarios,
you can compare the stop attributes (and the corresponding lines), as they have the same ID.

19.2.4.3 Editing modifications

You can edit the changes made to network or demand data in the modification.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Modifications tab.
3. In the list, click the modification of your choice.

4. Click the Edit the modification's changes to the network icon.

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 19.2.4.4 Viewing modifications in the Network editor window

The version file is opened. At the same time, the notification bar Edit modification opens
above the network editor.
5. Make your changes to the version.

Notes: You can make the changes directly in the version. However, you can also read in a
model transfer file (see "Applying model transfer files" on page 1684).
You also have the possibility to save your edits by clicking the Cache button in a separate
model transfer file.
You can also pause the editing by clicking the Pause button. The current state of the modi-
fication is then saved and the edit can be continued at a later time.

6. Click the Finish button in the notification bar.

The changes are saved as a model transfer file. The Edit project window opens again. Now you
can make additional changes to the project.

19.2.4.4 Viewing modifications in the Network editor window

You can view the content of modifications. Thereby, a model transfer file is opened that contains
the modification. To show the network objects listed in the model transfer file in your network, first
open the version file of your choice.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. Open the base version of a project or one of the scenarios.
3. In the Edit project window, click the Modifications tab.
4. In the list, click the modifications of your choice.

5. Then click the Show modification icon.

The modification is opened in a model transfer file (see "Showing the content of a model transfer
file" on page 1681). Synchronize the file with the Network editor window to show the changes in
both windows at the same time.

19.2.4.5 Editing the properties of a modification

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Modifications tab.

Note: Click the Select attributes symbol to show and hide columns (see "Selection of
multiple attributes" on page 1076).

3. Make the desired settings in the list.

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19.2.4.5 Editing the properties of a modification

Element Description
LoadOrder Number specifying the sequence the modification is applied in. To change the
numbers, click the symbols (see "Specifying the load order of modifications"
on page 1701).
Code Modification code
Description Description of modification
Group Use this field to enter text or select an existing group. You can use the Group
property to sort modifications.
Depending A modification may be dependent on other modifications. For example, when
on you create a new PuT line on a link that you inserted in another modification.
Click this button to select the modifications that are dependent on a modi-
fication.
This has the following effect: If a scenario contains a dependent modification,
all modifications that are dependent on it are also applied.
Notes
You can check the dependency between two modifications and thereby auto-
matically select the respective entry in the column (see "Checking inde-
pendence between two modifications" on page 1701).
If a modification is dependent on another modification, which in turn is also
dependent on a modification, the list is actually longer than displayed in this
column. The columns Dependent on (completed) and Dependent on (com-
pleted, sorted by load order) list all modifications which have a dependent
modification.
Exclusion One modification might exclude other modifications. Click the respective but-
ton to select the modification of your choice. This settings has the effect that
the excluding modifications cannot be applied to the same scenario.
Note
You can check the combinability of modifications and thereby automatically
select the respective entry in the column (see "Checking combinability of modi-
fications" on page 1702).
If a modification is dependent on another modification that excludes a third
modification, the exclusion will also apply to this modification. All modifications
that are excluded are displayed in the Exclusion (completed) column.

Note: When you change exclusions and dependencies between modifications, Visum per-
forms a few tests:
A modification cannot be dependent on another modification and at the same time
exclude it, not even indirectly.
Two modifications used in the same scenario cannot exclude each other.
According to the load order, a dependent modification must be listed after the modi-
fication it is dependent on.

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 19.2.4.6 Specifying the load order of modifications

19.2.4.6 Specifying the load order of modifications

Modifications are applied in a specific order that is indicated through a number in the LoadOrder
column. In a scenario, the modifications are applied in this order. You can change the order of
modifications. However, thereby a dependent modification must always be listed after the modi-
fications it is dependent on.

Note: To avoid error messages when loading scenarios, you should first check the depend-
encies of modifications before you change the order they are applied in (see "Checking modi-
fications" on page 1701).

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Modifications tab.
3. In the list, click the modification of your choice.

4. Then click the Shift modification downwards or Shift modification upwards icon.
The position of the modification in the order is changed. To check the current position of a modi-
fication, look at its number in the LoadOrder column.

19.2.4.7 Checking modifications

You can check whether two modifications are dependent on each other and whether they can be
combined. You, for instance, check the dependency of modifications before changing the order
they are applied in.

Checking independence between two modifications

This test allows you to check whether the same results are produced when you change the order
the modifications are applied in. If the two modifications are dependent on each other, you can
automatically change the entries in the DependentOn and Exclusion columns.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Modifications tab.
3. In the list, click the two modifications of your choice.

4. Then click the Check independency icon.

The two modifications are compared. A window opens, informing you whether the two modi-
fications are independent or not. If they are dependent, the Modification ... and modification
... overlap window opens, showing the overlaps in a model transfer file. The Overlappings of
modifications window is opened, offering you several options.
5. Make the desired changes.

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 19.2.4.8 Deleting modifications

Element
Do not change the depend-
encies and exclusions of the
modifications ... and ...
Remove the dependencies
between the modifications ...
and ... and retain the exclu-
sions.
Remove the dependencies
between the modifications ...
and ..., add the two-way exclu-
sions instead.
Add the dependency of modi-
fication ... to ... and remove the
two-way exclusions.
Description
Nothing is changed.
Deletes the entries of both modifications in the Depend-
ent on column of the modifications list.
Deletes the entries of both modifications in the Depend-
ent on column of the modifications list.
Adds entries in the Exclusion column.
For the modification specified first, an entry is added in
the Dependent on column, listing the name of the
second modification. If required, the load order is then
also changed.
If there are entries for these modifications in the Exclu-
sion column, these are also deleted, if required.

6. Click the Finish button.

The Edit project window opens again. Depending on the option activated, the entries in the
Dependent on and Exclusion are changed.

Checking combinability of modifications

This test allows you to check whether modifications can be applied in the specified sequence in a
scenario.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Modifications tab.
3. In the list, click the modifications of your choice.

4. Then click the Check combinability icon.

The two modifications are compared. A message window opens, informing you of whether the
modifications can be combined or not.

19.2.4.8 Deleting modifications

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Modifications tab.
3. In the list, click the modifications of your choice.

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 19.2.5 Managing scenarios

4. Then click the Delete modification icon.

A query opens.
5. Confirm the query with Yes.
If there are scenarios using the using, a second confirmation prompt opens.
6. Confirm the query with Yes.
The modification is deleted. If this modification was used in scenarios, its allocation to the scen-
arios is removed.

19.2.5 Managing scenarios

A project may include several scenarios. All scenarios of the same project are based on the same
base version. The difference between scenarios consists in the different modifications applied to
them. So each scenario has its own version file with a different network and/or demand data that
you can look at.
Scenarios may also have different procedure parameters, which may result in different cal-
culations being performed and thus different results being produced.
You can compare several scenarios and open them similar to version comparison.
You can also create scenarios with variables (see Creating scenarios with different variable alloc-
ations on page 1705).

Note: Number, code, and description of the currently loaded scenario can be inserted as auto
values in the legend (see "In the Text layout tab, make the settings of your choice." on
page 2465) or print frame (see "Settings for print frame, header and footer" on page 2655) of dif-
ferent views.

19.2.5.1 Creating scenarios

To create scenarios, you need a project (see "Creating a project for scenario management" on
page 1690).
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Scenarios tab.

3. Then click the Create scenario icon.

Tip: Alternatively, click the Duplicate scenario icon to copy a scenario.

In the list, a row is created for the new scenario.

4. Make your changes in the respective columns.

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19.2.5.1 Creating scenarios

Element Description
Active Via the checkbox, you can select scenarios for editing via the icons. Only
scenarios set as active are edited.
Notes
Via the shortcut menu, you can set several marked scenarios to active state
at the same time.
You can select filter criteria for the data in a column and thus display only a
selection in the list (see "Filtering the data of a column" on page 2515)
Number Number of the scenario
Code Code of scenario
Description Description of scenario
Procedure By default, a scenario is assigned the same parameter set as the base ver-
parameter set sion (entry 0 from base version). If you have specified several parameter
sets, select the set of your choice from the drop-down list (see "Specifying
procedure parameters" on page 1707).
Modifications Allocated modifications
Use this button to allocate modifications to a scenario (see "Assigning modi-
fications to a scenario" on page 1706). If you do not allocate a modification,
the scenario corresponds to the base version.
Note
The Modifications (completed) column lists the modifications assigned
and the modifications that are dependent on the ones assigned. A scenario
thus consists of the base version and all modifications listed in the Modi-
fications (completed) column. The Modifications (completed, sorted by
load order) column lists all modifications of a scenario in the order they are
loaded.
Global layout You can use the drop-down list to assign a global layout that is used when
the scenario is opened.
Note
You create global layouts on the Global layouts tab.
When changing or reselecting a global layout, calculated scenarios to which
it is assigned receive the calculation status Calculated (not up-to-date).
Calculation Calculation status of the scenario (see "Calculating scenarios locally on a
status computer" on page 1713)
Progress Progress of the calculation of the scenario
Calculation Date and start time of the last calculation of the scenario
start time
Calculation Date and end time of the last calculation of the scenario
end time

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 19.2.5.2 Creating scenarios with different variable allocations

Element Description
Calculation Duration of the last calculation of the scenario
duration
Compute node Name of the compute node used for the calculation

Notes: Click the Select attributes icon to show and hide columns (see "Selection of mul-
tiple attributes" on page 1076). Here you can also select the code numbers you specified in the
Basic settings tab (see "Editing basic settings of the project" on page 1692).
If required, you can group the columns using the shortcut menu (see "Aggregating rows of a
list" on page 2520).

19.2.5.2 Creating scenarios with different variable allocations

You can create scenarios with different variable values, for example to calculate the same pro-
cedure with different values.
With each scenario, the database stores which variables exist with which values. When cal-
culating scenarios with variables, the corresponding variable values of the scenario are set.
1. In the Edit project window, click the Scenarios tab.

2. Then click the Insert scenarios with different variable allocations symbol.

Note: This function is only available if variables have been created in the base version or in a
procedure parameter set under Calculate > Procedure variables > Definitions (see Creat-
ing procedure variables on page 2026).

The Create new scenarios window opens.

3. Make the following changes:

Element Description
Base code Enter a code for the scenarios
Modifications Allocated modifications
Use this button to allocate modifications to the scenarios (see "Assigning
modifications to a scenario" on page 1706). If you do not allocate a modi-
fication, the scenarios correspond to the base version.

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 19.2.5.3 Assigning modifications to a scenario

Element Description
Procedure Assignment of a set of procedure parameters to the scenarios using the
parameter set drop-down list (see "Specifying procedure parameters" on page 1707)
Table All defined variables of the base version or the selected procedure para-
meters are listed here.
Variable ID, Code, Name
Display of ID, code and name of variables
Variable values
You can enter a comma-separated list of values for string variables.
From, To
Here you enter the desired value range of the variable.
Increment
Enter the desired increment here.
Notes
If a value does not match the type of variable, the cell is highlighted.
The number of scenarios created with the current settings is displayed
below the table.

4. Confirm with OK.

The scenarios are inserted. Each scenario is displayed in a row and for each variable an editable
column is displayed in the Scenarios tab.

19.2.5.3 Assigning modifications to a scenario

To create a scenario, which is different from your base version, you need to assign the scenario
modifications. You can only assign a scenario modifications that can be combined. You can check
in advance whether they can be combined or not (see "Checking combinability of modifications"
on page 1702).
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Scenarios tab.
3. In the row of the respective scenario, in the Modifications column, click the respective button.
The Select modifications window opens.
4. Select the modifications of your choice.

Note: If you click on a column header, you can filter the respective column to reduce the
amount of modifications displayed.

5. Confirm with OK.

The modifications selected are assigned to the scenario.

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 19.2.5.4 Opening the network of a scenario

Note: The Modifications column only displays the modifications selected. If one of these modi-
fications is dependent on another modification, the latter is also automatically assigned to the
scenario. You can find a list of all assigned modifications on the Modifications tab in the Modi-
fications (completed) column. The Modifications (completed, sorted by load order)
column lists all modifications of a scenario in the order they are loaded. The order is specified
on the Modifications tab (see "Specifying the load order of modifications" on page 1701).

19.2.5.4 Opening the network of a scenario

You can open the network of a scenario. This view solely allows for network checks, the network
is not subject to changes.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Scenarios tab.
3. In the list, mark the scenario of your choice.

4. Then click the Load scenario (only network) icon.

The network of the scenario is displayed in the Network editor window. The Edit project window
remains open and in the front.

Notes: You should not edit scenarios. All changes you make to a scenario are dismissed as
soon as you close the scenario. However, you can save scenarios as normal version files out-
side scenario management and then edit them (see "Saving a scenario as a version file" on
page 1734).
You can also open a scenario with calculation results (see "Opening a scenario containing cal-
culation results" on page 1723).

19.2.5.5 Deleting scenarios

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Scenarios tab.
3. In the list, mark the scenarios of your choice.

4. Then click the Delete scenario icon.

5. Confirm the query with Yes.
The scenarios are deleted.

19.2.6 Specifying procedure parameters

You can specify several procedure parameters for scenarios. First, you specify the parameters for
the base version. By default, these are applied to all scenarios. Then, when required, you specify
additional procedure parameters and assign them to your scenarios.

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 19.2.6.1 Specifying procedure parameters for the base version

19.2.6.1 Specifying procedure parameters for the base version

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Basic settings tab.
3. Click the Edit base version button.
The base version is opened. At the same time, a notification bar opens above the network
editor.
4. In the version, make the desired changes to the procedure parameters (menu Calculate > Pro-
cedure sequence and Calculate > General procedure settings).

Note: If you open or save any files under Procedure sequence, you should use the paths sug-
gested. Depending on your settings, the files are either automatically saved to a common
folder or they are managed per scenario (see "Editing basic settings of the project" on
page 1692).

5. Click the Finish button in the notification bar.

The Edit project window opens again. Now you can make additional changes to the project.

19.2.6.2 Creating a procedure parameter set

You can create a procedure parameter set. To do so, first use the parameters of the version file
currently open. You can also use the parameters of a procedure parameters file *.par, *.xml or a
script file *.vbs,*.py, *.pys, *.js, *.rb, *.pl and *.tcl.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Procedure parameter sets tab.

3. Then click the Create a procedure parameter set icon.

Tip: Alternatively, click the Duplicate the procedure parameter set icon to copy an
existing set.

The Create a procedure parameter set window opens.

4. Make the desired changes.

Element Description
Code Short name of the parameter set
Description Description of parameter set

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 19.2.6.3 Editing procedure parameter sets

Element Description
Use the cur- If this option is activated, the new set contains the procedure parameters
rently loaded of the version file currently open.
procedure para-
meters
Use existing Select this option and click the respective button to use a procedure para-
procedure para- meters file (*.par, *.xml) or a script file (*.vbs,*.py, *.pys, *.js, *.rb, *.pl and
meters or script *.tcl) (see "Saving procedure parameter settings to file" on page 2043).
file Note
If you select a script file that contains other scripts, these must be copied
manually to the folder of the main script.

5. Confirm with OK.

The procedure parameter set is added in a new row. You can then continue to edit the procedure
parameters (see "Editing procedure parameter sets" on page 1709).

Note: After specifying the procedure parameters, you have to assign them to the scenario of
your choice (see "Creating scenarios" on page 1703).

19.2.6.3 Editing procedure parameter sets

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Procedure parameter sets tab.
3. In the drop-down list, click the procedure parameter set of your choice.

4. Then click the Edit the procedure parameter set icon.

A scenario, containing a procedure parameter set, is opened. At the same time the Edit the
procedure parameter set window opens.

Note: If the procedure parameter set is not used in a scenario, the base version is used. In
this case, error messages might be displayed if there are no references.

Tip: Alternatively, click the same icon in the Scenarios tab to call the function.

5. In the version file, make the desired changes to the procedure parameters (menu Calculate >
Procedure sequence and Calculate > General procedure settings).

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 19.2.6.4 Loading procedure parameters from a file

Notes: If you open or save any files under Procedure sequence, you should use the paths
suggested. Depending on your settings, the files are either automatically saved to a com-
mon folder or they are managed per scenario (see "Editing basic settings of the project" on
page 1692).
If data is read in during the procedure sequence, make sure this data is not changed through
other modifications. Otherwise, you might risk that one scenario is overwriting the data of
another scenario.
If you are using a script as procedure, the script is automatically opened in the editor you spe-
cified under Edit > User preferences > entry Working environment > Script files.

6. In the Edit the procedure parameter set window, click the Finish button.
The changes are saved. The Edit project window opens again. Now you can make additional
changes to the project.

19.2.6.4 Loading procedure parameters from a file

You can overwrite a procedure parameter set with the procedure parameters of a file.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Procedure parameter sets tab.
3. In the drop-down list, click the procedure parameter set of your choice.

4. Then click the symbol Select external file for procedure parameter set.
The Open Procedure parameter file window opens.
5. Select the desired file.
6. Click the Open button.
The procedure parameters re copied to the procedure parameter set selected.

19.2.7 Creating user-defined attributes for scenario management objects

You can create user-defined attributes for the objects modifications, scenarios, and procedure
parameter sets (see "Managing user-defined attributes" on page 1084). These are useful, for
example, to group or aggregate scenarios and for managing large projects.
1. Make sure that the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the User-def. attributes tab.

3. Then click the Create user-defined attribute symbol.

The Create user-defined attribute window opens.
4. Select the object from the list, for which you want to define a user-defined attribute.
5. Confirm with OK.

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 19.2.8 Specifying global layouts

6. In the Create user-defined attribute window, make the settings of your choice (see "Creating
a user-defined attribute" on page 1084).
7. Confirm with OK.
The new attribute is listed on the User-def. attributes tab and on the tab of the corresponding
object and saved in the project database.

Tip: Alternatively, you can also create user-defined attributes using the symbol on the tab
of the required object.

Notes: You can use the symbols at the bottom left of the window to edit or delete the
attributes you have created and to define the column selection.
All user-defined attributes are transferred automatically during the Export partial project (see
"Exporting a partial project" on page 1732) operation.
The Integrate project (see "Integrating a project" on page 1733) operation sets the values of
user-defined attributes for imported objects. For user-defined attributes that exist in the source
project but not in the target project, a new user-defined attribute is created in the target project.

19.2.8 Specifying global layouts

You can specify different global layouts for different scenarios. First, you specify the layout for the
base version. By default, this is used for all scenarios. Then, when required, you specify additional
global layouts and assign them to your scenarios.

19.2.8.1 Creating a global layout

In scenario management, you can create global layouts to apply them to individual scenarios.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Global layouts tab.

3. Click the Create global layout symbol.

Tip: Alternatively, click the Duplicate global layout symbol to copy an existing
global layout.

The Create global layout window opens.

4. Make the desired settings:

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 19.2.8.2 Editing the global layout

Element Description
Code Short name for the global layout
Description Description of the global layout
Use currently If this option is selected, the new global layout contains the settings of
loaded global lay- the global layout file currently open.
out
Use existing global If the option has been selected, you can select a global layout file via
layout file the button (see "Opening the global layout" on page 1036).

5. Confirm with OK.

The global layout is inserted.

Notes: After creating a global layout, you can assign it to the scenario of your choice (see
"Creating scenarios" on page 1703).
You can also edit it later (see "Editing the global layout" on page 1712).

19.2.8.2 Editing the global layout

You can edit global layouts in scenario management.
Note: When changing or reselecting a global layout, calculated scenarios to which it is
assigned receive the calculation status Calculated (not up-to-date).

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Global layouts tab.

Note: Click the Attribute selection symbol to show and hide columns (see "Selection
of multiple attributes" on page 1076).

3. In the list, click the global layout of your choice.

4. Click the Edit global layout symbol .

The first scenario, which uses the global layout, is loaded for editing. If no scenario exists, the
base version is loaded. The global layout is applied.
5. Make the desired changes to the layout.
6. Click the Finish button in the notification bar.
The file of the edited layout is overwritten by the current global layout.

19.2.8.3 Applying a global layout to background network

You can apply a created global layout directly to the current background network.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).

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 19.2.8.4 Loading a global layout from file

2. In the Edit project window, click the Global layouts tab.

3. In the list, click the global layout of your choice.

4. Click the Apply the selected global layout to the background networkicon.
The selected global layout is applied to the background network.

19.2.8.4 Loading a global layout from file

You can overwrite an existing global layout in scenario management with the global layout of a
file.
1. Make sure that the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Global layouts tab.
3. In the list, click the global layout of your choice.

4. Click the Associate external global layout file with the selected global layout sym-
bol.
The Open global layout window opens.
5. Select the desired file.
6. Click the Open button.
The settings of the global layout file are copied to the selected global layout.

19.2.9 Calculating scenarios and showing results

You can calculate a scenario and show the calculation results.
The Calculation state column lists whether a scenario has been calculated and whether the cal-
culation results are current.

19.2.9.1 Calculating scenarios locally on a computer

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. Make the basic settings for scenario calculation (see "Managing compute nodes" on
page 1716).
3. In the Edit project window, click the Scenarios tab.
4. In the Active column, select the scenarios which you would like to calculate.

Tip: Via the shortcut menu, you can set several marked scenarios to active state at the same
time.

5. In the Procedure parameter set column, select the procedure parameters of your choice (see
"Creating a procedure parameter set" on page 1708).

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 19.2.9.2 Distributing scenario calculations across multiple computers

6. Then click the Calculate scenario icon.

The selected scenarios are recalculated. The Calculation state column lists the status Cal-
culated. The Result file column shows the name of the result version file that Visum auto-
matically assigns. If your list contains additional columns with the code numbers you specified,
the columns are filled with data obtained from the calculation (see "Editing basic settings of the
project" on page 1692).

19.2.9.2 Distributing scenario calculations across multiple computers

You can distribute the calculation of scenarios among computers. This allows you to bundle com-
puting capacity and produce results more quickly. For distribution of the calculation, use the PTV
Vision Calculation Server software that is installed with Visum. For calculation distribution of
scenarios, certain requirements must be met (see Fundamentals: Chpt. 2.5.1, page 81).

Starting the calculation server

To start the calculation server, proceed as follows.

In the Visum2022 program group, click the PTV Vision Calculation Server <version
number> icon (see "How to install and start Visum" on page 21).

The PTV Vision Calculation Server icon is shown in the Info section of the Windows task
and the server is active.

Note: As long as the Scenario calculation server is active, you cannot update or install the
Visum software.

Setting up the calculation server

You need to set up the calculation server on each computer that is part of your calculation net-
work.

1. Click the icon.

The PTV Vision Calculation Server window appears.
2. Make the desired changes.

Calculation Server: Basic settings tab

Element Description
Base directory Path to which all scenario files are saved during the calculation
process.
The default setting is
c:\Users\xxx\Documents\VisumCalculationServer.
Section Service Port
address You have to open the port on the computer, so the main computer can
access the computer network. The port can be freely selected.

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 19.2.9.2 Distributing scenario calculations across multiple computers

Element Description
Base path
The name of the base path can be freely specified.
Start calculation Select this option to automatically start the calculation server as soon
server when logging as you log on to your computer.
in
Allow configuration Select this option to configure the calculation server through another
through other com- computer.
puters
Stop service / Start Click this button to start or stop the server. You can only use the com-
service puter for distributed calculation if the calculation server is active.
Show server log Click this button to open the file LogServer.txt of the calculation server
in which all activities of the server are logged.
Apply Click this button to accept all changes to the settings without closing
the PTV Vision Calculation Server window.
Exit Click this button to shut down the calculation server.

Calculation Server: Calculation tab

Maximum number of Visum Specification of maximum number of instances of Visum used
instances for scenario cal- simultaneously for calculation.
culation
Number of cores per Visum Selection of number of cores used per Visum instance.
instance

Notes: The selection offered in the lists depends on the number of processor kernels of the
computer the server is activated on.
You can also change the settings in Visum, in the project, in the Distributed computing tab
(see "Managing compute nodes" on page 1716).
When changing the setting, please note the following:
The product of these two values should not exceed the number of your compute node's
processor cores.
If you have to calculate several scenarios at the same time, it makes sense to select the
maximum number of Visum instances. If required, however, choose one instance less, so
that you have one core left to continue working with the compute node during scenario cal-
culation. In this case, select only one core per instance.
If you calculate only one scenario at a time, it makes sense to only use one Visum instance
and assign it all the cores.

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19.2.9.2 Distributing scenario calculations across multiple computers

Calculation Server:Hold-off times tab

Do not perform If this option is selected, scenario calculation cannot be performed on the
scenario calculation compute node through another computer during the time periods spe-
during hold-off cified. This could for instance be during your regular working hours,
times when you need your full computing capacity.
Hold-off times Existing hold-off times. You may specify hold-off times for each day of
the week. To do so, in the Hold-off times column, click the row of your
choice to edit the hold-off time.
Add hold-off time Click this button to add new hold-off times to the list.
Delete selected Click this button to delete the hold-off times selected from the list.
hold-off times

Note: As long as the Scenario calculation server is active, you cannot update or install the
Visum software.

Managing compute nodes

You can use any computer of the project to start distributed calculation of scenarios. The Scenario
calculation server does not have to be active on the main computer.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Distributed computing tab.
3. Make the desired changes.

Element Description
Project ID Entry of a name for the Scenario management project.
Further input files Files required for scenario calculation in addition to the base version,
modifications, and procedure parameters (see "Copying additional files
to compute nodes" on page 1718).
Result files Files downloaded onto the master computer after the calculations per-
formed by the compute nodes (see "Downloading result files from the
compute node" on page 1719).

4. Click the Manage compute nodes button.

The Compute nodes window opens.
5. Make the desired changes.

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 19.2.9.2 Distributing scenario calculations across multiple computers

Element Description
Name Displays compute node name. localhost is the master computer that
controls distributed computing.
Note
If the Scenario calculation server is activated on the master computer,
it is additionally executed as a compute node. Hold-off times are then
also taken into account.
State Shows activity status of Scenario calculation server in the compute
node.
Ready
The compute node is available for distributed computing.
Note
If hold-off times are set for the compute node, the program also dis-
plays when the node is available again.
Wrong server version
The compute node is available. The Scenario calculation server is act-
ive, but has the wrong version number.
Service not available
Compute node is not found or is not active. This, e.g., happens if on a
compute node, during a current Visum session, the Scenario cal-
culation server is stopped or switched off.
Unknown error
Is displayed when any other errors occur during communication with
the compute node. You can find the error details in the tooltip.
Hold-off times Hold-off times of compute node. If processing the compute node
through another computer is allowed, you can click this button to
change the settings.
Number of Visum Number of Visum instances set on the calculation server. In the list box,
instances you can change the number (see "Setting up the calculation server" on
page 1714).
Number of cores Number of cores used per Visum instance (see "Setting up the cal-
per Visum culation server" on page 1714).
instance Note
When changing the setting, please note the following:
The product of these two values should not exceed the number of
your compute node's processor cores.
If you have to calculate several scenarios at the same time, it
makes sense to select the maximum number of Visum instances. If
required, however, choose one instance less, so that you have one
core left to continue working with the compute node during scen-
ario calculation.

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19.2.9.2 Distributing scenario calculations across multiple computers

Element Description
In this case, select only one core per instance.
If you calculate only one scenario at a time, it makes sense to only
use one Visum instance and assign it all the cores.
Base address Shows the computer address specified in the Service address section
of the compute node's Scenario calculation server (see "Setting up the
calculation server" on page 1714).
Version Display of the Visum version on the compute nodes.
Note
For the distributed calculation matching versions must be installed on
all computers which have the same binary Visum version (example:
15.00-xx).
Manual entry of a compute node if it is not found automatically (see
"Adding a compute node manually" on page 1720).
Deleting a compute node from the list

Update status of calculation server of linked compute nodes

Automatically search for active compute nodes

Note
All compute nodes are found that lie in the same subnetwork as the net-
work.
Open log file of selected compute node

The Compute nodes window settings are saved to the Visum registry, not to the project.

Copying additional files to compute nodes

The base version, modifications, and procedure parameters are automatically transferred to each
of the compute nodes. To add files to or exclude files from distributed computing, click the Further
input files button.

Note: You must specify these settings to have scenarios calculated on other computers than
the master computer.

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Distributed computing tab.
3. Then click the Further input files button.
The Further input files window opens. Two window sections are displayed. In the left section,
you specify the additional files you want to copy to the compute node. In the right section, you
specify the files you do not want to copy to the compute node.

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 19.2.9.2 Distributing scenario calculations across multiple computers

4. Make the desired changes.

Note: The following paragraph describes how to use the left window section. The right win-
dow section can be used the same way, but the files specified there will not copied to the
compute node.

Element Description
Base directory List box or folder from which you can copy additional files to the com-
pute node. The files are saved to the corresponding folder of the com-
pute node (see "Setting up the calculation server" on page 1714).
Note
You must delete the files there manually that are no longer required.
Files in common (common files)
In the Project folder, files of the SharedData subfolder are copied to
the compute node.
All scenario folders
Files of the Scenarios folder, in the Project folder, are copied to the
compute node.
Scenario folder <Number of scenario>
Files of the scenario folder specified are copied to the compute nodes.
File name Enter the names of the files you want to copy to the compute node. Into
the field, enter an asterisk * to copy all files of the folder.
Click the respective symbol to add an additional folder to the list.

Click the respective symbol to delete the selected folder from the list.

Default settings Click this button to restore the default settings.

5. Click the Close button.

The settings are adjusted.

Downloading result files from the compute node

After calculation, the calculation results on the compute nodes are required by the master com-
puter. You may specify which result files are automatically downloaded by the compute nodes
after the calculation. This is important if you, e.g., have a slow network or work with very large
scenarios, for which you do not need all result files.

Note: You must specify these settings to have scenarios calculated on other computers than
the master computer.

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Distributed computing tab.

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19.2.9.2 Distributing scenario calculations across multiple computers

3. Then click the Result files button.

The Result files window opens. Two window sections are displayed. In the left window sec-
tion, you specify the result files you want to download onto the master computer. In the right
window section, you specify the files you do not want to download.

Note: The settings in the Result files window are applied automatically if, in the Calculate
scenarios window, you selected the option Download result files. If you have not selected

this option, the settings are applied when in the Scenarios tab, you click the symbol to
download the result files.

4. Make the desired changes.

Note: The following paragraph describes how to use the left window section. The right win-
dow section can be used the same way, but the files specified there are not downloaded.

Element Description
Base directory List box or folder from which you can download files to the master com-
puter. The files are saved to the corresponding folder on the master
computer.
Files in common (common files)
Files of the SharedData folder, in the Project folder, are downloaded.
All scenario folders
Files of the Scenarios folder, in the Project folder, are downloaded.
Scenario folder <Number of scenario>
Files are downloaded to the Scenario folders specified.
File name Specify the files you want to download. Into the field, enter an asterisk *
to download all files of the folder. To select a subfolder, enter \folder
name*.
Click the respective symbol to add an additional folder to the list.

Click the respective symbol to delete the selected folder from the list.

Default settings Click this button to restore the default settings.

Adding a compute node manually

You can manually add a compute node to your project. E.g. if the computer in your network is not
in the same subnetwork as the master computer of the project.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. Ensure that a Scenario calculation server is active on the compute node you want to add.
3. In the Edit project window, click the Distributed computing tab.

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 19.2.9.2 Distributing scenario calculations across multiple computers

4. Click the Manage compute nodes button.

The Compute nodes window opens.

5. Then click the Insert new compute node icon.

The Create computing node window opens.
6. Make the desired changes.

Element Description
Name Enter a name for the compute node.
Base address Enter the base address of the compute node. You can find it in the
status bar of the Scenario calculation server of the compute node.

7. Confirm with OK.

'The compute node is added to the project.

Distributed calculation of scenarios

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. Make the basic settings for scenario calculation (see "Managing compute nodes" on
page 1716).
3. In the Edit project window, click the Scenarios tab.
4. In the Active column, select the scenarios which you would like to calculate.

Note: Alternatively, you can edit all marked scenarios via the context menu.

5. In the Procedure parameter set column, select the procedure parameters of your choice (see
"Creating a procedure parameter set" on page 1708).

6. Then click the Calculate scenario icon.

The Calculate scenarios window opens.

Note: The window only opens if you have activated the Distributed computing module
(see " Enabling or disabling add-ons" on page 1058). If you do not have this module, a secur-
ity query is displayed.

7. Make the desired changes.

Element Description
Number Displays the scenario number
Code Shows the scenario code

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 19.2.9.3 Resetting the calculation status of scenarios

Element Description
Compute nodes List box with the available compute nodes. Use the list box to allocate
the compute node.
Download result Select this option to download the result files automatically. Use the
files settings in the Result files window to specify the files you want to
downloaded automatically (see "Copying additional files to compute
nodes" on page 1718).
Note
This option is automatically selected and cannot be changed if the cal-
culation is performed locally on the computer.
Distribute scen- Click this button to distribute the scenarios evenly across the compute
arios evenly across nodes.
compute nodes
Calculate all scen- Click this button to calculate all scenarios locally on the computer.
arios on this com-
puter
Download all result All result files are selected for automatic download.
files Note
You can use this option with distributed computing.
No download of res- None of the result files are selected for automatic download.
ult files Note
You can use this option with distributed computing.

8. Confirm with OK.

The scenarios are calculated. In the Calculation state column, the state Calculated is displayed,
after the calculations have been carried out. In the Compute node column, the compute node on
which the scenario was calculated is displayed. The Result file column shows the name of the
result version file that Visum automatically assigns. If your list contains additional columns with
the code numbers you specified, the columns are filled with data obtained from the calculation
(see "Editing basic settings of the project" on page 1692).

19.2.9.3 Resetting the calculation status of scenarios

You can reset the calculation status of a scenario. Then the code numbers and version file cal-
culated are automatically deleted.
1. Make sure that the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Scenarios tab.
3. In the Active column, select the scenarios for which you would like to reset the status.

Note: Alternatively, you can reset the calculation status of all marked scenarios via the con-
text menu.

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 19.2.9.4 Opening a scenario containing calculation results

4. Then click the Reset calculation state icon.

A query opens.
5. Confirm the query with Yes.
The calculation status is reset to Not calculated.

19.2.9.4 Opening a scenario containing calculation results

You can show the calculation results of a calculated scenario. This view solely allows for network
checks, the network is not subject to changes.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Scenarios tab.
3. In the list, click the scenario of your choice in the Active column.

Note: Alternatively, you can display the calculation results of all marked scenarios via the
context menu.

4. Then click the Load scenario including results icon.

The scenario and its calculation results are displayed in the Network editor window. The Edit
project window remains open and in the foreground.

Note: You should not edit scenarios. All changes you make to a scenario are dismissed as
soon as you close the scenario. However, you can save scenarios as normal version files out-
side scenario management and then edit them (see "Saving a scenario as a version file" on
page 1734).

19.2.9.5 Recalculating scenario IDs

You can recalculate the IDs of already calculated scenarios, for example, because they were only
created after the last calculation of scenarios.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Scenarios tab.
3. In the Active column, select the scenarios for which you would like to calculate the IDs.

Note: Alternatively, you can calculate the IDs of all marked scenarios via the context menu.

4. In the list, click the scenarios of your choice.

5. Click the Recalculate scenario IDs icon.

The IDs are recalculated or the window Recalculate scenario IDs opens.

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 19.2.9.6 Showing message and log files of scenarios

Note: The window only opens if you have activated the Distributed computing module
(see Enabling or disabling add-ons on page 1058)

6. Make the desired changes.

Element Description
Compute nodes Via the list box you can set, for every scenario, whether it is to be cal-
culated on localhost or on the compute nodes of the last calculation
of scenarios.
Recalculate all IDs Click this button to specify all scenarios that will be recalculated on
on localhost localhost.
Note
If the scenario has not previously been calculated on localhost, the
IDs must be available before the recalculation on localhost.
Recalculate all IDs Click this button to specify all scenarios that will be recalculated on
on scenario com- the compute nodes of the last calculation of scenarios.
pute node

7. Confirm with OK.

The IDs are calculated.

19.2.9.6 Showing message and log files of scenarios

You can show the message file and log file of a calculated scenario. This possibility is also avail-
able for recalculated IDs from scenarios already calculated.

Note: A message file and log file only exist if you have made the corresponding setting (see
"Specifying settings for protocol files" on page 1049).

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Scenarios tab.
3. In the list, mark the scenario of your choice.

4. Then click the Show log file or Show message file icon.
The corresponding window opens.

Note: If you have chosen a scenario in which you have recalculated the IDs (see "Recalculating

scenario IDs" on page 1723), you will be offered a choice: Show log file for scenario cal-

culation and Show log file for recalculation of scenario IDs or Show message

for scenario calculation and Show message file for recalculation of scenario ID.

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 19.2.10 Comparing scenarios

19.2.10 Comparing scenarios

You can compare two scenarios. To do so, use version comparison (see "Comparing versions
and networks" on page 1660). At first, you specify comparison patterns that form the basis for
your comparison.

19.2.10.1 Creating comparison patterns

To compare two scenarios, create a comparison pattern. It contains the network objects and attrib-
utes that you want to compare. The procedure is the same as for version comparison (see "Com-
paring versions and networks" on page 1660). You can use both types of version comparison.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Comparison patterns tab.

3. Then click the Create a comparison pattern icon.

Tip: Alternatively, click the Duplicate the comparison pattern icon to copy a com-
parison pattern.

The Define comparison pattern window opens.

4. Make the desired changes.

Element Description
Define comparison On calculated results of the scenarios
If this option is activated, you open the version files of the two scen-
arios calculated to create a comparison pattern. Select this option e.g.
to show calculation results using link bars.
On input data of the scenarios
If this option is activated, you open the networks of the scenarios to cre-
ate a comparison pattern. They do not contain any calculation results.
This option is used to compare the networks of scenarios.
Scenarios for the Leading scenario
comparison defin- Select the scenario used as a leading version file to create the com-
ition parison pattern. This file contains the comparison attributes.
Comparison scenario
Select the scenario used as a comparison version file to create the
comparison pattern. This version file contains the comparison attrib-
utes listed in the leading version file.
Notes
Select the On calculated results of the scenarios option, to only
show the calculated scenarios in the drop-down lists.

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19.2.10.1 Creating comparison patterns

Element Description
You can change the scenarios you choose here later on, when apply-
ing the comparison patterns. You should choose scenarios that contain
the data you want to compare, so that you can e.g. select the appro-
priate graphic parameters.
Header data of the Code
comparison pat- Code of comparison pattern
tern Description
Short description of the comparison pattern

5. Click the Edit the comparison pattern button.

The Generate version comparison window opens.

Creating a comparison pattern for version comparison, including the adoption of attrib-
utes
To perform a version comparison, including the adoption of attributes into the leading network:
1. In the Type of version comparison section, select Use attributes from comparison net-
work.
2. Make the desired changes.

Element Description
Type of version Use attributes from comparison network
comparison If this option is selected, Visum adopts the attributes of the comparison
network into the leading network.
(see Fundamentals: Chpt. 4.1.1, page 189)
Load paths If this option is selected, the paths of the comparison network are also
loaded. Loading paths allows for the evaluation of comparative net-
work volumes even if filtered network volumes are present in the cur-
rently loaded network.
Change link bars If this option has been selected, scaling and classification attributes of
automatically to dif- link bars are automatically converted to the new attribute generated by
ferences the version comparison with the difference between the original and
the newly added attribute value.

3. Confirm with OK.

The Create version comparison (User-defined) window opens.
4. If required, reduce the amount of data you want to compare.

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 19.2.10.1 Creating comparison patterns

Element Description
Hide calculated If this option has been selected, only selected readable attributes
attributes and their values are compared additionally to the key attributes.
If this option has not been selected, both readable and non-read-
able attributes and their values are compared.
Hide attributes with If this option has been selected, only selected attributes and their
default values values are compared.
If this option has not been selected, all selected attributes and their
values are compared, disregarding whether attribute value and default
value are identical or not.
Note
You can find the default attribute values in the Attributes.xls file in the
...\Program files\PTV Vision\PTV Visum 2022\Doc folder.
Hide empty tables If this option has been selected, only tables containing network objects
are compared.

5. Select the network object types to be compared.

Element Description
This network object type is used for comparison.
This network object type is not used for comparison.
Check all tables Click this button to select all network object types.
Uncheck all tables Click this button to deactivate all network objects and their attributes.

6. Click a network object type.

The attributes and, if applicable, the subattributes of the network object type are displayed.

Tip: Click the CTRL key and keep it pressed while clicking the desired entries one by one to
show the attributes of multiple network object types at the same time.

Note: Due to current settings in the upper section of the window not all attributes of a net-
work object type may be displayed.

7. Select the attributes and subattributes you want to compare.

Element Description
The attribute has been selected and is compared.
The attribute has not been selected and is not compared.
The attribute is a key attribute and cannot be switched off.

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19.2.10.1 Creating comparison patterns

Element Description
The attribute is a mandatory attribute.
Attribute groups Via this button you can either select or switch off predefined groups of
attributes in a separate window (see "Selecting or deselecting groups
of attributes for comparison" on page 1664).
Default Click this button to hide empty tables and display calculated attributes.
The attribute selection is reset to the standard setting.

Tip: Right-click a network object type. On the shortcut menu to activate or deactivate all cur-
rently displayed attributes of the network object type.

Tip: Alternatively, you can read selected network object types and attributes from a network
file *.net (see "Reading a selection from a network file" on page 1665).

8. Confirm with OK.

The selected leading scenario opens as a version file in which you can make further settings.
9. If required, specify the graphic parameters and filter settings in the version file.

Tip: To do so, use the corresponding menus or read in new data.

10. If required, open the lists of your choice in the version file to specify their layout.

Tip: You can e.g. show specific columns or load a list layout.

11. Click the Finish button.

A new entry is then listed in the Comparison patterns tab. The graphic parameters used in the
current version file, filter settings and the displayed lists including layouts are saved with the
global layout in the comparison pattern.

Creating a comparison pattern for version comparison, including comparison network in

the background
If you want to compare versions and keep the comparison network open in the background with
the attributes linked via relations, please follow this approach after step 6:
1. Select Load comparison network in the background below Type of version comparison.

Note: Visum loads the comparison network in the background and links the attributes with
the leading network via relations (see Fundamentals: Chpt. 4.1.1, page 189).

2. Specify any further settings you need.

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 19.2.10.2 Editing comparison patterns

Element Description
Load matrices If this option is selected, the matrices of the comparison network are
also loaded. This is useful if the OD pair filter refers to matrix data.
If this option is not selected, the matrices of the comparison network
will not be transferred. This reduces the amount of memory required.
Note
Use this option if you want to display values, differences and relative
deviations between matrix values in a zone pair list or main zone pair
list.
Load paths If this option is selected, the paths of the comparison network are also
loaded. Loading paths allows for the evaluation of comparative net-
work volumes even if filtered network volumes are present in the cur-
rently loaded network.
Change link bars If this option has been selected, scaling and classification attributes of
automatically to dif- link bars are automatically converted to the new attribute generated by
ferences the version comparison with the difference between the original and
the newly added attribute value.

3. Confirm with OK.

The selected leading scenario opens as a version file in which you can make further settings.
4. If required, specify the graphic parameters and filter settings in the version file.

Tip: To do so, use the corresponding menus or read in new data.

5. If required, open the lists of your choice in the version file to specify their layout.

Tip: You can e.g. show specific columns or load a list layout.

6. Click the Finish button.

A new entry is then listed in the Comparison patterns tab. The graphic parameters used in the
current version file, filter settings and the displayed lists including layouts are saved with the
global layout in the comparison pattern.

19.2.10.2 Editing comparison patterns

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Comparison patterns tab.

Note: Click the Select attributes symbol to show and hide columns (see "Selection of
multiple attributes" on page 1076).

3. In the list, click the comparison pattern of your choice.

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 19.2.10.3 Deleting comparison patterns

4. Then click the Edit the comparison pattern icon.

The Edit the comparison pattern window opens.
5. Make the desired settings (see "Creating comparison patterns" on page 1725).
The comparison pattern is changed.

19.2.10.3 Deleting comparison patterns

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Comparison patterns tab.
3. In the list, click the comparison patterns of your choice.

4. Then click the Delete the comparison pattern icon.

5. Confirm the query with Yes.
The comparison patterns are deleted.

19.2.10.4 Comparing scenarios

You can compare several scenarios. You carry out a version comparison based on a comparison
pattern (see "Comparing versions and networks" on page 1660 and "Creating comparison pat-
terns" on page 1725).

Note: To use the base version for comparison, simply create a new scenario that only contains
the base version without any modifications.

1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Scenarios tab.
3. Mark at least two scenarios in the list.

Note: To compare calculation results, you first have to calculate the scenarios.

4. Click the Compare scenarios icon.

The Compare scenarios window opens.
5. Make the desired changes.

Element Description
Comparison Comparison pattern used for the comparison
pattern
Run com- For calculation results of the scenarios
parison

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 19.2.11 Exporting data of a Scenario management project

Element Description
Select this option to open the version files of the scenarios calculated and cre-
ate a scenario comparison. Select this option e.g. to show calculation results
using link bars.
For input data of the scenarios
Select this option to open the networks of the scenarios and create a scenario
comparison. They do not contain any calculation results. This option is used
to compare the networks of scenarios.
Leading scen- In the drop-down list, click the scenario to open it. It contains the comparison
ario attributes of other scenarios.
Note
Select the For calculation results of the scenarios option, to only show
the calculated scenarios in the drop-down list.
Scenarios List of selected scenarios
Note
Select the For calculation results of the scenarios option, to only show
the calculated scenarios.

6. Then click the Compare button.

The versions are compared. The version file of the leading scenario is opened. It contains the
comparison attributes of the other scenarios selected (see "Comparing versions and networks" on
page 1660).

19.2.11 Exporting data of a Scenario management project

A project of scenario management consists of a folder with several subfolders and files.

Note: You must not change the folder structure of the project in the Windows explorer.

However, you can export the data of a project to edit it outside Scenario management or pass it on
to other users.

19.2.11.1 Forwarding a project

You can forward a project to other users by copying the entire base folder. The base folder of a
project is named according to the project name. This project name has to be specified when the
project is created. The base folder stores the base version, the project database file *.vpdb and
various sub-folders. If the project is a multi-user project, the base version also contains a *.vpdbx
file which connects the database with Visum. You may not change the structure of a base dir-
ectory.
All project directory settings are automatically changed in the new copied directory, as the paths
are relative to the directory.

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 19.2.11.2 Exporting a partial project

19.2.11.2 Exporting a partial project

You can cut out a part of a project and save it in a separate project, e.g. to pass it on and read in
the result later (see Integrating a project on page 1733). You can optionally lock the exported pro-
ject.
1. Make sure that the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. Click the Export partial project... button.
The Export partial project: basic settings window opens.
3. Specify the desired settings under Basic settings of the exported project.

Element Description
Project name Name of the partial project
By default, it is the name you specified when creating the project
with the appendix partial project.
Project ID for dis- Project ID of the partial project
tributed computing By default, it is the name you specified when creating the project
with the appendix partial project.
Base directory Location of the partial project
Adjust the path, if necessary.

4. In the Lock editing section, adjust the desired settings.

Element Description
Lock transferred objects in If this option has been selected, you may not edit the
exported project exported parts of the project.
Password Enter a password which is used to unlock the project later
on.

5. Click the Next button.

The Export partial project: selection of scenarios window opens.
6. Select the desired scenarios for the export.

Note: The scenarios active in the project are preselected. You can select further scenarios, if
required.

7. Click the Next button.

The Export partial project: selection of additional modifications window opens.
8. Select further modifications for the export, where applicable.

Notes: The modifications of the selected scenarios are preselected. You can select further
modifications for the export, if required.
This step is omitted if all modifications are already contained in the selected scenarios.

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 19.2.11.3 Integrating a project

9. Click the Next button.

The Export partial project: selection of additional procedure parameter sets window
opens.
10. Select further procedure parameter sets for the export, where applicable.

Notes: The procedure parameter sets of the selected scenarios are preselected. You can
select further procedure parameter sets for the export, if required.
This step is omitted if all procedure parameter sets are already contained in the selected
scenarios.

11. Click the Next button.

The Export partial project: selection of the additional global layouts window opens.
12. Select the global layouts that you want to integrate in the base version.

Notes: The global layouts of the selected scenarios are preselected. You can select further
global layouts for export, if required.

13. Click the Next button.

The Export partial project: selection of the modifications integrated in the base version
window opens.

Note: This window only opens if at least one modification is contained in all scenarios.

14. Select the modifications that you want to integrate in the base version.

Note: If you select a modification, all previous modifications according to the load order are
also selected.

15. If required, include these modifications in the partial project, tool

16. Click the Next button.
17. Lock the base version and the modifications exported or integrated in the partial project if they
should not be changed before the project is integrated again.
18. Click the Finish button.
The partial project is exported.

Note: If you have exported the base version to the partial project together with modifications,
this is called a “raised” base version. In the partial project, the modifications are connected
inseparably with the base version.

19.2.11.3 Integrating a project

You can re-integrate selected parts of an exported project (see Exporting a partial project on page
1732) in a project after editing it or integrate other compatible projects in an existing project.
1. Open the project in which you want to integrate a project.

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 19.2.11.4 Saving a scenario as a version file

2. Click the Integrate project... button.

The Open: Scenario management project window opens.
3. Select the desired project *.vpdb/*.vpdbx.
4. Click the Open button.
The Integrate partial project: Selection of the modifications integrated in the base ver-
sion window opens.
5. Where applicable, select the modifications from the target project which were integrated in the
base version during the export.

Note: Modifications which were integrated in the base version during the export are saved to
the log when exporting a partial project.

6. Click the Next button.

The Integrate partial project: Selection of the scenarios window opens.
7. Select the desired scenarios for the import.
8. Click the Next button.
The Integrate partial project: Selection of the modifications window opens.
9. Select the desired modifications for the import.
10. Click the Next button.
The Integrate partial project: Selection of the procedure parameter sets window opens.
11. Select the desired procedure parameters for the import.
12. Click the Next button.
The Integrate partial project: Selection of the comparison patterns window opens.
13. Select the desired comparison patterns for the import.
14. Click the Finish button.
The project is integrated.

19.2.11.4 Saving a scenario as a version file

You can export a scenario of a Scenario management project to edit it outside the project.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Scenarios tab.
3. In the list, mark the scenario of your choice.

4. Then click the Save scenario as icon.

The Save version window opens.

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 19.2.11.5 Saving modifications as a model transfer file

5. If necessary, select a different directory.

6. Enter a file name.
7. Click the Save button.
The scenario is saved.

Tip: Alternatively, open the scenario as a version file and save it under another name.

19.2.11.5 Saving modifications as a model transfer file

You can save the changes of a modification as a model transfer file *.tra outside the project.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Modifications tab.
3. In the list, click the modification of your choice.

4. Then click the Save modification as icon.

The Save: Model transfer file window opens. The modification code is suggested as the file
name.
5. If necessary, select a different directory.
6. If necessary, edit the file name.
7. Click the Save button.
The modification is saved.

Tip: Alternatively, open the modification as a model transfer file and save it under another
name.

19.2.11.6 Exporting a scenario management project

You can export a project as follows.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Multi-user mode tab.
3. Click the Export database only... button.
The Save: Scenario management project window opens.
4. If necessary, select a different directory.
5. Enter a file name.
6. Click the Save button.
The project is saved as a *.vpdb file.

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 19.2.12 Scenario management in multi-user mode

19.2.12 Scenario management in multi-user mode

Scenario management allows multiple users to edit projects simultaneously. For this purpose,
existing file-based projects can be converted into an SQL server database or a new project can be
created in multi-user mode. Furthermore, you can convert projects managed with SQL server
databases into file-based projects.

19.2.12.1 Creating a new project for several users

If you create a new project, you can save it directly in an SQL server database and thus enable
multiple users to work on it (see "Creating a project for scenario management" on page 1690).

19.2.12.2 Converting a file-based project into an SQL server database

If you want to convert an existing file-based project into an SQL server database, proceed as fol-
lows.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Multi-user mode tab.
3. Click the Convert... button.
The Edit database connection window opens.
4. Specify the desired settings for the database connection (see Creating a project for scenario
management on page 1690).
5. Confirm with OK.
The project is saved to an SQL server database.

Note: The Multi-user mode tab lists all registered users and all locked objects. Objects locked
by the user are highlighted in blue. Users and locked objects can be deleted via the respective
button.

19.2.12.3 Converting an SQL server database project into a file-based project

If you want to convert a multi-user SQL server database project into a file-based project, proceed
as follows.
1. Make sure the desired project is open (see "Editing basic settings of the project" on
page 1692).
2. In the Edit project window, click the Multi-user mode tab.
3. Click the Convert... button.
4. Confirm with OK.
The project is saved as SQLite database, as a *.vpdb file. Now you can copy the project to a com-
puter from which you do not have access to the SQL server.

Note: By default, Visum suggests the \Backups folder of your project. Besides the *.vpdb file,
Visum also saves a *.vpdbx file to the selected folder. Before you reopen the project via the
new *.vpdbx file, you have to copy this file into the folder which contains the base version.

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 20 Modeling demand

20 Modeling demand
Travel demand arises when a series of activities (home - work - shopping - home) cannot be car-
ried out at the same location and therefore a change of location is necessary (see Fundamentals:
Chpt. 2.2, page 76).
The number of these changes of locations, i.e. the number of trips between zones or main zones,
is coded in demand matrices. These are calculated on the basis of socio-demographic data and
can be compared with transport surveys.
The temporal distribution of trip requests within each time interval of an observed time period is
described by a start time and a demand distribution curve (time series), which is considered in
public transport assignments and in dynamic private transport assignments. The time series is
ignored in the case of static PrT assignments.
Demand models are used to compute the number of trips. These demand models include various
demand objects:
Activities, from which activity pairs and activity chains can be formed
Person groups, in which the population is distinguished by traffic behavior
Demand strata, connecting activity chains and person groups
Structural properties, describing the potential of zones as origin or destination of a trip (only
for demand models of the types EVA-P and tour-based model)
Demand strata which connect source sectors and delivery concepts (only for demand models
of the tour-based freight type)
Based on these demand models and on skim matrices, the three classic steps of traffic modeling
(trip generation, trip distribution and mode choice) are calculated (see Fundamentals: Chpt. 5,
page 207).
All demand data (matrices, time series, allocated demand segments and demand model data)
constitute the demand description and are saved to demand data files *.dmd.
For activity-based models, the objects persons, households, schedules, tours, trips, activity exe-
cutions, and activity locations can be managed for the mapping of synthetic populations and their
activities distributed in space (see "Managing objects of activity-based models" on page 1774).

Topics
Managing demand objects
Managing objects of activity-based models
Calculating trip demand
Managing, showing and analyzing matrices
Editing matrix values
Using matrix values for calculations
Changing the structure of matrices
Correcting matrices
Reading and saving demand data

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 20.1 Managing demand objects

20.1 Managing demand objects

A demand model consists of a set of demand objects which contain all relevant demand data, for
example, the origin and destination of demands and the number of them in demand matrices. The
demand object types in Visum are described below.

Topics

Managing matrices
Managing time series
Managing demand objects
Managing person groups
Managing structural properties
Managing activities, activity pairs and activity chains
Manage sectors and delivery concepts
Managing demand strata

20.1.1 Creating demand objects

Notes:
Interactively, you may define activities only for demand models of the EVA-P type, tour-
based model or ABM. In the case of Standard 4-step models, one activity corresponds to
exactly one activity pair.
For demand models of the tour-based model type, activity pairs are created automatically
if you define the sequence of activities of an activity chain (see "Creating an activity pair"
on page 1762).
Depending on the selected demand model, different demand objects can be inserted.

1. On the Demand menu, click Demand models.

The Demand models window opens.
2. Select the tab of the desired demand object type. To create a new demand modes, select the
Basis tab.
3. In the Select demand model list, click the demand model of your choice.
4. Click the Create button.
A new demand object is added.
5. Make the desired changes:
Properties and options of demand models
Properties and options of activities
Properties and options of activity pairs
Properties and options of activity chains
Properties and options of sectors
Properties and options of delivery concepts

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 20.1.2 Editing the attribute values of demand objects

Properties and options of person groups

Properties and options of demand strata
Properties and options of structural properties

20.1.2 Editing the attribute values of demand objects

1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the tab of the desired demand object type.
3. In the Select demand model list, click the demand model of your choice. The drop-down list
does not exist on the Basis tab.
4. Make the desired changes:
Properties and options of demand models
Properties and options of activities
Properties and options of activity chains
Properties and options of activity pairs
Properties and options of sectors
Properties and options of delivery concepts
Properties and options of person groups
Properties and options of demand strata
Properties and options of structural properties

20.1.3 Managing matrices

Matrices are separate objects in Visum and part of the demand description (see Fundamentals:
Chpt. 5.1.1, page 208). Demand modeling uses different types of matrices. They are edited and
managed fairly similarly.
Demand matrices contain the number of trips between zones or main zones per demand seg-
ment.
Skim matrices contain skim data for pairs of zones or main zones, for example travel time.
Note: Besides managing Visum matrices, Visum also allows you to manage matrices created
with other programs (see "Managing, showing and analyzing matrices" on page 1866 and "Edit-
ing matrix values" on page 1915).

20.1.3.1 Working with matrices

Visum provides various functions for editing and calculating matrices. These are described sep-
arately:
Managing and displaying matrices (see "Managing, showing and analyzing matrices" on
page 1866)
Editing and copying matrix values(see "Editing matrix values" on page 1915)
Applying arithmetic operations to matrix values (see "Using matrix values for calculations" on
page 1927)

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 20.1.3.2 Connecting demand matrices and demand segments

Changing the matrix dimension (see "Changing the structure of matrices" on page 1966)
Correcting matrices (see "Correcting matrices" on page 1972)

20.1.3.2 Connecting demand matrices and demand segments

For an assignment, you connect the demand (available as demand matrix per demand segment)
to the demand segment of your choice. During assignment, VISUM considers the demand stored
in the allocated matrix for each of the demand segments you specified.

Note: You can allocate the same demand matrix to several demand segments.

1. On the Demand menu, click Demand data.

The Demand data window opens.
2. Select the Demand segments tab.
3. In the desired demand segment row, click on the button in the first column Matrix.
The Select matrix window opens.
4. Select the matrix whose values you want to distribute to paths. Here, two methods are
provided (see "Selecting matrices" on page 1869).

Element Description
Select matrix directly From the list of all matrices, select the desired matrix by its num-
ber.
Select matrix by prop- Select a matrix by certain attributes and their values.
erties

5. Select the desired demand matrix.

6. Confirm with OK.
The demand matrix is allocated to the demand segment. A reference to the demand matrix will
be displayed in the second column Matrix. It is a combination of the matrix number and matrix
name.

Tip: To open a Matrix editor window or access matrix data, right-click the matrix of your
choice and select Edit or Create histogram (see "Managing, showing and analyzing
matrices" on page 1866).

7. Confirm again with OK.

20.1.4 Managing time series

Time series describe the temporal distribution of trip demand within the analysis time slice (see
Fundamentals: Chpt. 2.2, page 76) . They are taken into account for PuT assignments and
dynamic PrT assignments. For static PrT assignments, time series are not taken into account
(see Fundamentals: Chpt. 5.1.3, page 210).

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 20.1.4.1 Creating standard time series

20.1.4.1 Creating standard time series

In Visum, time series are modeled as standard time series, coding the temporal distribution of trip
demand.
You can create two types of standard time series:
Time series of matrix numbers: The distribution of trip demand is defined by a selection of
several matrices.
Time series by percentage: The distribution of trip demand is defined by shares and can
include a deviating distribution for OD relations between certain zone types.
1. On the Demand menu, click Demand data.
The Demand data window opens.
2. Select the Standard time series tab.

3. Click the Create icon.

A new standard time series is added.
4. Make the desired settings (see "Properties and options of standard time series" on page 1741).
5. Confirm with OK.
The standard time series is saved.

20.1.4.2 Properties and options of standard time series

Element Description
Number Freely selectable number for standard time series
Name Name of the standard time series
Type From the list, you can select the standard time series type.
1 Time series by percentage
2 Time series of matrix numbers
Note
You can only change the standard time series type if no time intervals have been
defined (see "Creating time intervals for standard time series" on page 1742).
Start Start time of first time interval with defined OD demand (see "Creating time intervals
time for standard time series" on page 1742)
Note
If you connect the standard time series to a demand segment via demand time
series (see "Combining demand time series and demand segment" on page 1748),
the start time is counted from the start of the standard time series. This is set under
Demand > Demand data > on tab Demand segments > Start at (see "Editing the
start day and start time of standard time series" on page 1745).
End time End time of last time interval with defined OD demand (see "Creating time intervals
for standard time series" on page 1742)

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 20.1.4.3 Editing attribute data of standard time series

20.1.4.3 Editing attribute data of standard time series

A description of how to edit attribute values of standard time series can be found in the general
description of demand objects (see "Editing the attribute values of demand objects" on
page 1739)
The step-by-step instruction describes how to edit the attribute values No, Name and Type. To
edit the values of the attributes Start... and End..., edit the time intervals defined for the standard
time series (see "Editing time intervals of standard time series" on page 1744).

20.1.4.4 Creating time intervals for standard time series

1. On the Demand menu, click Demand data.
The Demand data window opens.
2. Select the Standard time series tab.
3. In the list, click the standard time series you want to define time intervals for and allocate
demand to.

4. Click the Edit symbol.

The Edit time series window opens.

5. Click the Create symbol.

A time interval is added.
6. Make the desired changes.

Standard time series of the type: time series by percentage

Element Description
Start day First day of the time interval
Start time Start time of the time interval in time format (hh or hh:mm or hh:mm:ss)
End day Last day of the time interval
Note
The time series may cover multiple days.
End time End time of the time interval in time format (hh or hh:mm or hh:mm:ss)
Weight Relative share of travel demand of total volume with desired departure
time in respective time interval

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 20.1.4.4 Creating time intervals for standard time series

Standard time series of the type: time series by percentage

Element Description
Share Percentage of travel demand with desired departure time in respective
time interval
Note
Based on the weight, this value is calculated automatically.
Accumulated Cumulative percentage of travel demand with desired departure time in
share respective time interval
Note
Based on the calculated percentage shares, this value is calculated auto-
matically.

Standard time series of the time series of matrix numbers type

Element Description
Start day First day of the time interval
Start time Start time of the time interval in time format (hh or hh:mm or hh:mm:ss)
End day Last day of the time interval
Note
The time series may cover multiple days.
End time End time of the time interval in time format (hh or hh:mm or hh:mm:ss)
Matrix ref- You can use the button to assign each time interval a demand matrix that
erence contains the OD demand and the desired departure time within the respect-
ive time interval (see "Selecting matrices" on page 1869).
Matrix Reference to the selected matrix

Note: If you connect the standard time series to a demand segment via demand time series
(see "Combining demand time series and demand segment" on page 1748), Start day,
Start time, End day and End time are counted from start day and start time of the standard
time series. These are set under Demand > Demand data > on tab Demand segments >
Start at (see "Editing the start day and start time of standard time series" on page 1745).

7. Add further time intervals, if applicable.

Note: The time intervals need to be in ascending order and may not overlap.

8. Confirm with OK.

The time intervals and OD demand are saved. On the Standard time series tab, the values of
the attributes Start time and End time are adjusted.

Tip: Alternatively, you can create multiple time intervals with the same duration (see "Creating
multiple time intervals of identical length" on page 1744).

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 20.1.4.5 Creating multiple time intervals of identical length

Note: For a timetable-based assignment, you can refine the intervals by dividing them into time
spans of equal length (homogeneous distribution of demand) (see "Timetable-based assign-
ment: Basis page" on page 2207).

20.1.4.5 Creating multiple time intervals of identical length

1. On the Demand menu, click Demand data.
The OD demand data window opens.
2. Select the Standard time series tab.
3. In the list, click the standard time series you want divide into multiple intervals of the same
length.

4. Click the Edit symbol.

The Edit time series window opens.

5. Click the Create multiple time series symbol.

The Create multiple time series entries window opens.
6. Make the desired changes.

Element Description
Start day First day of the first time interval of the set of intervals
Start Start time in time format (hh or hh:mm or hh:mm:ss) of the first time interval of the
time set of intervals on start day
End day Last day of the last time interval of the set of intervals
End time End time in time format (hh or hh:mm or hh:mm:ss) of the last time interval of the
set of intervals on last day
Time Duration (in [minutes]) of the time intervals you want to insert.
period

Note: If you connect the standard time series to a demand segment via demand time series
(see "Combining demand time series and demand segment" on page 1748), From day,
From time, To day and To time are counted from start day and start time of the standard
time series. These are set under Demand > Demand data > on tab Demand segments >
Start at (see "Editing the start day and start time of standard time series" on page 1745).

7. Confirm with OK.

The time intervals are created.

20.1.4.6 Editing time intervals of standard time series

1. On the Demand menu, click Demand data.
The Demand data window opens.

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 20.1.4.7 Deleting time intervals of standard time series

2. Select the Standard time series tab.

3. In the list, click the standard time series with the time interval data you want to edit.

4. Click the Edit icon.

The Edit time series window opens.
5. In the list, click the time interval that you want to change.
6. Make the desired changes (see "Creating time intervals for standard time series" on
page 1742).
7. Edit other time intervals, if applicable.
8. Confirm with OK.
The changes are applied to the standard time series.

20.1.4.7 Deleting time intervals of standard time series

1. On the Demand menu, click Demand data.
The Demand data window opens.
2. Select the Standard time series tab.
3. In the list, click the standard time series with the time intervals you want to delete.

4. Click the Edit icon.

The Edit time series window opens.
5. In the list, click the time interval you want to delete.

6. Click the Delete symbol .

The time interval is deleted.
7. Delete other time intervals, if applicable.
8. Confirm with OK.
The changes are applied to the standard time series.

20.1.4.8 Editing the start day and start time of standard time series
1. On the Demand menu, click Demand data.
The Demand data window opens.
2. Select the Demand segments tab.
3. In the list, click the demand segment which is - via demand time series - connected to the stand-
ard time series whose start day and start time you want to edit (see "Combining demand time
series and demand segment" on page 1748).
4. Make the desired changes.

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 20.1.4.9 Deleting standard time series

Element Description
Start day Day of the week or date when the standard time series starts that is connected to
index the demand segment via demand time series (see "Combining demand time
series and demand segment" on page 1748)
Notes
This option is only provided if a weekly or annual calendar is used (see "Selecting
a calendar " on page 1540).
You can enter the date as index, in the form dd.mm.yyyy or via the drop-down cal-
endar.
Start Start time of the standard time series that is connected to the demand segment
time via demand time series (see "Combining demand time series and demand seg-
ment" on page 1748).
Entry in time format (hh or hh:mm or hh:mm:ss).
Note
The start time is added to the Start time of the first time interval of the standard
time series (see "Creating time intervals for standard time series" on page 1742).
Example
If the start time of a time series is 12:00:00 and the first Start time is 12:00:00, the
time series will start at 00:00:00.

5. Confirm with OK.

The changes are applied.

20.1.4.9 Deleting standard time series

1. On the Demand menu, click Demand data.
The Demand data window opens.
2. Select the Standard time series tab.
3. From the list of standard time series, select the one you want to delete.

4. Click the Delete symbol .

If this standard time series has been connected to a time series by pair of zone types and/or to
demand time series, a security query opens (see "Allocating different standard time series to
relations between certain zone types" on page 1747 and "Creating demand time series" on
page 1747).
5. Confirm the query with Yes.
The standard time series and the particular zone type-based time series and/or demand time
series are deleted.

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 20.1.4.10 Creating demand time series

20.1.4.10 Creating demand time series

For assignment, the temporal distribution of trip demand needs to be connected to the OD
demand. The demand is stored as demand matrix per demand segment (see Fundamentals:
Chpt. 5.1.1, page 208). To make the connection, specify a standard time series as demand time
series and assign it to a demand segment (see "Combining demand time series and demand seg-
ment" on page 1748).

Note: You can edit the standard time series for OD pairs of selected zone types. To do so,
assign the OD pairs of your choice to different standard time series (see "Allocating different
standard time series to relations between certain zone types" on page 1747). However, you
can only do so for time series in percent.

1. On the Demand menu, click Demand data.

The Demand data window opens.
2. Select the Demand time series tab.

3. Click the Create icon.

A new demand time series is added.
4. Make the desired changes.

Element Description
Number Freely selectable number for demand time series
Code Short name of the demand time series
Name Long name of the demand time series
Standard time From the selection list, you can allocate a standard time series to the
series demand time series.

5. Confirm with OK.

The demand time series is saved.

20.1.4.11 Allocating different standard time series to relations between certain zone types
Note: To edit the standard time series, the demand time series must first be assigned a stand-
ard time series in percent (see "Properties and options of standard time series" on page 1741).

1. On the Demand menu, click Demand data.

The Demand data window opens.
2. Select the Demand time series tab.
3. In the list, select the demand time series whose standard time series you want to edit between
certain zone types.
4. Click the Edit button.
The Edit time series per pair of zone types window opens.

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 20.1.4.12 Combining demand time series and demand segment

5. Click the Create button.

The Create zone type time series window opens.
6. Make the desired changes.

Element Description
From type Zone type of the origin zone
To type Zone type of the destination zone
Standard Use the list box to select a different standard time series (than the one in per-
time series cent you previously chose) for the respective OD pair.

7. Confirm with OK.

A new row is added to the list. It shows the desired zone type pair and the allocated standard
time series.
8. Add further pairs of zone types, if required.
9. To edit the standard time series of a zone type pair in the list, use the respective Standard
time series list.
10. If required, in the list, click the row you want to delete.
11. Click the Delete button.
The row is deleted.
12. Confirm with OK.
The changes are applied.

20.1.4.12 Combining demand time series and demand segment

The distribution of travel demand is coded in standard time series and trip demand is coded in
matrices. To combine both data, you need to allocate each standard time series to a demand time
series first (see "Creating demand time series" on page 1747). Furthermore, each demand matrix
needs to be combined with a demand segment (see "Connecting demand matrices and demand
segments" on page 1740). Then each demand time series needs to be combined with the cor-
responding demand segment.
1. On the Demand menu, click Demand data.
The Demand data window opens.
2. Select the Demand segments tab.
3. In the list, select the demand segment you would like to combine with a demand time series.
4. In the Demand time series selection list, click the desired demand time series.
The demand time series is connected to the demand segment.

20.1.4.13 Deleting demand time series

1. On the Demand menu, click Demand data.

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 20.1.5 Managing time interval sets

The Demand data window opens.

2. Select the Demand time series tab.
3. From the list of demand time series, select the one you want to delete.
4. Click the Delete button.
If this demand time series has been connected to time series by pair of zone types and
demand segments, a security query opens (see "Allocating different standard time series to
relations between certain zone types" on page 1747 and "Combining demand time series and
demand segment" on page 1748).
5. Confirm the query with Yes.
The demand time series, its zone type-based time series and references to demand segments
are deleted.

20.1.5 Managing time interval sets

In Visum time interval sets offer the possibility to use time definitions that exist separately (time-
varying attributes, time series), but can also be used for several purposes (output, user-defined
attributes) (see Fundamentals: Chpt. 3.2.3, page 150). Time interval sets can also be used to see
results in a different time resolution.
It is possible to have different user-defined attributes with different time interval sets as sub-
attribute types for a network object type. For example, you could have link count values on one
time interval set (e.g. by the hour), a base link volume on another time interval set (e.g. every 15
minutes), and finally link volumes from an assignment on a third time interval set that is used as
analysis time interval (e.g. every 5 minutes).

Note: An analysis time interval set is a special time interval set. You therefore manage analysis
time intervals in the List (time interval sets) window. You can define exactly one time interval
set as the analysis time interval set for each network (see "Properties and options of time inter-
val sets" on page 1749).

20.1.5.1 Properties and options of time interval sets

Element Description
Number Freely selectable number of the time interval set
Code Code of the time interval set
Name Name of the time interval set
IsAnalysisTimeIntervalSet If this option is selected, the time interval set is used as analysis
time interval.
Note
Exactly one time interval set can be used as analysis time inter-
val.

20.1.5.2 Creating time interval sets

1. From the Network menu, choose Time interval sets.

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 20.1.5.3 Deleting time interval sets

The List (Time interval sets) window opens.

2. On the window toolbar, click the Create symbol.

A new time interval set is added.
3. Make the desired changes (see "Properties and options of time interval sets" on page 1749).
4. Confirm with OK.
The time interval set is saved.

20.1.5.3 Deleting time interval sets

1. From the Network menu, choose Time interval sets.
The List (Time interval sets) window opens.
2. From the list, select the time interval sets you want to delete.

3. Click the Delete symbol .

The time interval sets are deleted.

20.1.5.4 Editing time intervals of time interval sets

1. From the Network menu, choose Time interval sets.
The List (Time interval sets) window opens.
2. In the list, click the time interval set of your choice.

3. Click the Edit icon.

The Edit time intervals (time interval set <No>) window opens.
You can edit the white fields of the time intervals directly and also perform the following actions:
Inserting a time interval in a time interval set
Deleting time intervals
Sorting time intervals according to start time
Dividing time intervals
4. Confirm with OK.

20.1.5.5 Inserting a time interval in a time interval set

1. Make sure that the Edit time intervals (time interval set <No>) window is open (see "Editing
time intervals of time interval sets" on page 1750).

2. Click the Create time interval symbol.

A time interval is added.

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 20.1.5.6 Inserting several time intervals of the same length into a time interval set

Inserting several time intervals at once

1. Click the Create multiple time intervals symbol.

2. Make the desired changes.

Element Description
Code Unique code of the time interval
Name Name of the time interval
StartTime First day (start) of the time interval
EndTime Start time of the time interval in time format (hh or hh:mm or hh:mm:ss)
Duration Last day (end) of the time interval
Note
The time series may cover multiple days.

3. Add further time intervals, if applicable.

Note: The time intervals must be ascending and not overlapping, but they may contain gaps.

4. Confirm with OK.

The time intervals are saved.

Tip: Alternatively, you can create multiple time intervals with the same duration (see "Creating
multiple time intervals of identical length" on page 1744).

Note: For a timetable-based assignment, you can refine the intervals by dividing them into time
spans of equal length (homogeneous distribution of OD demand) (see "Timetable-based
assignment: Basis page" on page 2207).

20.1.5.6 Inserting several time intervals of the same length into a time interval set
1. Make sure that the Edit time intervals (time interval set <No>) window is open (see "Editing
time intervals of time interval sets" on page 1750).

2. Click the Create multiple time intervals symbol.

The Create time intervals window opens.
3. Make the desired changes.

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 20.1.5.7 Deleting time intervals

Element Description
From- First day (start) of the first time interval of the set of intervals
day
From- Start time in time format (hh or hh:mm or hh:mm:ss) of the first time interval of the
time set of intervals on start day
To-day Last day (end) of the last time interval of the set of intervals
To-time End time in time format (hh or hh:mm or hh:mm:ss) of the last time interval of the
set of intervals on last day
Time Duration (in [minutes]) of the time intervals you want to insert.
period

4. Confirm with OK.

The time intervals are created.

20.1.5.7 Deleting time intervals

1. Make sure that the Edit time intervals (time interval set <No>) window is open (see "Editing
time intervals of time interval sets" on page 1750).
2. Mark the time intervals that you want to delete.

3. Click the Delete symbol.

4. Confirm with OK.
The time intervals are deleted.

20.1.5.8 Sorting time intervals according to start time

You can edit time intervals and, for example, change the start time of a time interval and then sort
in ascending order according to the start time.
1. Make sure that the Edit time intervals window is open.
The List (Time interval sets) window opens.
2. In the list, click the time interval set of your choice.

3. Click the Edit icon.

The Edit time intervals window opens.
4. Select the time intervals that you want to divide.

5. Click the Refine marked time intervals symbol.

The Refine marked time intervals window opens.
6. Enter a number in the Factor input field that determines how many time intervals of the same
duration the selected time intervals are divided into.

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 20.1.5.9 Dividing time intervals

7. Confirm with OK.

The time intervals are divided.

20.1.5.9 Dividing time intervals

You can divide time intervals into smaller units with the same duration. For example, a time inter-
val with a duration of 30 minutes in five time intervals with a duration of 6 minutes each.
1. From the Network menu, choose Time interval sets.
The List (Time interval sets) window opens.
2. In the list, click the time interval set of your choice.

3. Click the Edit icon.

The Edit time intervals window opens.
4. Select the time intervals that you want to divide.

5. Click the Refine marked time intervals symbol.

The Refine marked time intervals window opens.
6. Enter a number in the Factor input field that determines how many time intervals of the same
duration the selected time intervals are divided into.
7. Confirm with OK..
The time intervals are divided.

20.1.5.10 Defining a time interval set as analysis time interval set

Time interval sets serve as the basis for analysis time intervals. You can define exactly one time
interval set as the analysis time interval set.
1. From the Network menu, choose Time interval sets.
The List (Time interval sets) window opens.
2. In the list, mark the time interval set you want to define as the analysis time interval set.
3. Right-click the selection and choose Use as analysis time interval set from the shortcut
menu.
In the column IsAnalysisTimeIntervalSet the box is activated and the time interval set is defined
as the analysis time interval set.

20.1.6 Managing demand objects

Demand models are particular Visum demand objects to which further demand objects (person
groups, activities, activity pairs and activity chains, demand strata, structural properties, sectors,
delivery concepts) are assigned (see Fundamentals: Chpt. 5.1.4, page 210). They allow you to
define and store various computation models for demand modeling in Visum (see Fundamentals:
Chpt. 2.2, page 76).

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 20.1.6.1 Creating a demand model

20.1.6.1 Creating a demand model

1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the Basis tab.
3. Click the Create button.
A new demand model is added.
4. Make the desired settings (see "Properties and options of demand models" on page 1754).

Tip: Alternatively, you can read a pre-defined demand model and corresponding data from a
demand data file (see "Importing predefined demand models *.dmd" on page 1756).

5. Confirm with OK.

The demand model is saved.

20.1.6.2 Properties and options of demand models

Element Description
Code Short name of the demand model
Name Long name of the demand model
Type From the selection list, you can select the type of demand model computation (see
Fundamentals: Chpt. 2.2, page 76).
Standard 4-Step
EVA-P
Tour-based model
Tour-based freight
ABM
Notes
To make the computation types EVA-P, Tour-based model and Tour-based freight
available, check the add-ons EVA (passenger demand model), Tour-based
demand model, and Tour-based freight demand model. The ABM model is
only available with the add-on Activity-based demand model (see " Enabling or
disabling add-ons" on page 1058).
You cannot edit the demand model type Tour-based model after the definition of
activity chains for the demand model (see "Creating an activity chain" on
page 1766).

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 20.1.6.3 Editing attribute data of demand models

Element Description
Modes Relevant modes for the demand model
Note
No modes can be selected for the tour-based freight model and ABM.
Balancing The checkbox indicates whether or not the constraint balancing has been cal-
executed culated for at least one demand stratum of the demand model (see Fundamentals:
(EVA) Chpt. 5.2.9.2, page 237).
Note
This option is only provided for demand models of the EVA-P type.

20.1.6.3 Editing attribute data of demand models

A description of how to edit attribute values of demand models can be found in the general
description of demand objects (see "Editing the attribute values of demand objects" on
page 1739)

20.1.6.4 Deleting demand models

1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the Basis tab.
3. From the list of demand models, select the one you want to delete.

Tip: To mark multiple demand models press the CTRL key and keep it pressed while clicking
the desired entries one by one.

4. Click the Delete button.

If demand objects have been allocated to the demand models, a security prompt opens.
5. Select the demand models to be deleted.

Element Description
Yes The demand model listed in the window is deleted and also the demand objects
allocated to it.
Yes for All remaining demand models are deleted and also the demand objects allocated
all to them.
No The action is cancelled.
No for all The action is cancelled.
Cancel The action is cancelled.

The demand models and allocated demand objects are deleted.

Note: You may not delete all of the demand models in the network. At least one demand model
needs to be defined.

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 20.1.6.5 Importing predefined demand models *.dmd

20.1.6.5 Importing predefined demand models *.dmd

A quick and easy way to supply a version file with data is to read pre-defined demand models and
their corresponding data from a demand data file *.dmd.

Tip: Here you can find the demand model templates supplied with the program: ...\Program
files\ PTV Vision\PTV Visum 2022\Data\Demand_Templates.

1. On the Demand menu, click Demand models.

The Demand models window opens.
2. Select the Basis tab.
3. Click the Load model template button.
The Open model template window opens.
4. Select the demand data file you want to use.
5. Click the Open button.
A query opens.
6. Confirm with Yes.
The demand model and corresponding demand objects are read additionally.

20.1.7 Managing person groups

The population living in the planning area is broken down into so-called "behavior-homogeneous"
groups (see Fundamentals: Chpt. 2.2, page 76) . The traffic behavior of the different groups
should be clearly different, but within the individual groups it should be as homogeneous as pos-
sible (see Fundamentals: Chpt. 5.1.5, page 210).

20.1.7.1 Creating a person group

A description of how to create person groups is included in the general description of demand
objects (see "Creating demand objects" on page 1738)

20.1.7.2 Properties and options of person groups

Element Description
Code Short name of the person group
Name Long name of the person group

20.1.7.3 Editing attribute data of person groups

A description of how to edit attribute values of person groups can be found in the general descrip-
tion of demand objects (see "Editing the attribute values of demand objects" on page 1739)

20.1.7.4 Editing the number of persons in a person group

In the zones list, you can show and edit the Number of persons attribute for any zone or person
group (see "Adjusting the list layout" on page 2514 and "Editing the properties of objects in lists"
on page 2535).

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 20.1.7.5 Deleting person groups

Tip: If you make the appropriate setting before opening a zone list (see "Setting list options" on
page 2512), Visum will automatically create some list layout files when a zone list is opened.
Using these files, you can quickly view the most important demand data.

1. Open the Zones list (see "Opening a list" on page 2508).

2. From the selection list, select the pre-defined list layout Person groups and Structural prop-
erties.
For each person group, a column with attribute Number of persons is displayed.
3. Edit the attribute value for each desired zone and person group (see "Editing the properties of
objects in lists" on page 2535).
4. Confirm with OK.
The changes are applied.

20.1.7.5 Deleting person groups

1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the Person groups tab.
3. In the Select demand model list, click the demand model of your choice.
4. From the list of person groups, select the one you want to delete.

Tip: To select multiple person groups, press the CTRL key and keep it pressed while clicking
the desired person groups one by one.

5. Click the Delete button.

If a person group has been allocated to a demand stratum, a security query opens.
6. Select the person groups to be deleted.

Element Description
Yes The person group listed in the window is deleted and also the demand strata alloc-
ated to it.
Yes for All remaining marked person groups are deleted and also the demand strata
all which refer to them.
No The action is cancelled.
No for all The action is cancelled.
Cancel The action is cancelled.

The person groups and corresponding demand strata are deleted.

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 20.1.8 Managing structural properties

20.1.8 Managing structural properties

Structural properties are used to measure the zone attractiveness as origin or destination of a jour-
ney. They, for example, include sales floor areas or the number of school places.

Note: You can define structural properties for demand model of EVA-P (see Fundamentals:
Chpt. 5.2.9.1, page 232) or tour-based model type (see Fundamentals: Chpt. 5.2.10.1,
page 267).

20.1.8.1 Creating a structural property

A description of how to create structural property is included in the general description of demand
objects (see "Creating demand objects" on page 1738)

20.1.8.2 Properties and options of structural properties

Element Description
Code Short name of the structural property
Name Long name of the structural property

20.1.8.3 Editing attribute data of structural properties

A description of how to edit attribute values of structural properties can be found in the general
description of demand objects (see "Editing the attribute values of demand objects" on
page 1739)

20.1.8.4 Editing structural property data

For each zone you can display and edit the values of the structural properties in the zones list (see
"Adjusting the list layout" on page 2514 and "Editing the properties of objects in lists" on
page 2535).

Tip: If you make the appropriate setting before opening a zone list (see "Setting list options" on
page 2512), Visum will automatically create some list layout files when a zone list is opened.
Using these files, you can quickly view the most important demand data.

1. Open the Zones list (see "Opening a list" on page 2508).

2. From the selection list, select the pre-defined list layout Person groups and Structural prop-
erties.
A column with the ValStructuralProp <Structural property code> attribute is displayed for
each structural property.
3. Edit the attribute values for each desired zone and structural property (see "Editing the prop-
erties of objects in lists" on page 2535).
4. Confirm with OK.
The changes are applied.

20.1.8.5 Deleting structural properties

1. In the Demand menu, click the Demand models entry.

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 20.1.9 Managing activities, activity pairs and activity chains

The Demand models window opens.

2. Select the Structural properties tab.
3. In the Select demand model list, click the demand model of your choice.
4. From the list of structural properties, select the ones you want to delete.

Tip: To select multiple structural properties, press the CTRL key and keep it pressed while
clicking the desired structural properties one by one.

5. Click the Delete button.

If a structural property has been allocated to a demand object, a security query opens.
6. Select the structural properties to be deleted.

Element Description
Yes The structural property listed in the window is deleted and also the demand
objects allocated to it.
Yes for All remaining marked structural properties are deleted and also the demand
all objects allocated to them.
No The action is cancelled.
No for all The action is cancelled.
Cancel The action is cancelled.

The structural properties and corresponding demand objects are deleted.

20.1.9 Managing activities, activity pairs and activity chains

The demand model is based on the assumption that trip purposes or external activities cause
mobility (see Fundamentals: Chpt. 2.2, page 76).
An activity pair corresponds to the trip between two successive activities in the daily routine of a
person.
An activity chain describes a sequence of typified activities in the daily routine of a person. For
example, the chain home – work – shopping – home (HWOH). Such a sequence of activity pairs
implies trips, in this example here three different trips: HW, WO, OH (see Fundamentals: Chpt.
5.1.6, page 211).

20.1.9.1 Creating an activity

A description of how to create an activity can be found in the general description of demand
objects (see "Creating demand objects" on page 1738)

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 20.1.9.2 Properties and options of activities

20.1.9.2 Properties and options of activities

Demand models of the EVA-P type
Element Description
Code Short name of the activity
Name Long name of the activity
Home If this option has been selected, the activity is defined as home location of trav-
eling persons.
Note
You can select only one activity as home activity.
Structural prop- This button opens a separate window for the respective activity. Here you can
erties select the production or attraction potential properties for trip generation (see
Fundamentals: Chpt. 5.2.9.1, page 232).

Demand models of the tour-based model type

Element Description
Code Short name of the activity
Name Long name of the activity
Home If this option has been selected, the activity is defined as home location of trav-
eling persons.
Note
You can select only one activity as home activity.
Rank In an activity chain, the activity with the lowest numerical value is regarded as
the main activity; in the case of a tie, the first is regarded as the main activity.
Rank is considered when you use the Rubberbanding functionality to cal-
culate trip distribution (see Fundamentals: Chpt. 5.2.10.4, page 282)
Note
We recommend to clearly define the main activity and to avoid multiple activ-
ities with the same lowest value.
Structural prop- This button opens a separate window for the respective activity. Here you can
erty select the attraction potential properties for trip distribution (see Fun-
damentals: Chpt. 5.2.10.1, page 267).
Destination- If this option has been selected, Tour-based model - Trip distribution will
bound binding regard the destination binding for the particular activity (see Fundamentals:
Chpt. 5.2.10.1, page 267).
Note
For the home activity, destination binding is always regarded.
Joint coupling If the option is selected, in the trip distribution of the tour-based model, the tar-
of demand get potential is divided between all demand strata of the activity (see Fun-
strata damentals: Chpt. 5.2.10.1, page 267).
Note

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 20.1.9.3 Editing attribute data of activities

Demand models of the tour-based model type

Element Description
This option is provided only if the option Destination-bound binding has
been selected.
CF DMin Factor for the lower limit of the attraction (see Fundamentals: Chpt. 5.2.10.1,
page 267)
Notes
This option is only provided if option Destination-bound binding has been
selected for this activity.
For the home activity, the factor is always 1.0.
CF DMax Factor for the upper limit of the attraction (see Fundamentals: Chpt. 5.2.10.1,
page 267)
Notes
This option is only provided if option Destination-bound binding has been
selected for this activity.
For the home activity, the factor is always 1.0.

Note: The factors CF DMin and CF DMax define a constraint for the destination side. For the
origin side, the constraint is always hard. Then the (origin and destination bound) distribution is
calculated for each activity pair according to the constraint factors chosen for the destination
side (see Fundamentals: Chpt. 5.2.10.3, page 270).

Demand models of the type ABM

Element Description
Code Short name of the activity
Name Long name of the activity
Home If this option has been selected, the activity is defined as home location of
traveling persons.
Note
For models of type ABM, you can define several activities as home activities.

20.1.9.3 Editing attribute data of activities

A description of how to edit attribute values of activities can be found in the general description of
demand objects (see "Editing the attribute values of demand objects" on page 1739)

20.1.9.4 Deleting activities

1. In the Demand menu, click the Demand models entry.
The Demand models window opens.
2. Select the Activities tab.
3. In the Select demand model list, click the demand model of your choice.

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 20.1.9.5 Creating an activity pair

4. From the list of activities, select the ones you want to delete.

Tip: To mark multiple activities, press the CTRL key and keep it pressed while clicking the
desired entries one by one.

5. Click the Delete button.

If the activities have been connected with activity pairs, a security query opens.
6. Select the activities to be deleted.

Element Description
Yes The activity listed in the window is deleted and also the activity pairs and
sequences of activities of activity chains which refer to the activity.
Yes for All remaining marked activities are deleted and also the activity pairs and
all sequences of activities of activity chains which refer to the activity.
No The action is cancelled.
No for all The action is cancelled.
Cancel The action is cancelled.

The activities and the corresponding activity pairs as well as the sequences of activities of activity
chains are deleted.

20.1.9.5 Creating an activity pair

There are two ways to create activity pairs:
individually (see "Creating demand objects" on page 1738)
Automatically for marked activities
Note: For demand models of the tour-based model type, activity pairs are created automatically
if you define the sequence of activities of an activity chain (see "Properties and options of activ-
ity chains" on page 1767). You may also create activity pairs individually or have them inserted
automatically for selected activities.

Having activity pairs inserted for selected activities

You can have the respective activity pairs inserted automatically for the activities you select.
1. In the Demand menu, click the Demand models entry.
The Demand models window opens.
2. Select the Activities tab.
3. In the Select demand model list, click the demand model of your choice.
4. In the list, select the activities you would like to create the corresponding activity pairs for.

Tip: To mark multiple activities, press the CTRL key and keep it pressed while clicking the
desired entries one by one.

5. Click the Create activity pairs button.

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 20.1.9.6 Properties and options of activity pairs

For each combination of the selected activities with any other activity in the list, two activity
pairs are created - one for each direction. In addition, another activity pair is created for each
selected activity, where the selected activity is both origin and destination.

Note: If you select several activities, a message is displayed informing you about activity
pairs that already exist.

6. Confirm the message with OK for all.

7. Make the desired settings (see "Properties and options of activity pairs" on page 1763).
8. Confirm with OK.
The activity pairs are saved.

20.1.9.6 Properties and options of activity pairs

Demand models of the Standard 4-step type
Element Description
Code Short name of the activity pair
Name Long name of the activity pair

Demand models of the EVA-P type

Element Description
Code Short name of the activity pair
Name Long name of the activity pair
Origin activity Via the particular selection list you define the trip's source activity of the activ-
ity pair.
Note
An empty entry is permitted.
Destination Via the particular selection list you define the trip's target activity of the activity
activity pair.
Note
An empty entry is permitted.

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 20.1.9.7 Editing attribute data of activity pairs

Demand models of the EVA-P type

Element Description
OD type Display of the direction of the activity pair with regard to the home activity
(see Fundamentals: Chpt. 5.2.9.2, page 237).
1 = Origin activity is home activity, e.g. Home-Work
2 = Destination activity is home activity, e.g. Shopping-Home
3 = Neither origin nor destination activity is home activity, e.g. Work-
Shopping
By default, the direction is derived from the activity that has been selected as
home activity (see "Properties and options of activities" on page 1760). Via
the selection list you can change the current direction settings.
Joint coupling Use the drop-down list to define the coupling of the constraints across
of demand demand strata (see Fundamentals: Chpt. , page 242).
strata calculate separately: the constraints apply per demand stratum
couple jointly on origin side: the constraints apply together on the origin
side for all demand strata with this activity pair.
couple jointly on destination side: the constraints apply together on the
destination side for all demand strata with this activity pair.
couple jointly on both sides: the constraints apply together on the origin
and destination side for all demand strata with this activity pair.

Demand models of the tour-based model type

Element Description
Code Short name of the activity pair
Name Long name of the activity pair
Origin activity Via the particular selection list you define the trip's source activity of the activ-
ity pair.
Note
An empty entry is permitted.
Destination Via the particular selection list you define the trip's target activity of the activity
activity pair.
Note
An empty entry is permitted.
Time series Via this button you can - in a separate window - allocate person groups to
input standard time series as percentages for the computation of OD demand
by the hour (see "Connecting activity pairs and standard time series" on
page 1765).

20.1.9.7 Editing attribute data of activity pairs

A description of how to edit attribute values of activity pairs can be found in the general description
of demand objects (see "Editing the attribute values of demand objects" on page 1739)

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 20.1.9.8 Connecting activity pairs and standard time series

20.1.9.8 Connecting activity pairs and standard time series

With the demand model of the tour-based model type you can calculate the OD demand even by
the hour; therefore you need to connect the standard time series as percentages with activity
pairs and person groups (see "Properties and options of standard time series" on page 1741).
1. In the Demand menu, click the Demand models entry.
The Demand models window opens.
2. Select the Activity pairs tab.
3. In the Select demand model list, click the demand model of your choice.
4. In the list, select the activity pair you would like to combine with standard time series and per-
son groups.
5. In the Time series column, click the corresponding button.
The Select time series window opens.
6. Make the desired changes.

Element Description
The same If this option has been selected, the same standard time series is allocated to
time series all person groups. From the selection list, you can select the standard time
for all series.
person
groups
Separate If this option has been selected, you can select a specific standard time series
time series for each person group; therefore, you need to mark the desired person group
per person in the list and select the standard time series from the particular selection list in
group the Time series column.

7. Confirm with OK.

Allocation is applied.

20.1.9.9 Deleting activity pairs

1. In the Demand menu, click the Demand models entry.
The Demand models window opens.
2. Select the Activity pairs tab.
3. In the Select demand model list, click the demand model of your choice.
4. From the list of activity pairs, select the ones you want to delete.

Tip: To mark multiple activity pairs press the CTRL key and keep it pressed while clicking the
desired entries one by one.

5. Click the Delete button.

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 20.1.9.10 Creating an activity chain

If the activity pairs have been allocated to demand strata or belong to an activity chain, a secur-
ity query opens.
6. Select the activity pairs to be deleted.

Element Description
Yes The activity pair listed in the window is deleted and also the demand strata or
sequences of activities of activity chains which refer to the activity pair.
Yes for All remaining marked activity pairs and also the demand strata or sequences of
all activities of activity chains which refer to the activity pairs.
No The action is cancelled.
No for all The action is cancelled.
Cancel The action is cancelled.

The activity pairs and also the corresponding demand strata and sequences of activities of activity
chains are deleted.

20.1.9.10 Creating an activity chain

Note: Interactively, you can define activity chains only for demand models of the tour-based
model type. In the case of Standard 4-step models and EVA-P models one activity chain cor-
responds to exactly one activity pair (see Fundamentals: Chpt. 5.1.6, page 211).

1. In the Demand menu, click the Demand models entry.

The Demand models window opens.
2. Select the Activity chains tab.
3. In the Select demand model list, click the demand model of your choice.
4. Click the Create button.
The Create activity chain window opens. The Sequence section contains an activities field
for the desired activities of the activity chain. The home activity is displayed before and after
the field.
5. In the Create activity section, select the first activity of your choice.

6. Click the Create activity icon.

The activity code is entered in the upper field.
7. Add further activities in the sequence required.

Note: The activity codes are automatically separated by a comma.

Tip: You can also enter or edit the activity codes manually. Make sure you separate them
using a comma.

8. Confirm with OK.

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 20.1.9.11 Properties and options of activity chains

The activity chain is saved.

20.1.9.11 Properties and options of activity chains

Element Description
Code Short name of the activity chain
Name Long name of the activity chain
Sequence of Comma-separated list of the codes of those activities forming the chain.
activities Notes
Home activity is always the first and the last activity of a chain (see "Properties
and options of activities" on page 1760).
As soon as you enter a sequence of activities, the corresponding activity pairs
are created automatically.

20.1.9.12 Editing attribute data of activity chains

A description of how to edit activity chains can be found in the general description of demand
objects (see "Editing the attribute values of demand objects" on page 1739)

20.1.9.13 Deleting activity chains

1. In the Demand menu, click the Demand models entry.
The Demand models window opens.
2. Select the Activity chains tab.
3. In the Select demand model list, click the demand model of your choice.
4. From the list of activity chains, select the ones you want to delete.

Tip: To mark multiple activity chains press the CTRL key and keep it pressed while clicking
the desired entries one by one.

5. Click the Delete button.

If the activity chains have been connected with demand strata, a security query opens.
6. Select the activity chains to be deleted.

Element Description
Yes The activity chain listed in the window is deleted and also the demand strata
which refer to it.
Yes for All remaining marked activity chains are deleted and also the demand strata
all which refer to them.
No The action is cancelled.
No for all The action is cancelled.
Cancel The action is cancelled.

The activity chains and corresponding demand strata are deleted.

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 20.1.10 Manage sectors and delivery concepts

20.1.10 Manage sectors and delivery concepts

Note: You can define sectors and delivery concepts only for demand models of the tour-based
freight type (see Fundamentals: Chpt. 5.2.12, page 291).

Sectors are source sectors (e.g. wholesale food) and/or destination sectors (e.g. private house-
holds). Within the source sectors, the traffic types are further differentiated by delivery concept
(e.g. HGV > 3.5 T).
Demand strata are created for the tour-based freight model from source sectors and delivery con-
cepts.

20.1.10.1 Create sector

A description of how to create sectors is included in the general description of demand objects
(see "Creating demand objects" on page 1738)

Note: You can create sectors only for demand models of the tour-based freight type.

20.1.10.2 Properties and options of sectors

Element Description
Code Code of the sector
Name Name of the sector
Is source If this option has been selected, the sector is defined as origin of trips.
sector Notes
A sector can be both origin and destination sector. Only sectors which are
defined as source sectors are used to create the demand strata.
Is des- If this option has been selected, the sector is defined as destination of trips.
tination sec-
tor

20.1.10.3 Editing the attribute values of sectors

A description of how to edit attribute values of sectors can be found in the general description of
demand objects (see "Editing the attribute values of demand objects" on page 1739)

20.1.10.4 Delete sectors

1. In the Demand menu, click the entry Demand models entry.
The Demand models window opens.
2. Select the tour-based freight model.
3. Select the Sectors tab.
4. From the list of sectors, select the ones you want to delete.
5. Click the Delete button.
If the sectors have been connected with demand strata, a security query opens.
6. If necessary, confirm the query.

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 20.1.10.5 Creating delivery concepts

The sectors and, if necessary, the corresponding demand strata are deleted.

20.1.10.5 Creating delivery concepts

A description of how to create sectors is included in the general description of demand objects
(see "Creating demand objects" on page 1738)

Note: Interactively, you can define delivery concepts only for demand models of the tour-based
model type.

20.1.10.6 Properties and options of delivery concepts

Element Description
Code Code of the delivery concept
Name Name of the delivery concept

20.1.10.7 Editing the attribute values of delivery concepts

A description of how to edit attribute values of delivery concepts can be found in the general
description of demand objects (see "Editing the attribute values of demand objects" on
page 1739)

20.1.10.8 Deleting delivery concepts

1. In the Demand menu, click the entry Demand models entry.
The Demand models window opens.
2. Select the tour-based freight model.
3. Select the Delivery concepts tab.
4. From the list, select the delivery concepts you want to delete.
5. Click the Delete button.
If the delivery concepts have been connected with demand strata, a security query opens.
6. If necessary, confirm the query.
The delivery concepts and corresponding demand strata are deleted.

20.1.11 Managing demand strata

The demand stratum constitutes the basic demand object for calculating trip generation, trip dis-
tribution and mode choice (see Fundamentals: Chpt. 2.2, page 76). It links an activity chain to one
or several person groups (see Fundamentals: Chpt. 5.1.7, page 213).
For the complete list of demand strata, call menu Lists (see "Opening a list" on page 2508).

20.1.11.1 Creating a demand stratum

There are several ways to create demand strata.
Creating demand strata one by one
Creating demand strata automatically for marked activity pairs

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20.1.11.1 Creating a demand stratum

Creating demand strata automatically for marked person groups

Creating demand strata automatically for marked activity chains
Creating demand strata automatically for marked sectors
Creating demand strata automatically for marked delivery concepts

Creating demand strata one by one

A description of how to create demand strata individually is included in the general description of
demand objects (see "Creating demand objects" on page 1738).

Creating demand strata automatically for marked activity pairs

If you would like to create multiple demand strata you can create the corresponding demand
strata for selected activity pairs of demand models of the Standard 4-step type or of the EVA-P
type or automatically.
1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the Activity pairs tab.
3. In the Select demand model list, click the demand model of your choice.
4. In the list, select the activity pairs you would like to create the corresponding demand strata for.

Tip: To mark multiple activity pairs press the CTRL key and keep it pressed while clicking the
desired entries one by one.

5. Click the Create demand strata button.

For the selected activity pairs as many demand strata are created as person groups have been
defined (see "Managing person groups" on page 1756).
6. Make the desired settings (see "Properties and options of demand strata" on page 1772).
7. Confirm with OK.

Creating demand strata automatically for marked person groups

If you would like to create multiple demand strata you can create the corresponding demand
strata automatically for person groups.
1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the Person groups tab.
3. In the Select demand model list, click the demand model of your choice.
4. In the list, select the person groups you would like to create the corresponding demand strata
for.

Tip: To select multiple person groups, press the CTRL key and keep it pressed while clicking
the desired person groups one by one.

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 20.1.11.1 Creating a demand stratum

5. Click the Create demand strata button.

For the marked person groups as many demand strata are created as activity pairs (Standard
4-step and EVA-P) or activity chains (tour-based model) have been defined (see "Managing
activities, activity pairs and activity chains" on page 1759).
6. Make the desired settings (see "Properties and options of demand strata" on page 1772).
7. Confirm with OK.

Creating demand strata automatically for marked activity chains

If you would like to create multiple demand strata you can create the corresponding demand
strata automatically for selected activity chains of demand models of the tour-based model type.
1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the Activity chains tab.
3. In the Select demand model list, click the demand model of your choice.
4. In the list, select the activity chains you would like to create the corresponding demand strata
for.

Tip: To mark multiple activity chains press the CTRL key and keep it pressed while clicking
the desired entries one by one.

5. Click the Create Demand strata button.

For the marked activity chains as many demand strata are created as person groups have
been defined (see "Managing person groups" on page 1756).
6. Make the desired settings (see "Properties and options of demand strata" on page 1772).
7. Confirm with OK.

Creating demand strata automatically for marked sectors or delivery concepts

If you would like to create multiple demand strata you can create the corresponding demand
strata automatically for selected sectors and delivery concepts of the tour-based freight model.
1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the tour-based freight model.
3. Select the Sectors or Delivery concepts tab.
4. In the list, select the sectors you would like to create the corresponding demand strata for.
5. Click the Create Demand strata button.
Demand strata are created for the marked objects.
6. Make the desired settings (see "Properties and options of demand strata" on page 1772).
7. Confirm with OK.

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 20.1.11.2 Properties and options of demand strata

20.1.11.2 Properties and options of demand strata

Demand models of the Standard 4-step type
Element Description
Show user- If the option has been selected, all user-defined attributes of the demand
defined attrib- strata are displayed.
utes
Code Short name of the demand stratum
Name Long name of the demand stratum
Demand seg- In a separate window, you can select the demand segment set for the
ment set demand stratum. A demand segment set is a combination of a demand seg-
ment and a mode.
Person groups Via this button, you may - in a separate window - select the person groups
the demand stratum refers to.
Activity pair From the list, you can choose the activity pair the demand stratum refers to.

Demand models of the EVA-P type

Element Description
Code Short name of the demand stratum
Name Long name of the demand stratum
Demand segment set In a separate window, you can select the demand segment set for
the demand stratum. A demand segment set is a combination of a
demand segment and a mode.
Person groups Via this button, you may - in a separate window - select the person
groups the demand stratum refers to.
Activity pair From the list, you can choose the activity pair the demand stratum
refers to.
OD type Direction of the corresponding activity pair (see "Properties and
options of activity pairs" on page 1763)
Structural properties - You can use the button to select the values from which the pro-
origin duction is computed in trip generation for the respective demand
stratum in a separate window (see Fundamentals: Chpt. 5.2.9.1,
page 232).
Structural properties - You can use the button to select the values from which the pro-
destination duction is computed in trip generation for the respective demand
stratum in a separate window (see Fundamentals: Chpt. 5.2.9.1,
page 232).
Weight Weighted share of the demand stratum in the total demand of all
demand strata of the activity pair

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 20.1.11.2 Properties and options of demand strata

Demand models of the EVA-P type

Element Description
In the case of coupling on both sides, weights must be indicated at
each demand stratum of the activity pair. If all weights are set to 0,
each demand stratum receives the same share.
Note
This value is only relevant for all demand strata of the activity pair if
the couple jointly on both sides option is selected for an activity
pair. The value Constraint orig. of all demand strata that use the
activity pair is set to the value of the first demand stratum of this
activity pair on the Constraints tab page.
Calculate weights Use the button to calculate the individual weights of the demand
strata in the total demand.
Productions/Attractions Use the button to edit productions and attractions as well as further
data of the currently selected demand stratum (see "Editing the
demand of EVA-P demand strata" on page 1813).

Demand models of the tour-based model type

Element Description
Code Short name of the demand stratum
Name Long name of the demand stratum
Demand seg- In a separate window, you can select the demand segment set for the
ment set demand stratum. A demand segment set is a combination of a demand seg-
ment and a mode.
Person group Via this button, you can select the person group the demand stratum refers
to.
Activity chain In the selection list, you can select the activity chain the demand stratum
refers to.

Demand models of the tour-based freight type

Element Description
Code Short name of the demand stratum
Name Long name of the demand stratum
Demand seg- In the selection list, you may select the demand segment the demand
ment stratum refers to.
Source sector Via this button, you may - in a separate window - select the source sector the
demand stratum refers to.
Delivery In the selection list, you may select the delivery concept the demand stratum
concept refers to.

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 20.1.11.3 Editing attribute data of demand strata

20.1.11.3 Editing attribute data of demand strata

A description of how to edit attribute values of demand strata can be found in the general descrip-
tion of demand objects (see "Editing the attribute values of demand objects" on page 1739)

Tip: Alternatively, you can open the Demand strata list and edit the values in it (see "Opening
a list" on page 2508 and "Working with lists" on page 2507).

20.1.11.4 Deleting demand strata

1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the Demand strata tab.
3. In the Select demand model list, click the demand model of your choice.
4. From the list of demand strata, select the ones you want to delete.

Tip: To select multiple demand strata, hold down the CTRL key while clicking the desired
entries one by one.

5. Click the Delete button.

The demand strata are deleted.

20.2 Managing objects of activity-based models

The demand module ABM enables the creation of a microscopic demand model based on indi-
vidual decisions of individual persons. PTV Visum offers the corresponding data structures (per-
sons, activity executions, tours, ...) and possibilities of visualization (see Fundamentals: Chpt.
5.2.11, page 286). The model core, which contains the decision models, is programmed by the
user in a script.
You insert objects of the activity-based model (ABM) into lists via menu Demand > ABM. Due to
the dependencies, you must adhere to a certain sequence when inserting the objects.
Insert the objects in the following order:
Activities
Locations
Activity locations
Households
Persons
Schedules
Activity executions
Tours
Trips
Tip: You can also access the objects via the Lists > Demand menu.

In the corresponding Lists, you can insert, edit, and delete objects.

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 20.2.1 Managing activities (ABM)

Markings of ABM objects are passed on to linked objects of the ABM data model when syn-
chronization is activated. For example, the schedules linked to a selected person are also marked
in the corresponding list.

Note: You can display activities at zones, POIs, or locations in the profile view (see "Displaying
profiles" on page 2760).

20.2.1 Managing activities (ABM)

Activities belonging to the activity-based model can be managed in the list of the same name.
The list of Activities can be found via the menu Demand > ABM (see "Opening a list" on
page 2508). In the list, you can insert, edit, and delete activities.

20.2.1.1 Properties and options of activities (ABM)

In the Activities list, the following attributes are relevant for ABM:

Element Description
Code Code of the activity
Name Name of the activity
Demand Code of the activity-based model to which the activity is assigned
model code
Is home Specifies whether the activity is a home activity
activity You can select several activities as home activities. Households can only be cre-
ated at activity locations that are home activities.

20.2.2 Managing locations

A location represents a place in the network where people live in households and where activities
can take place. A location can be assigned to a zone or POI.
The list Locations can be found via the menu Demand > ABM. In the list, you can insert, edit,
and delete locations.

20.2.2.1 Creating a location

There are several ways to create locations.
interactively in network editor
in the list Locations

Creating locations in the network editor

1. In the Network editor window, click the Insert mode icon .

2. In the Network window, click the Locations button.

3. In the network, click the position where you want to insert the location.

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 20.2.2.2 Properties and options of locations

The location is inserted. If the click takes place near a zone centroid or a POI (snap radius), the
object is allocated and its coordinates are used.

Creating locations in a list

Alternatively, you can insert locations in the list of the same name.
1. From the Demand menu, choose ABM > Locations.
The Locations list opens.

2. Click the Create icon.

A location is created.
3. Edit the co-ordinates, if necessary.

20.2.2.2 Properties and options of locations

Element Description
Number Unique number of the location
Locations are numbered consecutively. You can overwrite the preset number
with a number that does not yet exist in the network.
X-coordin- Coordinates of the location in the network
ate,
Y-coordin-
ate
Zone num- You can assign the location to a zone using a selection dialog.
ber
POI key You can assign the location to a POI using a selection dialog.
Zone asso- For each location, you can specify whether the Zone number attribute takes
ciation geo- effect during allocation or whether the zone in which the location is located is
metric allocated (geometrically).
Note
At the zone there is a relation Associated locations, which refers to all locations
allocated geometrically or via the zone number.

Note: Locations also have Nearest node and Nearest active node relations. They show the
closest node or active node to the given location. This information is useful when modeling
paths between nodes.
At nodes that are nearest (active) nodes to locations, there are the relations Locations where
node is nearest / Locations where active node is nearest that refer to those locations
whose nearest (active) node is the corresponding node.

20.2.2.3 Displaying locations in the network

Locations are displayed as point objects in the network.
1. From the Graphics menu, choose Edit graphic parameters.

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 20.2.3 Managing activity locations

The Edit graphic parameters: Network editor window opens.

2. In the navigator, select Locations.
3. Make the desired changes.

Notes: The settings are described for all point objects (see "Displaying point objects in the
Network editor window" on page 2556).
You can make different settings for active, marked, and passive objects and label locations
with tables and diagrams (see "Adding tables or charts to network objects" on page 2618).

4. Confirm with OK.

The locations are displayed according to your chosen settings.

20.2.3 Managing activity locations

An activity location clearly a location to an activity and indicates that the chosen activity can be car-
ried out at that location. If the activity is a home activity, households can be allocated to this activ-
ity location.
The list Activity locations can be found via the menu Demand > ABM. In the list, you can insert,
edit, and delete activity locations.
A button above the list allows you to restrict the list to a selected Location.

20.2.3.1 Properties and options of activity locations

Element Description
Activity code Code of the allocated activity
Location number Number of the allocated location
Key Calculated key of activity location (combination of activity code and loc-
ation number)
Attraction potential You can assign an attraction potential for each activity location.
x-coordinate, y- Coordinates of the allocated location in the network
coordinate

20.2.4 Managing households

Households are the objects to which persons are allocated. Households must be allocated to an
activity location, allowing only activity locations whose activity is a home activity. Several house-
holds can be allocated to the same activity location.
The list Households can be found via the menu Demand > ABM. In the list, you can insert, edit,
and delete households.
A button above the list allows you to restrict the list to a selected Location.

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 20.2.4.1 Properties and options of households

20.2.4.1 Properties and options of households

Element Description
Number Number of the household
Residence key Reference to the assigned activity location (mandatory attribute)
Note
Only activity locations that are home activities can be assigned.
X-coordinate, Y- Calculated coordinates of the household in the network resulting from the
coordinate relation to the residence

20.2.5 Managing persons

Persons are the central objects of an activity-based model. A person must be assigned to a house-
hold and can obtain any data (e.g. age, income, car availability) via user-defined attributes. As a
rule, a person has one or more schedules, each consisting of activities, tours, and trips.
The list Persons can be found via the menu Demand > ABM. In the list, you can insert, edit, and
delete persons.
A button above the list allows you to restrict the list to a selected Location.
Using the Location as household or Location as long-term choice option, you can choose
whether the Location reference object should filter the persons who use this location as a house-
hold or for one of their long-term choices.

20.2.5.1 Properties and options of persons

Element Description
Number Number of the person
Household num- Number of the household to which the person is assigned (mandatory attrib-
ber ute)
Index Index of the person
Automatically results from the insertion order of the persons in the house-
hold and is not editable.
Long-term Key of the allocated long-term choice, for example, workplace
choice keys Set of activity locations that represent long-term choices that cannot be
changed within the model (e.g. workplace)
X-coordinate, Y- Calculated coordinates of the household in the network resulting from the
coordinate relation

20.2.6 Managing schedules

A schedule contains the tours that a person does in one day. A person can have several altern-
ative schedules.
The list Schedules can be found via the menu Demand > ABM. In the list, you can insert, edit,
and delete schedules.
A button above the list allows you to restrict the list to a selected Person.

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 20.2.6.1 Properties and options of schedules

20.2.6.1 Properties and options of schedules

Element Description
Person The person number must be entered when inserting a schedule. It cannot be
number changed later.
Number Unique number of the schedule
The schedules are numbered consecutively. You can overwrite the preset number
with a number that does not yet exist in the network.
Date Specification of a date (optional)

20.2.6.2 Sorting schedules in the list

In the Schedules list, you can sort the existing schedules according to the From- and To-activity
referenced at the trip.
1. From the Demand menu, choose ABM > Schedules.
The Schedules list opens.
2. In the List menu, select the Sort schedules entry.

Note: You can execute the command for individual schedules by calling it from the shortcut
menu of the required schedule.

The trips are arranged in the order in which they are connected by the attributes From- and To-
activity at the trip.

20.2.7 Managing activity executions

An activity execution is described by a start and end time, a reference to the activity being carried
out, and the location at which the activity is to be carried out. If both activity and location are selec-
ted, the activity location resulting from these references must exist. The set of activity executions
in a schedule describes all activities that a person performs with this schedule in their local and
temporal course.
The list Activity executions can be found via the menu Demand > ABM. In the list, you can
insert, edit, and delete activity executions.
A button above the list allows you to restrict the list to a selected Person.

20.2.7.1 Properties and options of activity executions

Element Description
Person number References the activity execution assigned to the trip via the selected sched-
ule.
Schedule num- Number of the allocated schedule
ber
Index Index of the activity execution
Start time Time at which activity execution starts (optional)

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 20.2.8 Managing tours

Element Description
Note
Start time, duration and end time are automatically kept consistent.
Duration Duration of activity execution (optional)
End time Time at which activity execution ends (optional)
Activity code Optional allocation of an activity
Location number Optional allocation of a location
Activity location The activity location key is issued if activity code and location number have
key been assigned.

20.2.8 Managing tours

A tour describes a series of trips. The tours of a schedule cover the activities that a person does
with this schedule. Example: Home-Work-Home and then Home-Sports-Shopping-Home.
The list Tours can be found via the menu Demand > ABM. In the list, you can insert, edit, and
delete tours.
A button above the list allows you to restrict the list to a selected Person.

20.2.8.1 Properties and options of tours

Element Description
Person number References the person assigned to the trip via the selected schedule.
Schedule number Number of the allocated schedule
The schedule is allocated to a tour when it is inserted.
Number Unique number of the tour
The tours are numbered consecutively. You can overwrite the preset num-
ber with a number that does not yet exist in the network.
Demand segment Code of the optionally allocated main demand segment
of main mode

20.2.8.2 Displaying tours in the network

Tours are displayed in the network based on the trips and activity exercises they contain.
You can make the following graphic settings for selected objects:
Displaying tours
Displaying activity executions
Displaying trips
Displaying labels for trips and activity executions

20.2.9 Managing trips

A trip contains the information when and with which demand segment a change of location
between two activity exercises takes place.

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 20.2.9.1 Properties and options of trips

The list Trips can be found via the menu Demand > ABM. In the list, you can insert, edit, and
delete trips.
A button above the list allows you to restrict the list to a selected Person.

20.2.9.1 Properties and options of trips

Element Description
Person References the person assigned to the trip via tour and schedule.
number
Schedule References the schedule to which the tour of the trip is assigned.
number
Tour num- Number of the assigned tour
ber The tour is assigned when a trip is inserted.
Index Index within the tour
Scheduled Planned departure time (optional)
departure
time
Duration Duration of the trip (optional)
Scheduled Planned arrival time (optional)
arrival time
Demand Code of the assigned demand segment (optional)
segment
code
From activ- Index of activity execution at which the trip begins (optional)
ity exe-
cution
index
To activity Index of the activity execution at which the trip ends (optional)
execution
index

20.3 Calculating trip demand

For modeling realistic demand scenarios, mathematical models are used for computation of the
interzonal flows within the planning area. The computation is based on structural properties and
behavior data of the population and also takes the utilization of the area and the transport supply
side into account (see Fundamentals: Chpt. 5.2, page 215).
In Visum, you can use the following methods for trip demand calculation:
Standard 4-step model (see "Calculating demand with the Standard 4-step model" on
page 1782)
EVA (see "Calculating demand with the EVA-P model" on page 1805)
Tour-based model (see "Calculating demand with the tour-based model (VISEM)" on
page 1824)

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 20.3.1 Calculating demand with the Standard 4-step model

Tour-based freight model (see "Calculating demand with the help of the tour-based freight
model" on page 1840)
Note: You can only calculate trip demand with matrices of the zone matrix type (see "Showing
and editing matrix attribute values" on page 1891).

There are also the following functions available for travel demand calculations:
Estimating gravitation parameters (KALIBRI)
Creating a procedure sequence automatically
Starting the iterative repetition
In addition, you can calculate a standardized assessment:
Managing, showing and analyzing matrices

20.3.1 Calculating demand with the Standard 4-step model

The following step-by-step instruction illustrates the typical work flow for demand calculation with
the help of the Standard 4-step model (see Fundamentals: Chpt. 5.2.1, page 215).
1. Construct the network model (transport supply) (see "Editing the network" on page 1065).
2. Create zones (see "Creating a zone" on page 1255).
3. Connect the zones to nodes in the network (see "Creating a connector" on page 1276).
4. Create a demand model, activity pairs, person groups and demand strata and define their prop-
erties (see "Managing demand objects" on page 1738).
5. Create a procedure sequence with the model operations Trip generation, Trip distribution
and Mode choice or Nested demand (see "Setting up and starting the procedure sequence"
on page 2015).
6. For each procedure, set the parameters.
7. Add procedures to the procedure sequence, e.g. procedures for departure time calculation
(see "Calculating Time-of-day choice" on page 1802), skim matrix calculation (see "Calculating
PrT skims" on page 2167 and "Calculating PuT skims" on page 2264) and, if required, for
assignment and iterative repetition of the procedure sequence (see "Starting the iterative repe-
tition" on page 1847).
8. Execute the procedure sequence (see "Executing procedures in the procedure sequence" on
page 2030).

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Demand 4-step example describes the structure
and use of the standard 4-step model for demand calculation.

20.3.1.1 Calculating trip generation

Trip generation means the calculation of the production and attraction values per zone.

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 20.3.1.1 Calculating trip generation

Production and attraction result from the total of a variable set of numerical zone attributes, for
example number of inhabitants or jobs, multiplied by coefficients (see Fundamentals: Chpt. 5.2.4,
page 229).

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. To the procedure sequence, at the position of your choice, add the procedure Trip generation
which is provided in the Demand model category (see "Setting up and starting the procedure
sequence" on page 2015).
3. In the row of the added procedure, click the button in the Reference object(s) column.
The Demand strata selection window opens.
4. In the Select demand model list, click the demand model the demand strata belong to.
5. In the Demand stratum selection list, select the demand strata you would like to calculate the
trip generation for.

Tip: To select multiple demand strata, hold down the CTRL while clicking the desired entries
one by one.

6. Confirm with OK.

The demand strata selected are listed in the Reference object(s) column.
7. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The Trip generation parameters window opens.
8. Make the desired settings for all demand strata.

Element Description
Calculate attributes Select this option to have the attribute values calculated for active
for active zones zones only.
only
Use 0 to initialize Select this option to set the attribute values of passive zones to
the passive zone zero.
attributes
If the option is not activated, the attribute values of the passive
zones remain unchanged.
Matrix balancing for Select this option to consider active zones only for scaling of sums.
active zones only
Sum up values Select this option to add the calculated values to the existing attrib-
ute values.
If this option is not selected, the existing attribute values are
replaced by the calculated values.

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20.3.1.1 Calculating trip generation

9. Specify per demand stratum how you want VISUM to calculate trip generation.

Element Description
Demand In this column, the selected demand strata are listed. For each demand
stratum stratum, separate settings can be made.
Matrix bal- If the production and attraction sums differ, use the drop-down list to spe-
ancing cify the sum (productions, attractions) you want to base the trip generation
on.
Production The button opens the Production rate for <demand stratum> window.
function You can specify a separate production rate for each demand stratum if you
enter a formula. The structure of the formula corresponds to the generation
of formula attributes for zones (see Fundamentals: Chpt. 3.3.3.1,
page 170) and (see "Type-dependent attributes" on page 1086).

Use the icons to move up or down in the list of demand

strata.
<attraction rate: Use the button to switch to the Attraction rate for
<demand stratum> window.
Note
If you want to use absolute production and attraction rate values, select the
constant value 1.0 instead of a zone attribute.
Attraction The button opens the Attraction rate for demand stratum window.
function You can specify a separate attraction rate for each demand stratum if you
enter a formula. The structure of the formula corresponds to the generation
of formula attributes for zones (see Fundamentals: Chpt. 3.3.3.1,
page 170) and (see "Type-dependent attributes" on page 1086).
Note
If you want to use absolute production and attraction rate values, select the
constant value 1.0 instead of a zone attribute.

Use the icons to move up or down in the list of demand

strata.
<Production rate: The button opens the Production rate for
demand stratum window.
Note
If you want to use absolute production and attraction rate values, select the
constant value 1.0 instead of a zone attribute.
Apply to all Click this button to adopt the current settings for the matrix balancing and
DStrata the production and attraction rates in all demand strata.

10. Confirm with OK.

11. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).

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 20.3.1.2 Editing the demand of Standard 4-step demand strata

Trip generation is calculated. For each demand stratum the calculation results are stored as zone
attributes Production and Attraction (see "Zones: DStrata tab" on page 1258 and "Editing the
demand of Standard 4-step demand strata" on page 1785).

Note: You can display the results in zone lists or in the network graphics (see "Displaying data
graphically and in lists" on page 2507).

20.3.1.2 Editing the demand of Standard 4-step demand strata

You can edit the values calculated in the trip generation step for a demand stratum's production or
attraction rate (see "Starting the iterative repetition" on page 1847).
1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the Demand strata tab.
3. In the Select demand model list, click the demand model of your choice.
4. In the list, select the demand stratum whose production and attraction rate values you would
like to edit.
5. Click the Productions/Attractions button.
The Define productions/attractions window opens.
6. Make the desired changes.

Element Description
Production Number of trips starting from the given zone by demand stratum
The value is calculated in the trip generation step.
Attraction Number of trips heading to the given zone by demand stratum
The value is calculated in the trip generation step.

7. Confirm with OK.

The edited values are stored with the demand stratum

Tip: Alternatively you can edit the production and attraction rate of demand strata by zone (see
"Zones: DStrata tab" on page 1258).

20.3.1.3 Calculating trip distribution

Trip distribution means the determination of a total demand matrix per demand stratum from avail-
able productions and attraction of the individual zones by means of relevant skims (e.g. journey
times, fares) (see Fundamentals: Chpt. 5.2.5, page 230).
Trip distribution is calculated with the help of the gravity model (see Fundamentals: Chpt. 5.2.15,
page 302). You can estimate the gravity model parameters in advance (see "Estimating grav-
itation parameters (KALIBRI)" on page 1853).

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20.3.1.3 Calculating trip distribution

1. Make sure that for each zone, the production and attraction rate per demand stratum are avail-
able as zone attributes Productions and Attractions (see "Starting the iterative repetition" on
page 1847 and "Editing the demand of Standard 4-step demand strata" on page 1785).

2. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
3. To the procedure sequence, at the position of your choice, add the procedure Trip dis-
tribution of the Demand model category (see "Setting up and starting the procedure
sequence" on page 2015).
4. In the row of the added procedure, click the button in the Reference object(s) column.
The Demand strata selection window opens.
5. In the Select demand model list, click the demand model the demand strata belong to.
6. In the Demand stratum selection list, select the demand strata you would like to calculate the
trip distribution for.

Tip: To select multiple demand strata, hold down the CTRL key while clicking the desired
entries one by one.

7. Confirm with OK.

The demand strata selected are listed in the Reference object(s) column.
8. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The Parameters: Trip distribution window opens.
9. Make the desired settings.

Element Description
For active OD If this option has been checked, only those relations which are in the active
pairs only state are considered (see "Exception: Filter for OD pairs" on page 1145).
Exclude OD If this option has been selected, only OD pairs between active zones are
pairs con- considered (see "Using filters to set network objects active or passive" on
necting passive page 1125 and "Setting network objects active/passive via the spatial
zones selection" on page 1152).
Set any result If this option has been selected, all demand matrices allocated to the
demand matrix demand strata are set to 0 prior to summing up the calculated OD
to 0 prior to demand.
calculation Note
You should check this option if trip distribution is to be calculated for all
demand strata allocated to the same demand matrix.
Apply estimated Select this option to use the parameters a, b, c and the function type of
parameters the demand stratum attributes.

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 20.3.1.3 Calculating trip distribution

Element Description
If you do not select this option, specify the parameters and the function
type per demand stratum in the list of demand strata.
Apply to all Use this button to apply the current combination of matrices and attribute
DStrata vectors settings and the utility function set up for the currently selected
activity to all other demand strata.
Distribution Reference to the demand matrix to which the trip distribution result is
matrix saved for the selected demand stratum and "Selecting matrices" on
page 1869)(see "Properties and options of demand strata" on page 1772.
Function type Use the drop-down list to select the type of utility function you want to use
for the calculation of the trip distribution.
Note
If you have selected the Apply estimated parameters option, the Logit
option is grayed out.
Tip
Alternatively, you can specify the function type in the Options tab of the
Choice model for <demand stratum> window. Use the symbol
(Other parameters) to open the window.
Parameters a, b, c
Estimated parameter values for the utility function modeling the response
of travelers to distance or time conditions. The parameters can take neg-
ative values.
Notes
If you have selected the Apply estimated parameters option, the cells
are grayed out. Depending on the selected function, parameters that are
irrelevant for the respective function are grayed out.
If the initial matrix contained impedance data such as distances or travel
times, negative exponents need to be entered for the utility function.
Tip
Alternatively, you can specify the values in the Options tab of the Choice
model for <demand stratum> window. Use the symbol (Other para-
meters) to open the window.
Direction Use this option to select the distribution model to be calculated.
parameters Constrained production
If this option has been selected, trip distribution is calculated singly-con-
strained for production.
The Production zone attribute is taken into account for each zone.
Constrained attraction
If this option has been selected, trip distribution is calculated singly-con-
strained for attraction.

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20.3.1.3 Calculating trip distribution

Element Description
The Attraction zone attribute is taken into account for each zone.
Tip
Alternatively, you can specify the values in the Options tab of the Choice
model for <demand stratum> window. The window opens via the icon
(tooltip: Other parameters).
Distribution Reference to the demand matrix to which the trip distribution result is
matrix saved for the selected demand stratum (see "Properties and options of
demand strata" on page 1772).

10. Click the (tooltip: Other parameters) button.

11. The Choice model for <demand stratum> window opens.
12. Select the Options tab.

Note: Only those items are described here that cannot be specified in the Parameters: Trip
distribution window.

13. Make the desired changes.

Element Description
Doubly-con- If this option has been checked, matrix balancing by multi-procedure is
strained: Balan- calculated additionally after the first iteration (see Fundamentals: Chpt.
cing by Multi 5.3.18, page 323).
procedure
Matrix balancing Via this option you select the totals to be used for multi procedure cal-
according to ... culation in case of different production and attraction totals (see Fun-
damentals: Chpt. 5.3.18, page 323).
Production total
Multi procedure regards the production total.
Attraction total
Multi procedure regards the attraction total.
Mean of both totals
Multi-procedure uses the mean value calculated from production total
and attraction total as a basis.
Minimum of both totals
Multi-procedure uses the smaller value of production and attraction totals
as a basis.
Maximum of both totals
The multi procedure uses the greater value of production and attraction
totals as a basis.
Note

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 20.3.1.3 Calculating trip distribution

Element Description
This option is only provided for doubly-constrained balancing.
Multi parameters Parameters for multi procedure calculation (see Fundamentals: Chpt.
5.3.18, page 323)
Maximum number of iterations: After the user-defined number of iter-
ations the iteration process is canceled though convergence has not
been reached yet.
Quality factor: Criterion for termination of the multi procedure
Note
These options are only provided for doubly-constrained balancing.

14. Select the Function graph tab.

The Function graph tab displays the curve progression of the utility function with the currently
set parameters a, b and c.
15. In the Range section, you may edit the scaling of the x axis and the y axis, if applicable.

Element Description
X Min Minimum value for x-axis (negative values allowed)
X Max Maximum value for x-axis
Y Min Minimum value for y-axis (negative values allowed)
Y Max Maximum value for y-axis
Apply Click this button to use the entered values for the graph and to update the
curve progression.

16. If required, in the Parameters section, edit the parameters a, b, and c of the utility function.
17. Click the Apply button.
The entered parameter values are applied to the graph and will thus update the curve pro-
gression.

Tip: To reset the utility function parameter values and the curve progression to default val-
ues, click the Reset button.

18. Confirm with OK.

19. Click the Utility function button. 

The Utility definition for demand stratum <> window opens. The utility corresponds to a res-
ult matrix which you can set for each demand stratum using your own formula.
20. Enter the desired formula (see "Creating a matrix calculated from a formula" on page 1882).
21. Confirm with OK.
The Parameters: Trip distribution window is displayed.

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 20.3.1.4 Calculating mode choice

22. Click on the first column Distribution matrix.

The Select matrix window opens.
23. Select the demand matrix in which the result of the trip distribution for the selected demand
stratum is stored. Two methods are available for this purpose (see "Selecting matrices" on
page 1869)

Element Description
Select matrix dir- From the list of all matrices, select the desired matrix by its number.
ectly
Select matrix by Select a matrix by certain attributes and their values.
properties

24. Confirm with OK.

The selected matrix is applied and displayed in the second column Matrix as a reference.
25. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
Trip distribution is calculated and its results are saved per demand stratum to the results matrix
assigned.

Tip: You can view and edit the result matrices (see "Managing, showing and analyzing
matrices" on page 1866).

20.3.1.4 Calculating mode choice

Mode choice is the distribution of the total demand (total demand matrix) per demand stratum
onto the individual traffic modes (e.g. PrT, PuT) on the basis of mode-specific skims.
There are two types of demand strata:
Those referring directly to a demand matrix allocated to one single demand segment or sev-
eral demand segments
Those whose demand matrix is not related to any demand segment
No mode choice will be calculated for demand strata referring directly to a matrix with demand
segment(s).
For demand strata whose demand matrix is not related to any demand segment it is determined
per mode to which demand matrix the demand calculated for that mode has to be added during
mode choice (see Fundamentals: Chpt. 5.2.6, page 230).

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. To the procedure sequence, at the position of your choice, add the procedure Mode choice of
the Demand model category (see "Setting up and starting the procedure sequence" on
page 2015).

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 20.3.1.4 Calculating mode choice

3. In the row of the newly inserted procedure, in the Reference object(s) column, click the but-
ton.
The Demand strata selection window opens.
4. In the Select demand model list, click the demand model the demand strata belong to.
5. In the Demand stratum selection list, select the demand strata you would like to calculate the
mode choice for.

Tip: To select multiple demand strata, hold down the CTRL key while clicking the desired
entries one by one.

6. Confirm with OK.

The demand strata selected are listed in the Reference object(s) column.
7. Make sure the added procedure is marked. Then, in the Operations section, click the Edit but-
ton.
The Mode choice parameters window opens.
8. Make the desired changes.

Element Description
Set any result If this option has been selected, all demand matrices allocated to the
demand matrix demand strata are set to 0 prior to summing up the calculated OD demand.
to 0 prior to Note
calculation You should select the option if all pairs of demand stratum and mode alloc-
ated to the same demand matrix enter the mode choice together.
Apply to all Via this button you can apply the combination of matrices and attribute vec-
DStrata tors settings and the utility function selected for the currently selected
demand stratum to all demand strata of the demand model.
Key Unique value generated by Visum for each combination of Demand
stratum and Mode.
Demand The table displays important settings for each mode of a demand stratum.
stratum The table enables you to directly access all demand strata.
Mode List of all modes of the selected demand strata
Function type From a list you can select the type of utility function used for the calculation
of the mode choice.
Note
The setting applies to all modes of the demand stratum.
Parameters a, b, c
Estimated parameter values for the utility function modeling the response
of travelers to distance or time conditions. The parameters can take neg-
ative values. Depending on the selected function, parameters that are irrel-
evant for the respective function are grayed out.

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20.3.1.4 Calculating mode choice

Element Description
Notes
The settings apply to all modes of the demand stratum.
The Function graph tab of the Choice model for <demand stratum>
window shows the curve progression of the utility function due to current
parameter settings.
If the initial matrix contained impedance data such as distances or travel
times, negative exponents need to be entered for the utility function.
Input demand Button for selecting the demand matrix, which is divided on the basis of the
matrix trip distribution to the modes (see "Selecting matrices" on page 1869).
Input demand Reference to the demand matrix, which - as trip distribution result - is dis-
matrix tributed to the modes
Result demand Button for selecting the demand matrix, in which the result of the mode
matrix choice for the selected demand stratum and the selected mode is saved.
(see "Selecting matrices" on page 1869).
Result demand Reference to the demand matrix to which the mode choice result is saved
matrix for the selected demand stratum and the selected mode.

9. Click the (quick info: Other parameters) button.

The Choice model for <demand stratum> window opens. You can specify a utility function
which serves for transformation of the values resulting from the combination.
10. Select the Options tab.
11. Make the desired changes.

Element Description
Function type Type of the utility function for the mode choice calculation
Parameters a, b, c
Estimated parameter values for the utility function modeling the response
of travelers to distance or time conditions. The parameters can take neg-
ative values.

12. Select the Function graph tab.

The Function graph tab displays the curve progression of the utility function with the currently
set parameters a, b and c.
13. In the Range section, you may edit the scaling of the x axis and the y axis, if applicable.

Element Description
X Min Minimum value for x-axis (negative values allowed)
X Max Maximum value for x-axis

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 20.3.1.4 Calculating mode choice

Element Description
Y Min Minimum value for y-axis (negative values allowed)
Y Max Maximum value for y-axis
Apply Click this button to use the entered values for the graph and to update the
curve progression.

14. If required, in the Parameters section, edit the parameters a, b, and c of the utility function.
15. Click the Apply button.
The entered parameter values are applied to the graph and will thus update the curve pro-
gression.

Tip: To reset the utility function parameter values and the curve progression to default val-
ues, click the Reset button.

16. Confirm with OK.

The Parameters: Mode choice window is displayed.

17. Click the Utility definition button.

The Utility definition for demand stratum/mode <> window opens. The utility corresponds
to a result matrix which you can set for each demand stratum/mode using your own formula.
18. Enter the desired formula (see "Creating a matrix calculated from a formula" on page 1882).
19. Confirm with OK.
The Parameters: Mode choice window is displayed.
20. Click on the first column Input demand matrix.
The Select matrix window opens.
21. Choose the demand matrix, which - as trip distribution result - is distributed to the modes (see
"Selecting matrices" on page 1869)
22. Confirm with OK.
23. Click on the first column Results demand matrix.
The Select matrix window opens.
24. Select the demand matrix to which the mode choice result is saved for the selected demand
stratum and the selected mode (see "Selecting matrices" on page 1869)
25. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
Mode choice is calculated and its results are saved, per demand stratum and mode combination,
to the result matrix assigned.

Tip: You can view and edit the result matrices (see "Managing, showing and analyzing
matrices" on page 1866).

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 20.3.1.5 Calculating demand with the Nested demand model

20.3.1.5 Calculating demand with the Nested demand model

The Nested demand calculation is a variant of the standard 4-step model to calculate demand.
The calculation is based on a Nested Logit model which presupposes the specification of choice
model structures for each demand stratum. A choice model structure may be a nested mode
choice but also a nested model with destination choice, mode choice, and choice of the time-of-
day alternative in general (see Fundamentals: Chpt. 5.2.3, page 218).

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. To the procedure sequence, at the position of your choice, add the procedure Nested demand
of the Demand model category (see "Setting up and starting the procedure sequence" on
page 2015).
3. In the row of the added procedure, click on the button in the Reference object(s) column.
The Demand strata selection window opens.
4. In the Select demand model list, click the demand model the demand strata belong to.
5. In the Demand stratum selection list, select the demand strata you would like to calculate the
nested demand for.

Tip: To select multiple demand strata, hold down the CTRL while clicking the desired entries
one by one.

6. Confirm with OK.

The demand strata selected are listed in the Reference object(s) column.
7. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The Parameters: Nested demand window opens.
8. Make the desired general settings for all demand strata.

Element Description
For active OD If this option has been selected, only those OD pairs which are in the act-
pairs only ive state are considered (see "Exception: Filter for OD pairs" on
page 1145).
Exclude OD If this option has been selected, only OD pairs between active zones are
pairs con- considered (see "Using filters to set network objects active or passive" on
necting passive page 1125 and "Selecting network object types for the spatial selection
zones mode" on page 1153).
Set any result If this option has been selected, the result demand matrices are set to
demand matrix zero.
to 0 prior to cal-
If the option has not been selected, the result demand matrices remain
culation
unchanged.

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 20.3.1.5 Calculating demand with the Nested demand model

Element Description
Save old result If this option has been selected, already existing result demand matrices
demand will be saved prior to the calculation. They are required for the procedure
matrices for gap Nested demand gap calculation.
calculation
Model form There are two variants to calculate the demand (see Fundamentals: Chpt.
5.2.3.1, page 220):
absolute
In the absolute calculation, the demand is calculated from scratch.
The prerequisite is that attraction and production have been cal-
culated with the Trip generation procedure (see "Calculating trip gen-
eration" on page 1782).
incremental
In case of an incremental calculation, cost changes and a basic
demand are prerequisite for a calculation of the resulting modified
demand.

9. Make the desired changes on the Choice model structures tab.

If required, you can create a choice model structure for each demand stratum and a maximum
of one choice level per choice type for each choice model structure (see "You can create a
maximum of one choice level per choice type for each choice model structure. Use the icons to
create or delete a new choice level." on page 1796).
Choice model structures tab
Element Description
Choice type Choice type of the choice level
Alternatives Alternatives valid for the choice level
Save demand If the option is selected, the original demand for the choice type of the level
is saved for all demand strata, which use this model structure.
Save logsums If the option is selected, the logsums calculated on this level are saved for
all demand strata, which use this model structure. In case of a nested
mode choice, the logsums of the root node are output.
Opens the Create choice model structure window in which you can
Create enter a code for the choice model structure.
choice model
structure
Copies the marked choice model structure.
Copy cur-
rent choice
model structure

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20.3.1.5 Calculating demand with the Nested demand model

Choice model structures tab

Element Description
Opens the Edit choice model structure window in which you can edit the
Edit choice code of the choice model structure.
model structure
Deletes the marked choice model structure.
Delete cur-
rent choice
model structure

You can create a maximum of one choice level per choice type for each choice model structure.
Use the icons to create or delete a new choice level.

Section Choice levels

Element Description
The Create choice level window opens. Each type of the choice level
Create choice can be inserted only once into a choice level.
level
Deletes the marked choice levels from the choice model structure.
Delete marked
choice levels
Moves the marked choice levels one row up in the list.
Move marked
choice levels
upwards
Moves the marked choice levels one row down in the list.
Move marked
choice levels
downwards

1. Click the Create choice level icon.

2. In the drop-down list, select the desired choice type.
3. Confirm with OK.

4. In the row of the desired choice level Time-of-day choice or Mode choice, click in the icon
in column Alternatives.
5. Make the desired changes:
Edit time-of-day alternatives
Time-of-day alternatives must be sorted in ascending order of time.

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 20.3.1.5 Calculating demand with the Nested demand model

Icon Name Description

Create time- Adds a new time-of-day alternative TimeOfDay with an ascending
of-day altern- number to the list. You can edit the Code. As a rule, the time-of-day
ative alternatives AM (morning peak, IP (inter-peak) and PM (afternoon
peak) are used. The table is sorted from the earliest time-of-day altern-
ative (top) to the latest time-of-day alternative (bottom).
Delete Deletes the marked time-of-day alternatives from the list.
marked
time-of-day
alternatives
Move Moves the marked time-of-day alternatives one row up in the list.
marked
time-of-day
alternatives
upwards
Move Moves the marked time-of-day alternatives one row down in the list.
marked
time-of-day
alternatives
downwards

Edit decision tree

How to edit the decision tree for the mode choice is described with procedure Tour-based
model - Combined trip distribution / mode choice (see "Nested Logit model: Edit decision
tree" on page 1838). Follow the instructions from step 5.
Note: Cross Nested Logit is not possible during the Nested demand procedure.

6. Make the desired changes in the Distribution tab.

Distribution tab
Element Description
Demand Demand strata set in column Reference object(s) for procedure Nested
stratum Demand
Choice model Selection of the choice model structure code for the demand stratum
structure code
Trip form Selection of the kind of demand:
OD (one trip): Single paths are regarded. In the result demand
matrices, the entries correspond to the number of paths.
PA (two trips): Both directions are regarded. A value of 1 in the result
demand matrix corresponds to two paths: one leading from the origin
zone to the target zone and one in the opposite direction.
Note

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20.3.1.5 Calculating demand with the Nested demand model

Distribution tab
Element Description
If the OD (one trip) option has been selected, time-of-day alternatives cor-
respond to time periods. If the PA (two trips) option has been selected,
time-of-day alternatives correspond to a combination of two time periods:
one in which the outward journey takes place and one in which the return
journey takes place. The return journey must take place in the same time-
of-day period or afterwards. Possible alternatives are determined by the
chronological order. They correspond to combinations of two time periods
(see Fundamentals: Chpt. 5.2.3.3, page 223).
First column Click the icon to open the Select matrix window, in which you can
Input demand select an input demand matrix (see "Selecting matrices" on page 1869).
matrix
Note
The matrix is only required if no choice type Destination choice is cal-
culated.
Second column Display of the input demand matrix
Input demand
matrix
Attraction Selection of a zone attribute for the attraction
attribute If no selection has been made, attribute Attraction (<Demand stratum>)
will be used.
Note
The attribute is only available if the choice type Destination choice is cal-
culated.
Normalization Scaling of the attractions
mode Note
The attribute is only available if the choice type Destination choice is cal-
culated and absolute is selected as the model form.
Constraint type Selection of the constraint type:
singly-constrained
doubly-constrained
Note
The attribute is only available if the choice type Destination choice is cal-
culated (see Fundamentals: Chpt. 5.2.3.2, page 222).
Group for Displays the demand strata that are balanced together. If the value is
doubly-con- empty, the demand stratum forms its own group.
strained dis-
tribution
Maximum num- Maximum number of iterations before the procedure is terminated.
ber of iter- Note
ations

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 20.3.1.5 Calculating demand with the Nested demand model

Distribution tab
Element Description
The option is only available if the doubly-constrained option has been
selected in the Constraint type column.
Tolerance Termination criterion. The calculation is terminated if the tolerance value or
the maximum number of iterations is reached.
Note
The option is only available if the doubly-constrained option has been
selected in the Constraint type column.

7. Make the desired changes on the Utility tab.

Utility tab
Element Description
Key Unique value generated by Visum for each combination of Demand
stratum and Mode and Time-of-day, where applicable
Demand Code of the demand stratum
stratum
Mode Code of the mode if a mode choice is calculated
Time-of-day Code of the time-of-day if a time-of-day choice is calculated
Utility function Click the icon to open window Utility definition for <key>, in which you
can specify the utility function (see Fundamentals: Chpt. 5.2.16, page 310).

8. Make the desired changes in the Output / basic demand tab.

Note: The sections of the tab on basic demand are only displayed in case of an incremental
calculation (see Fundamentals: Chpt. , page 221).

Output / basic demand tab

Element Description
Key Unique value generated by Visum for each combination of Demand
stratum and Mode and Time-of-day, where applicable
Demand Code of the demand stratum
stratum
Mode Code of the mode if a mode choice is calculated
Time-of-day Code of the time-of-day if a time-of-day choice is calculated
First column Res- Click the button to open the Select matrix window, in which you can
ult demand mat- select a demand matrix for zones as result demand matrix (see "Selecting
rix matrices" on page 1869).

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20.3.1.5 Calculating demand with the Nested demand model

Second column Display of the result demand matrix

Result demand
matrix
First column Click the button to open the Select matrix window, in which you can
Base demand select a demand matrix for zones as base demand matrix (see "Selecting
matrix matrices" on page 1869).
Second column Display of the matrix selected in the first column
Base demand
matrix
First column Last Use the button to open the Select matrix window, in which you can select
demand matrix a result demand matrix for zones as result demand matrix (see "Selecting
matrices" on page 1869).
Note
The column is only displayed if option Save old result demand matrices
for gap calculation has been selected.
Second column Display of the last demand matrix
Last demand
matrix

9. Specify the settings you need on the Alternative-specific constants tab.

The Alternative-specific constants tab is only displayed if you have selected the option
absolute under Model form and an absolute calculation is to be carried out. For each choice
model structure, a new tab is displayed. On those tabs, you can specify the respective altern-
ative-specific constants (see Fundamentals: Chpt. 5.2.3.4, page 224). The definition of the con-
stants is optional.
Alternative-specific constants tab
Element Description
Key Code of the demand stratum
Code of the mode if mode choice is calculated
Code of the time-of-day if time-of-day choice is calculated If the option
PA (two trips) is selected as Trip from under Distribution, the time-
of-day pairs are displayed, for example AM-PM.
<Code of the Use the button to open window Alternative-specific constants,
demand demand stratum <Code of the demand stratum>. Above the destination
stratum> choice level, specify a zone attribute. From the destination choice level, spe-
columns cify a matrix. Use the arrow keys to move through the rows of the table. A
separate column is displayed for each demand stratum.

10. Make the desired changes on the Scaling parameters (lambda) tab.
For each choice model structure, a new tab is displayed. On those tabs, you can specify the
respective scaling parameters (lambda) (see Fundamentals: Chpt. 5.2.3.5, page 224). The
definition of the constants is optional.

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 20.3.1.6 Calculating Nested demand gap

Scaling parameters (lambda) tab

Element Description
Key Displays the alternative of the choice type
Choice type Displays the choice type
<Code of the Scaling parameter lambda for each node of the decision tree
demand They must become greater from top to bottom within the choice model
stratum> structure, i.e. at a node, the scaling parameter must be at least as great as
the scaling parameter of the overlying node in the model structure.

11. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
The distribution of the demand is calculated using Nested demand. The calculation results are
saved in the result demand matrices of the zones.

Note: You can display the results in zone lists or in the network graphics (see "Displaying data
graphically and in lists" on page 2507).

20.3.1.6 Calculating Nested demand gap

The procedure Nested demand gap calculation calculates the relative deviation of the current
demand weighted by the costs from the demand of the last iteration of a Nested demand pro-
cedure (see Fundamentals: Chpt. 5.2.3.7, page 228). Prerequisite for the calculation of the gap is
that the values of the utilities in the Nested demand procedure are smaller than or equal to zero.

1. On the toolbar, click the button Open 'Procedure sequence' window.

The Procedure sequence window opens.
2. To the procedure sequence, at the position of your choice, add the Nested demand gap cal-
culation procedure of the Demand model category (see "Setting up and starting the pro-
cedure sequence" on page 2015).
3. In the row of the added procedure, click on the button in the Reference object(s) column.
The Select Nested demand procedures window opens.
4. Select the procedure to which the Nested demand gap calculation procedure shall refer to.

Note: Make sure that the option Save old result demand matrices for gap calculation
has been selected in the settings of the selected procedure (see "Calculating demand with
the Nested demand model" on page 1794).

5. Confirm with OK.

The procedure selected is adopted into the Reference object(s) column.
6. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The Parameters: Nested demand gap calculation window opens.

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 20.3.1.7 Calculating Time-of-day choice

7. Make the desired changes.

Element Description
Save gap Click the button to select the attribute in which you want to save the gap. If no
to suitable attribute exists yet, Visum creates the attribute DemandGap in the
network course of the procedure, in which the gap will be saved.
attribute
Note
If the Nested demand procedure step selected in the Reference object(s)
column was calculated using the model form "incremental", the demand matrices,
containing the demand from the last iteration, must be assigned the values of the
base case before the first gap calculation.

8. Confirm with OK.

9. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
The gap calculation is carried out.

20.3.1.7 Calculating Time-of-day choice

The time-of-day choice is another optional choice level following the mode choice. Per demand
segment, the total demand is distributed in the time dimension according to time interval-specific
utility matrices. This results in a demand matrix with a demand time profile that you can imme-
diately use in PuT assignments or in dynamic PrT assignments (see Fundamentals: Chpt. 5.2.8,
page 232).

Note: Demand strata are not required for this procedure. Thus, you can execute it inde-
pendently from other steps of the Standard 4-step model.

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. To the procedure sequence, at the position of your choice, add the Time-of-day choice pro-
cedure of the Demand model category (see "Setting up and starting the procedure sequence"
on page 2015).
3. In the row of the newly inserted procedure, in the Reference object(s) column, click the but-
ton.
The Select matrix window opens.
4. Click the matrix whose values you want to use for demand calculation. Here, two methods are
provided (see "Selecting matrices" on page 1869).

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 20.3.1.7 Calculating Time-of-day choice

Element Description
Select matrix dir- From the list of all matrices, select the desired matrix by its number.
ectly
Select matrix by Select a matrix by certain attributes and their values.
properties

5. Select the desired demand matrix.

6. Confirm with OK.
The selected matrix is listed in the Reference object(s) column.
7. Make sure the procedure inserted is marked. In the Operations section, click the Edit button.
The Time-of-day choice parameters window opens.
8. Make the desired changes.

Element Description
Set all interval If this option has been selected, all values of the time intervals alloc-
values to zero ated to the standard time series are set to 0 prior to the calculation.
prior to cal-
If this option has not been selected, the following values are added to
culation
the weight of the selected time interval (see "Managing time series" on
page 1740).
For time series as percentages the sum of the demand matrices is
added by time interval to the current weight of the time interval.
For time series of matrix numbers the demand matrix calculated by
means of the time choice model is added to the matrix allocated to the
particular time interval.
Time choice Via this button you can select a utility function which serves for trans-
model formation of the values resulting from the combination (see "Setting utility
function parameters for time-of-day choice" on page 1804).
Selection of a Via the list box, you can select a standard time series. The demand matrix
standard time selected as reference object will be distributed to the time intervals of the
series selected standard time series (see "Managing time series" on page 1740).
For time series by percentages the interval weights (matrix totals)
are re-calculated. For each time interval, temporary demand matrices
are calculated by means of the time choice model. The matrix sum of
such an demand matrix results in the weighting of the respective time
interval.
For time series of matrix numbers the values of the interval-spe-
cific demand matrices are re-calculated by time interval.
Time interval Via the list box, you can select the desired time interval of the standard
time series (see "Creating time intervals for standard time series" on
page 1742).

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20.3.1.7 Calculating Time-of-day choice

Element Description
Result demand Reference to the demand matrix being allocated to the particular time inter-
matrix val of the standard time series (see "Creating time intervals for standard
time series" on page 1742).
Note
The allocated result matrix is only displayed for time series of matrix num-
bers.
Utility U Linear combination of matrices, attribute vectors and/or constants per
time interval (see "Combining matrices and attribute vectors in the Matrix
editor window" on page 1948)
Note
The result of the combination is interpreted as utility matrix.
Create Insert row in list
Delete Delete marked row from list
1st column If the list contains more than one entry, the + sign indicates that the entries
are added row by row.
Matrix / Attrib- This button opens the Select operand window, which allows you to select
ute / Constant a Visum skim matrix, zone attribute or constant. You can use a function to
convert the values of the object selected (Transformation column). You
can further multiply them by a factor (Coefficient column).
Transformation In the list box, click the function of your choice to convert the values selec-
ted in the Matrix / Attribute / Constant column (see "Editing matrix val-
ues" on page 1915).
Coefficient Factor by which the values are multiplied one element at a time

9. Confirm with OK.

10. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
The time-of-day choice is calculated and the results are saved per time interval to the result matrix
(time series of matrix numbers) or to the Weight column of the Edit time series window (Time
series by percentage) (see "Creating time intervals for standard time series" on page 1742).

Setting utility function parameters for time-of-day choice

1. Make sure that the Time-of-day choice parameters window is open (see "Calculating Time-
of-day choice" on page 1802).
2. Make sure that the desired demand matrix has been selected.
3. Click the Time choice model button.
The Choice model for <Matrix name> window opens.
4. Select the Settings tab.
5. Make the desired changes.

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 20.3.2 Calculating demand with the EVA-P model

Element Description
Function type Utility function type for calculation of time-of-day choice
Parameters a, b, c
Estimated parameter values for the utility function. The parameters can
take negative values.
Notes
The Function graph tab shows the curve progression of the utility function
due to current parameter settings.
If the initial matrix contained impedance data such as distances or travel
times, negative exponents need to be entered for the utility function.

6. Select the Function graph tab.

The curve progression of the utility function is shown with the currently set parameters a, b,
and c.
7. In the Range section, you may edit the scaling of the x axis and the y axis, if applicable.

Element Description
X Min Minimum value for x-axis (negative values allowed)
X Max Maximum value for x-axis
Y Min Minimum value for y-axis (negative values allowed)
Y Max Maximum value for y-axis
Apply Click this button to use the entered values for the graph and to update the
curve progression.

8. If required, in the Parameters section, edit the parameters a, b, and c of the utility function.

Tip: Alternatively, you can edit the parameters in the Options tab.

9. Click the Apply button.

The entered parameter values are applied to the graph and will thus update the curve pro-
gression.

Tip: To reset the utility function parameter values and the curve progression to standard val-
ues, click the Reset button.

10. Confirm with OK.

The changes are applied.

20.3.2 Calculating demand with the EVA-P model

Note: This functionality is only available if you have activated the EVA-P add-on (see "
Enabling or disabling add-ons" on page 1058).

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 20.3.2.1 Defining constraints

The following step-by-step instruction illustrates the typical work flow for demand calculation with
the help of the EVA-P model (see Fundamentals: Chpt. 5.2.9, page 232).
1. Construct the network model (transport supply) (see "Editing the network" on page 1065).
2. Create zones (see "Creating a zone" on page 1255).
3. Connect the zones to nodes in the network (see "Creating a connector" on page 1276).
4. Create a demand model, activities, activity pairs, person groups, structural properties and
demand strata and define their properties (see "Managing demand objects" on page 1738).
5. Define constraints (see "Defining constraints" on page 1806).
6. Enter zone attributes: population figures by person group (see "Editing the number of persons
in a person group" on page 1756), the values of the structural properties (see "Editing struc-
tural property data" on page 1758) and the values of zone-specific procedure parameters (see
"Editing non-constant constraint factors values" on page 1809 and "Editing values for non-con-
stant rates and factors" on page 1812), if required.
7. Define the exchangeable modes (see "Properties and options of modes" on page 1182).
8. Create a procedure sequence consisting of the steps EVA trip generation, EVA weighting
and EVA distribution/mode choice (see "Setting up and starting the procedure sequence"
on page 2015).
9. For each procedure, set the parameters.
EVA trip generation (see "Calculating EVA trip generation" on page 1810)
EVA weighting (see "Calculating EVA weighting" on page 1814)
EVA distribution / mode choice(see "Calculating EVA trip distribution and mode
choice" on page 1820)
10. To the procedure sequence, add procedures for skim matrix calculation (see "Calculating PrT
skims" on page 2167 and "Calculating PuT skims" on page 2264) and, if required, for assign-
ment and iterative repetition of the procedure sequence (see "Starting the iterative repetition"
on page 1847).
11. Execute the procedure sequence (see "Executing procedures in the procedure sequence" on
page 2030).
12. With the help of various statistical evaluations you may check the plausibility of the results
(see "Calculating EVA trip generation" on page 1810 and "Calculating EVA trip distribution and
mode choice" on page 1820).

20.3.2.1 Defining constraints

For demand calculation by means of EVA-P demand models you have to define so-called con-
straints by demand stratum. The steps EVA trip generation and EVA distribution/mode choice will
consider these constraints (see Fundamentals: Chpt. 5.2.9.2, page 237).
1. On the Demand menu, click Demand models.
The Demand models window opens.
2. In the Select demand model list, click the demand model of your choice.

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 20.3.2.1 Defining constraints

3. Select the Constraints tab.

4. Make the desired changes.
Note: For a better overview, the columns of the tab are divided by vertical separators into
basic attributes, origin attributes, and destination attributes.

Element Description
DStrataCode Short name of the demand stratum
OD type OD type of the corresponding activity pair of the demand stratum (see "Prop-
erties and options of activity pairs" on page 1763)
Balancing Via this option you select the demand strata the balancing of constraints is to
be performed for.
Note
You can only select this option for a demand stratum with OD type 3.
Constraint ori- Type of constraint on origin side.
gin For selection, use the selection list.
Hard
CF OMin = CF OMax = 1. Thus, the production rate needs to be fully con-
sidered for trip distribution.
Soft
CF OMin = 0, CF OMax ≥ 1 for a constant constraint factor.
If CF DMax is not constant, but zone-dependent, the zone attribute value is
applied.
Elastic
CF OMin ≥ 0 and CF OMax ≥ 0 for constant constraint factors.
If CF OMax or CF DMax is not constant, but zone-dependent, the zone attrib-
ute value is applied.
Open
CF OMin = 0 and CF OMax is not limited.
Note
The constraint type of demand strata with OD type 1 is always hard on the ori-
gin side.
CF OMin con- If this option has been selected, the factor for the lower limit of the origin
stant rate is identical for all zones (constant).
If this option has not been selected, the factor for the lower limit differs by
zone (from zone attribute).
Note
This option is only provided for the Elastic constraint type.
CF OMin Factor for the lower limit of productions.

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20.3.2.1 Defining constraints

Element Description
Note
You can edit this factor value according to the constraint type and the con-
stant factor settings (see "Editing non-constant constraint factors values" on
page 1809).
CF OMax con- If this option has been selected, the factor for the upper limit of the origin
stant rate is identical for all zones (constant).
If this option has not been selected, the factor for the upper limit differs by
zone (from zone attribute).
This option is only provided for the constraint types Weak and Elastic.
CF OMax Factor for the upper limit of productions.
Note
You can edit this factor value according to the constraint type and the con-
stant factor settings (see "Editing non-constant constraint factors values" on
page 1809).
Constraint Type of constraint on destination side.
destination For selection, use the selection list.
Hard
CF DMin = CF DMax = 1. Thus, the attractions need to be fully considered for
trip distribution.
Soft
CF DMin = 0, CF DMax ≥ 1 for a constant constraint factor.
If CF DMax is not constant, but zone-dependent, the zone attribute value is
applied.
Elastic
CF DMin ≥ 0 and CF DMax ≥ 0 for constant constraint factors.
If CF DMin or CF DMax is not constant, i.e. zone-dependent, the zone attrib-
ute value is applied.
Open
CF DMin = 0 and CF DMax is not limited.
Note
The constraint type of demand strata with OD type 2 is always hard on the
destination side.
CF DMin con- If this option has been selected, the factor for the lower limit of the des-
stant tination rate is identical for all zones (constant).
If this option has not been selected, the factor for the lower limit differs by
zone (from zone attribute).
Note
This option is only provided for the Elastic constraint type.

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 20.3.2.2 Editing non-constant constraint factors values

Element Description
CF DMin Factor for the lower limit of destination demand.
Note
You can edit this factor value according to the constraint type and the con-
stant factor settings (see "Editing non-constant constraint factors values" on
page 1809).
CF DMax is If this option has been selected, the factor for the upper limit of the des-
constant tination rate is identical for all zones (constant).
If this option has not been selected, the factor for the upper limit differs by
zone (from zone attribute).
This option is only provided for the constraint types Weak and Elastic.
CF DMax Factor for the upper limit of the attractions.
Note
You can edit this factor value according to the constraint type and the con-
stant factor settings (see "Editing non-constant constraint factors values" on
page 1809).
Quantity as If the option is selected, productions or attractions also define the struc-
potential tural potential (attractiveness) of the zone for the demand stratum on the
respective side if constraints are not defined as hard constraints.
If the option is not selected, the production and/or attraction constraints
need to be kept during trip distribution but attractiveness is zero. Instead, all
zones have the same structural potential.
Note
This option is relevant only if hard constraints have been set for just one side
- either for productions or for attractions.

5. Confirm with OK.

The constraints are stored for the demand strata of the selected demand model.

20.3.2.2 Editing non-constant constraint factors values

If a factor for the lower or upper production or attraction limit is not a constant value, i.e. a specific
value counts for each zone, then you need to define - for all zones and for all demand strata - its
values with constraint type Weak or Elastic (see "Defining constraints" on page 1806) in the zone
list (see "Editing the properties of objects in lists" on page 2535).

Tip: If you make the appropriate setting before opening a zone list (see "Setting list options" on
page 2512), Visum will automatically create some list layout files when a zone list is opened.
Using these files, you can quickly view the most important demand data.

1. Open the Zones list (see "Opening a list" on page 2508).

2. From the selection list, select the pre-defined list layout EVA constraints.
For each demand stratum, columns with the corresponding factors are listed.

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 20.3.2.3 Calculating EVA trip generation

3. Edit the factor values for the desired zones and demand strata (see "Editing the properties of
objects in lists" on page 2535).

Note: The values from the zone list are not taken into account for constant factors.

20.3.2.3 Calculating EVA trip generation

Similarly to the trip generation of the Standard 4-step model (see "Calculating trip generation" on
page 1782), the EVA trip generation calculates the production and attraction of each zone per
demand stratum. Additionally, the model determines the home trips of each zone per demand
stratum. On this basis, the productions and attractions are standardized. For demand strata of OD
type 1, the productions are equal to the home trips, for those of OD type 2, the attractions are
equal to the home trips. Those cases do not require separate parameters for the calculation of the
productions and attractions (see Fundamentals: Chpt. 5.2.9.2, page 237).

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. To the procedure sequence, at the position of your choice, add the procedure EVA trip gen-
eration of the Demand model category (see "Setting up and starting the procedure
sequence" on page 2015).
3. In the row of the newly inserted procedure, in the Reference object(s) column, click the but-
ton.
The Demand strata selection window opens.
4. In the Select demand model list, click the demand model the demand strata belong to.
5. In the Demand stratum selection list, select the demand strata you would like to calculate the
EVA Trip distribution for.

Tip: To select multiple demand strata, hold down the CTRL key while clicking the desired
entries one by one.

6. Confirm with OK.

The demand strata selected are listed in the Reference object(s) column.
7. Make sure the added procedure is marked. Then, in the Operations section, click the Edit but-
ton.
The Parameters: EVA trip generation window opens.
8. Make the desired changes.

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 20.3.2.3 Calculating EVA trip generation

Element Description
For active If this option has been selected, EVA trip generation is performed for active
zones only zones only (see "Using filters to set network objects active or passive" on
page 1125 and "Setting network objects active/passive via the spatial selec-
tion" on page 1152).
Set all res- If this option has been selected, all output attribute values are set to zero prior
ult attribute to the calculation.
values to 0
prior to cal-
culation
Execute bal- If this option has been selected, balancing is performed at the end of the EVA
ancing trip generation run (see Fundamentals: Chpt. 5.2.9.2, page 237).
Notes
This option is only available if you have selected balancing for a demand
stratum.
You can define the demand stratum (OD type 3) for which to compute bal-
ancing on the Constraints tab under Demand > Demand models (see "Defin-
ing constraints" on page 1806).
If the constraints are weak, elastic or open for at least one demand stratum on
origin or destination side, balancing cannot be calculated at the end of the EVA
trip generation. The same applies if there is at least one mode that cannot be
exchanged in the demand model. However, balancing can be calculated at the
end of the EVA trip distribution and mode choice operation (see "Calculating
EVA trip distribution and mode choice" on page 1820).
Key Unique value generated by Visum for each combination of Demand stratum,
Kind of trip and Person group / Structural property.
Demand List of all demand strata selected for the procedure. One row per key.
stratum
Type (origin Display of the direction of the activity pair with regard to the home activity (see
destination Fundamentals: Chpt. 5.2.9.2, page 237), (see "Properties and options of activ-
type) ities" on page 1760)
Kind of trip Kind of trip of the respective combination of demand stratum and person group
/ structural property
Person Person group / Structural property of the demand stratum
group /
Structural
property
Rate con- If this option has been checked, the mobility rate of the person group is con-
stant stant for the demand stratum, i.e. it is the same for all zones.
If the option is not selected, a specific value (from zone attribute) is
regarded for each zone.

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 20.3.2.4 Editing values for non-constant rates and factors

Element Description
Rate If you select the Rate constant option for a person group, you can enter a
value ≥ 0 for the specific demand of this group.
SA factor If this option is selected, the value of the intrazonal demand is constant for
constant the attraction rate, i.e. it is the same for all zones.
If the option is not selected, a specific value (from zone attribute) is
regarded for each zone.
Note
SA = study area
Study area If you select the SA factor constant option, you can enter a value ≥ 0 for the
share intrazonal share for the mobility rate or for the attraction rate.

9. Confirm with OK.

10. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
EVA Trip generation is calculated and its results are saved per demand stratum to the zone attrib-
utes Productions and Attractions (see "Editing the demand of EVA-P demand strata" on
page 1813).

Tips: You can display the results in zone lists (see "Viewing the demand of EVA-P demand
strata in lists" on page 1814) or in the network graphics (see "Displaying data graphically and in
lists" on page 2507). If you make the appropriate setting before opening a zone list (see "Set-
ting list options" on page 2512), Visum will automatically create some list layout files when a
zone list is opened. Using these files, you can quickly view the most important demand data.
Furthermore, you can use an add-on to generate a statistical overview of all results in tabular
form (see "Running script files" on page 3113). The values gained for number of persons, struc-
tural properties, mobility and production rates as well as the demand calculated on this basis
you can check for plausibility this way. You can find the add-on EVA analysis provided with the
program under Scripts > Script menu > VisumAddIn > Demand.

20.3.2.4 Editing values for non-constant rates and factors

In case of rates (mobility rate, production rate, attraction rate) or factors (study area factor home
or production or attraction) that are not identical for all zones, in the zone list, you must define or
change specific values for all zones, demand strata and person groups (mobility rate and
SAfactor home) or for all structural properties (production rate and attraction rate as well as
SAfactor production and attraction) (see "Editing the properties of objects in lists" on page 2535).

Tip: If you make the appropriate setting before opening a zone list (see "Setting list options" on
page 2512), Visum will automatically create some list layout files when a zone list is opened.
Using these files, you can quickly view the most important demand data.

1. Open the Zones list (see "Opening a list" on page 2508).

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 20.3.2.5 Editing the demand of EVA-P demand strata

2. From the selection list, select the pre-defined list layout EVA production rates or EVA study
area factors.
For each demand stratum and person group or structural property, columns with the cor-
responding rates or factors are listed.
3. Edit the rate or factor data for the desired zones, demand strata and person groups or struc-
tural properties (see "Editing the properties of objects in lists" on page 2535).

Note: The values from the zone list are not regarded for constant rates or factors.

20.3.2.5 Editing the demand of EVA-P demand strata

You can edit the production and attraction values calculated by means of EVA trip generation and
further data by demand stratum (see "Calculating EVA trip generation" on page 1810).
1. From the Demand menu, choose Demand models.
The Demand models window opens.
2. Select the Demand strata tab.
3. In the Select demand model list, click the demand model of your choice.
4. In the list, select the demand stratum whose production and attraction rate values you would
like to edit.
5. Click the Productions/Attractions button.
The Define productions/attractions window opens.
6. Make the desired changes.

Element Description
Production Number of trips starting from the given zone by demand stratum
EVA trip generation calculates this value. If no hard constraints have been
defined, it can also be calculated by EVA distribution/mode choice (see "Cal-
culating EVA trip generation" on page 1810 and "Calculating EVA trip dis-
tribution and mode choice" on page 1820).
Attraction Number of trips heading to the given zone by demand stratum
EVA trip generation calculates this value. If no hard constraints have been
defined, it can also be calculated by EVA distribution/mode choice (see "Cal-
culating EVA trip generation" on page 1810 and "Calculating EVA trip dis-
tribution and mode choice" on page 1820).
Home trips Number of trips by demand stratum, starting from the particular zone and end-
ing there
The value is calculated in the EVA trip generation step (see "Calculating EVA
trip generation" on page 1810).

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 20.3.2.6 Viewing the demand of EVA-P demand strata in lists

Element Description
Production Number of trips by demand stratum starting from the particular zone, the
target value is calculated in the EVA trip generation step before constraints are
regarded (see "Calculating EVA trip generation" on page 1810 and "Defining
constraints" on page 1806).
Attractions Number of trips by demand stratum heading to the particular zone, the value
target is calculated in the EVA trip generation step before constraints are regarded
(see "Calculating EVA trip generation" on page 1810 and "Defining con-
straints" on page 1806).
Balance Factor which is calculated optionally when solving the trilinear equation sys-
factor pro- tem during EVA distribution/mode choice for the production side (see Fun-
ductions damentals: Chpt. 5.2.9.3, page 257)(see "Calculating EVA trip distribution
and mode choice" on page 1820).
Balance Factor which is calculated optionally when solving the trilinear equation sys-
factor attrac- tem during EVA distribution/mode choice for the attraction side (see Fun-
tions damentals: Chpt. 5.2.9.3, page 257)(see "Calculating EVA trip distribution
and mode choice" on page 1820).

7. Confirm with OK.

The edited values are stored with the demand stratum

Tips: Alternatively, you can edit production and attraction rates of demand strata by zone (see
"Zones: DStrata tab" on page 1258), or via menu Demand > Demand models > tab
Constraints > button Productions/attractions or in displayed lists (see "Viewing the demand
of EVA-P demand strata in lists" on page 1814).

20.3.2.6 Viewing the demand of EVA-P demand strata in lists

In a zone list you can view and edit the values of production, attraction and home rates and other
data for all zones and all demand strata (see "Adjusting the list layout" on page 2514 and "Editing
the properties of objects in lists" on page 2535).

Tip: If you make the appropriate setting before opening a zone list (see "Setting list options" on
page 2512), Visum will automatically create some list layout files when a zone list is opened.
Using these files, you can quickly view the most important demand data.

1. From the selection list, select the pre-defined list layout EVA trip generation output.
For each demand stratum, a column with the corresponding demand is displayed.
2. If applicable, edit the values of production, attraction and home trips for desired zones and
demand strata (see "Editing the properties of objects in lists" on page 2535).

20.3.2.7 Calculating EVA weighting

Prior to distributing the zones productions and attractions calculated in the EVA trip generation,
the relations need to be weighted. For weighting, assessment types have to be defined. Assess-

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 20.3.2.7 Calculating EVA weighting

ment types are shares of the total costs of a trip, for example journey time, egress/access time,
monetary costs, number of PuT transfers etc.
During EVA weighting, skim matrices are transformed per mode, per demand stratum and per
assessment type by means of an evaluation function and multiplied subsequently. Exception: For
the assessment type journey time, the transformed walking time (competing walking time) mul-
tiplied by a factor is subtracted from the result of the transformation. The results are listed in a
skim matrix per demand segment, with the code EVA weighting (see Fundamentals: Chpt.
5.2.9.3, page 257).

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. To the procedure sequence, at the position of your choice, add the procedure EVA weighting
of the Demand model category (see "Setting up and starting the procedure sequence" on
page 2015).
3. In the row of the added procedure, click the button in the Reference object(s) column.
The Demand strata selection window opens.
4. In the Select demand model list, click the demand model the demand strata belong to.
5. In the Demand stratum selection list, select the demand strata you would like to calculate the
EVA weighting operation for.

Tip: To select multiple demand strata, hold down the CTRL key while clicking the desired
entries one by one.

6. Confirm with OK.

The demand strata selected are listed in the Reference object(s) column.
7. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The Parameters: EVA weighting window opens.
8. Make the desired changes.

Element Description
For active OD If this option has been selected, EVA weighting is performed for active
pairs only OD pairs only (see "Exception: Filter for OD pairs" on page 1145).
Exclude OD If this option has been selected, only OD pairs with at least one active
pairs connecting zone are regarded.
passive zones

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20.3.2.7 Calculating EVA weighting

Element Description
Set all result If this option has been selected, the matrix data of the matrices are set to
matrices to 0 zero prior to the calculation.
prior to cal-
culation
Consider home If this option has been selected, the home zone of the traveler is
zone for demand regarded as potential for demand strata of OD type 3.
strata of type 3
If this option has not been selected, the home zone is ignored.
Save result Select this option to automatically save the skim matrices calculated
matrices to file through the procedures to the version file.
Note
By default, the option is not selected. For version files of previous pro-
gram versions, this option is automatically deactivated.
Maximum num- This value specifies the detail level of the data written to the log file. If the
ber of OD pairs number of OD pairs with a negative weighting is less than the value spe-
with negative cified, the OD pairs are listed individually. If it is higher, the OD pairs are
weighting in log summarized.
file Note
For this list output, select the log file output option (see "Specifying set-
tings for protocol files" on page 1049).
Apply to all Use this button to apply the settings of the currently selected demand
DStrata stratum to all demand strata with identical combinations of mode and
assessment type.

9. Click the Define assessment types... button.

The Define assessment types window opens.
10. Make the desired changes.

Element Description
Assessment List of all defined assessment types
type
Relevant Via this button, you can - by assessment type - select another mode or
modes other modes in a separate window.
Note
The fields of assessment types Competing walk time and External
weighting matrix can be left blank. For Journey time, all modes are
always selected.
Create Use this button to create a new assessment type. You can enter a name for
it in a separate window.
Tip

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 20.3.2.7 Calculating EVA weighting

Element Description
You can change the name of a user-defined assessment type by over-
writing it in the respective column.
Delete Deletes the selected assessment type
Note
The assessment types Competing walk time, external matrix and Jour-
ney time are predefined. You cannot delete them.

11. Confirm with OK.

The assessment type is set.
12. Make further changes in the Parameters: EVA weighting window.

Element Description
Key Unique value generated by Visum for each combination of Mode, Assess-
ment type and Demand stratum.
Demand Shows the demand stratum for which you are specifying the parameters.
stratum One row per key.
Type (origin des- Direction of the corresponding activity pair (see "Properties and options of
tination type) activity pairs" on page 1763)
Mode Shows the mode for which the evaluation is calculated.
Mode avail- Via this button you can select the numerical zone attribute, that indicates
ability the availability of the selected mode in the particular zone.
The OD type of the corresponding activity pair controls whether the attrib-
ute effects the origin side and/or the destination side (see "Properties and
options of activity pairs" on page 1763).
Type 1 for origin side
Type 2 for destination side
Type 3 for home trips
Tip
The attribute value should lie between 0 and 1. Thereby 0 means "not
available" and 1 means "100 % available".
Capacity Via this button you can select the numerical zone attribute, that indicates
utilization the maximum share a structural property may be utilized. Example: For
the activity pair Home-Shopping you may define to which extent the avail-
able retail sales area on the destination side may be utilized.
The OD type of the corresponding activity pair controls whether the attrib-
ute effects the origin side and/or the destination side (see "Properties and
options of activity pairs" on page 1763).
Type 1 for destination side
Type 2 for origin side

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20.3.2.7 Calculating EVA weighting

Element Description
Type 3 for both sides
Tip
The attribute value should lie between 0 and 1. Thereby 0 means "no
capacity utilization" and 1 means "100% capacity utilization".
Assessment Display of the assessment type the weighting is calculated for. The
type assessment types are selected via the Define assessment types button.
Gen. Costs Activate this option to specify generalized costs in the SkimMat /
ZoneAttr / LinComb. column.
If this option is not activated, in the SkimMat / ZoneAttr / LinComb.
column, select a Visum skim matrix, a zone attribute or a constant.
SkimMat / Click this button to specify the values used for cost calculation.
ZoneAttr / If the Gen. Costs option is not selected, click the button to open the
LinComb Select operand window. You can then select a Visum matrix, a zone
attribute or a constant.
If the Gen. Costs option is selected, click the button to open the win-
dow. Here you can specify a linear combination of Visum skim
matrices, attribute vectors and/or constants (see "Combining
matrices and attribute vectors in the Matrix editor window" on
page 1948).
Transformation In the list box, click the weighting function type for transformation (see Fun-
type damentals: Chpt. 5.2.9.3, page 257).
a, b, c You can edit the parameters of the weighting function in the cells (see Fun-
damentals: Chpt. 5.2.9.3, page 257).
Note
If you select No transformation as the function, these parameters are
grayed out. Depending on the selected function, parameters that are irrel-
evant for the respective function are grayed out.
Tip
Alternatively, you can edit the parameters under Graph (see "Viewing and
editing the curve progression of the weighting function" on page 1819).
Max. imp. Threshold for impedance
Notes
If the impedance exceeds the threshold for an assessment type, the over-
all weighting is set to 0.
Blank entry permitted (no upper limit for the impedance).
PKF Factor for the competing walk time (see Fundamentals: Chpt. 5.2.9.3,
page 257)
Note
The factor is regarded for the assessment type Journey time.

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 20.3.2.7 Calculating EVA weighting

Element Description
Graph View the curve progression of the weighting function in a separate window
and edit it, if necessary (see "Viewing and editing the curve progression of
the weighting function" on page 1819)
Comparison Show the curve progression of the weighting function for each mode sim-
ultaneously in separate windows. If required, select a mode to edit it (see
"Viewing and editing the curve progression of the weighting function for all
modes" on page 1820).

13. Confirm with OK.

14. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
EVA weighting is calculated. The calculation results are saved per demand stratum to a skim mat-
rix.

Tip: You can show and edit the skim matrices (see "Managing, showing and analyzing
matrices" on page 1866)

Viewing and editing the curve progression of the weighting function

1. Make sure that the Parameters: EVA weighting window is open (see "Calculating EVA
weighting" on page 1814).
2. For the desired demand stratum, click the corresponding Graph button.
The Function graph window opens and the curve progression of the utility function is shown
with the currently set parameters a, b, and c.
3. In the Range section, you may edit the scaling of the x axis and the y axis, if applicable.

Element Description
X Min Minimum value for x-axis (negative values allowed)
X Max Maximum value for x-axis
Y Min Minimum value for y-axis (negative values allowed)
Y Max Maximum value for y-axis
Apply Click this button to use the entered values for the graph and to update the
curve progression.

4. Edit the weighting function parameters a, b, and c in the Parameters section, if applicable.

Tip: Alternatively, you can change the parameters directly in the table of the Parameters:
EVA weighting window.

5. Click the Apply button.

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 20.3.2.8 Calculating EVA trip distribution and mode choice

The entered parameter values are applied to the graph and will thus update the curve pro-
gression.
6. Confirm with OK.

Viewing and editing the curve progression of the weighting function for all modes
1. Make sure that the Parameters: EVA weighting window is open (see "Calculating EVA
weighting" on page 1814).
2. For the desired demand stratum, click the respective Comparison button in the All modes
column.
The Function graph window opens; for each mode, the curve progression and the weighting
function with current a, b, and c parameter settings are displayed.
3. In the color legend to the right, click the color of the particular mode.
The curve of this mode is highlighted for processing.
4. In the Range section, you may edit the scaling of the x axis and the y axis, if applicable.

Element Description
X Min Minimum value for x-axis (negative values allowed)
X Max Maximum value for x-axis
Y Min Minimum value for y-axis (negative values allowed)
Y Max Maximum value for y-axis
Apply Click this button to use the entered values for the graph and to update the
curve progression.

5. Edit the weighting function parameters a, b, and c in the Parameters section, if applicable.

Tip: Alternatively, you can change the parameters directly in the table of the Parameters:
EVA weighting window.

6. Click the Apply button.

The entered parameter values are applied to the graph and will thus update the curve pro-
gression.
7. Confirm with OK.

20.3.2.8 Calculating EVA trip distribution and mode choice

In the procedure EVA trip distribution and mode choice, Visum calculates demand matrices on the
basis of each zone's production and attraction determined in the trip generation step. Those
matrices contain the number of trips between two zones each by demand stratum and mode. In
contrast to the Standard 4-step model, the calculation of trip distribution and mode choice is per-
formed simultaneously in an interlinked procedure. Two different iteration algorithms are provided
for the approximate calculation (see Fundamentals: Chpt. 5.2.9.3, page 257).

1. On the toolbar, click the Open 'Procedure sequence' window button.

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 20.3.2.8 Calculating EVA trip distribution and mode choice

The Procedure sequence window opens.

2. To the procedure sequence, at the position of your choice, add the EVA distribution/mode
choice procedure of the Demand model category (see "Setting up and starting the procedure
sequence" on page 2015).
3. In the row of the added procedure, click the button in the Reference object(s) column.
The Demand strata selection window opens.
4. In the Select demand model list, click the demand model the demand strata belong to.
5. In the Demand stratum list, click the demand strata for which you want to calculate EVA trip
distribution and mode choice.

Tip: To select multiple demand strata, hold down the CTRL key while clicking the desired
entries one by one.

6. Confirm with OK.

The demand strata selected are listed in the DStrata input field and in the Reference object
(s) column.
7. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The Parameters EVA distribution/mode choice window opens.
8. Select the General parameters tab.
9. Make the desired changes.

Element Description
Project type Via this option, you decide how to handle the mode shares
Analysis
You use the analysis to calculate the balance factors for mode choice.
Select this option to enter the global mode shares of the total demand
in the Standardized assessment tab.
Forecast
Select this option to use the existing balance factors for mode choice
as a basis for calculation (see Fundamentals: Chpt. 5.2.9.3, page 257).
Execute balancing If this option has been checked, balancing is performed at the end of
EVA Distribution and Mode choice (see Fundamentals: Chpt. 5.2.9.3,
page 257).
Notes
This option is only available if you have selected balancing for a
demand stratum.

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20.3.2.8 Calculating EVA trip distribution and mode choice

Element Description
You can define the demand stratum (OD type 3) for which to compute
balancing on the Constraints tab under Demand > Demand models
(see "Defining constraints" on page 1806).
If balancing has already been calculated at the end of the EVA Trip gen-
eration step, it is not calculated anew at this point (see "Calculating
EVA trip generation" on page 1810).
Maximum number Number of iterations as a termination criterion if the procedure cannot
of iterations reach convergence with the selected iteration algorithm.
Tolerance for hard Factor of precision for hard constraints (see Fundamentals: Chpt.
constraints 5.2.9.2, page 237)
Tolerance for non- Factor of precision for non-hard constraints (i.e. Soft, Elastic or Open)
hard constraints (see Fundamentals: Chpt. 5.2.9.2, page 237)
Use saved balance Note
factors as initial This option is available after you select the project type Analysis.
solution
Select this option to include the existing balance factors for pro-
ductions, attractions and mode choice in the calculation (see "Editing
the demand of EVA-P demand strata" on page 1813).
If you do not select this option, the balance factors will not be taken
into account for calculation.
Use saved balance Note
factors for pro- This option is available after you select the project type Forecast.
ductions and
Select this option to include the existing balance factors for pro-
attractions as ini-
tial solution ductions, attractions and mode choice in the calculation (see "Editing
the demand of EVA-P demand strata" on page 1813).
If you do not select this option, only the balance factors for mode
choice will be taken into account for calculation.
Store calculated Select this option to save the balance factors for productions and
balance factors for attractions (see Fundamentals: Chpt. 5.2.9.3, page 257).
productions and
If you do not select this option, the balance factors for productions
attractions
and attractions are not saved.
Note
The balance factors for mode choice are always saved during analysis,
but not during the forecast!

10. Select the Procedure tab.

11. Make the desired changes.

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 20.3.2.8 Calculating EVA trip distribution and mode choice

Element Description
Procedure Via this selection list, you may - for each demand stratum - select the iter-
ative procedure for solving the trilinear equation system (see Fun-
damentals: Chpt. 5.2.9.3, page 257).
Fixing For acceleration of the multi procedure convergence you may fix either pro-
ductions or attractions - thus, these remain constant during the iterative pro-
cedure.
From the selection list, select the type of fixing.
Note
This option is only provided for the Multi procedure.

Tip: You can adopt the entries made in one row for all other rows. To do so, right-click the
row of your choice and select Use all attributes for all demand strata.

12. Select the Standardized assessment tab.

Note: The Standardized assessment tab is only provided if - in the General parameters
tab - option Analysis has been selected for project type.

13. For each mode, specify the mode's share of the total demand of the demand stratum.
14. If applicable, click the Standardize rows button.
For each demand stratum, all shares are standardized in such a way that their sum amounts to
1.
15. Select the Mode choice matrices tab.
16. In the desired row, click the button in the first column Mode choice matrix.
The Select matrix window opens.
17. Select the matrix you want to add the respective demand to during mode choice. Here, two
methods are provided (see "Selecting matrices" on page 1869).

Element Description
Select matrix dir- From the list of all matrices, select the desired matrix by its number.
ectly
Select matrix by Select a matrix by certain attributes and their values.
properties

18. Confirm with OK.

The demand matrix is allocated to the mode. A reference to the selected mode choice matrix
will be displayed in the second column ModeChoiceMatrix.
19. In the same way, select the matrix of your choice for all demand strata.
20. Confirm with OK.

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 20.3.3 Calculating demand with the tour-based model (VISEM)

21. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
EVA distribution and mode choice are calculated and their results are saved per demand stratum
and mode to separate demand matrices.

Tips: You can show and edit the demand matrices (see "Editing matrix values" on page 1915).
For plausibilization of results we recommend to create a trip length distribution by classification
of demand matrices with the help of a skim matrix coding the distance (see "Showing matrices
in a histogram" on page 1906).

20.3.3 Calculating demand with the tour-based model (VISEM)

Note: This function is only available if you have activated the Tour-based demand model
add-on (see " Enabling or disabling add-ons" on page 1058).

The following step-by-step instruction illustrates the typical work flow for demand calculation with
the help of the Tour-based model (see Fundamentals: Chpt. 5.2.10, page 267).
1. Construct the network model (transport supply) (see "Editing the network" on page 1065).
2. Create zones (see "Creating a zone" on page 1255).
3. Connect the zones to nodes in the network (see "Creating a connector" on page 1276).
4. Create a demand model, activities, activity pairs, activity chains, person groups, structural prop-
erties and demand strata and define their properties (see "Managing demand objects" on
page 1738).
5. Enter zone attributes: population figures by person group (see "Editing the number of persons
in a person group" on page 1756), the values of the strucutral properties (see "Editing struc-
tural property data" on page 1758) and the values of zone-specific procedure parameters (see
"Editing values for non-constant mobility rates and study area shares" on page 1826), if
required.
6. Define the exchangeable modes (see "Properties and options of modes" on page 1182).
7. Specify a procedure sequence consisting of the following steps: Tour-based model - Trip
generation and Tour-based model - Combined trip distribution / mode choice (see "Set-
ting up and starting the procedure sequence" on page 2015).
8. For each procedure, set the parameters.
9. To the procedure sequence, add procedures for skim matrix calculation (see "Calculating PrT
skims" on page 2167 and "Calculating PuT skims" on page 2264) and, if required, for assign-
ment and iterative repetition of the procedure sequence (see "Starting the iterative repetition"
on page 1847).
10. Start the procedure sequence (see "Executing procedures in the procedure sequence" on
page 2030).
The demand is calculated using the tour-based model.

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 20.3.3.1 Calculating Tour-based model - Trip generation

20.3.3.1 Calculating Tour-based model - Trip generation

Similarly to the EVA trip generation method in the EVA model for passenger demand (see "Cal-
culating EVA trip generation" on page 1810), the Tour-based model - Trip generation method cal-
culates the number of home trips by demand stratum for each zone (see Fundamentals: Chpt.
5.2.10.2, page 269).

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. To the procedure sequence, at the position of your choice, add the procedure Tour-based
model - Trip generation of the Demand model category (see "Setting up and starting the pro-
cedure sequence" on page 2015).
3. In the row of the added procedure, click the button in the Reference object(s) column.
The Demand strata selection Tour-based model window opens.
4. In the Select demand model list, click the demand model the demand strata belong to.
5. In the Demand strata selection list, select the demand strata you would like to calculate the
Tour-based model - Trip generation for.

Tips: To select multiple demand strata, hold down the CTRL key while clicking the desired
entries one by one.
Alternatively, you may pre-select corresponding demand strata for certain person groups
and activity pairs. Therefore, select the desired demand objects in the Person groups and
Activity pairs selection lists and click the Accept pre-selection button.

6. Confirm with OK.

The demand strata selected are listed in the Reference object(s) column.
7. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The Parameters: Tour-based model - Trip generation window opens.
8. Make the desired changes.

Element Description
For active If this option has been checked, Tour-based model - Trip generation is cal-
zones only culated only for active zones (see "Using filters to set network objects act-
ive or passive" on page 1125 and "Setting network objects active/passive
via the spatial selection" on page 1152).
Sum up values If this option has been checked, the output attribute values are added to the
given values.

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 20.3.3.2 Editing values for non-constant mobility rates and study area shares

Section Home trips

Element Description
Mobility rate If this option has been checked, the mobility rate of the person group is
constant constant for the demand stratum, i.e. it is the same for all zones.
If the option is not selected, a specific value (from zone attribute) is con-
sidered for each zone (see "Editing values for non-constant mobility rates
and study area shares" on page 1826).
Mobility rate If you select the Mobility rate constant option for a person group, you can
enter a value ≥ 0 for the specific demand of this group.
SA factor If this option is checked, the value of the intrazonal demand is constant
home constant for the mobility rate, i.e. it is the same for all zones.
If the option is not selected, a specific value (from zone attribute) is con-
sidered for each zone (see "Editing values for non-constant mobility rates
and study area shares" on page 1826).
Note
SA = study area
SA factor If you select the SA factor home constant option for a person group, you
home can enter a value ≥ 0 as mobility rate for the specific home demand.

9. Confirm with OK.

10. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
Tour-based model - trip generation is calculated. The calculation results are saved per demand
stratum to the zone attribute Home trips (see "Editing the demand of tour-based demand strata"
on page 1827).

Tip: You can display the results in zone lists (see "Viewing the demand of Tour-based model
demand strata in lists" on page 1827) or in the network graphics (see "Displaying data graph-
ically and in lists" on page 2507).

20.3.3.2 Editing values for non-constant mobility rates and study area shares
If a mobility rate value or a study area factor for Home is not constant (i.e. each zone has its own
value), you need to specify or edit its values for all zones and demand strata in the Zones list (see
"Editing the properties of objects in lists" on page 2535).

Tip: If you make the appropriate setting before opening a zone list (see "Setting list options" on
page 2512), Visum will automatically create some list layout files when a zone list is opened.
Using these files, you can quickly view the most important demand data.

1. Open the Zones list (see "Opening a list" on page 2508).

2. From the selection list, select the pre-defined list layout Tour-based model - Generation
rates or Tour-based model - Analysis area shares.

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 20.3.3.3 Editing the demand of tour-based demand strata

For each demand stratum, columns with the mobility rate or the study area share home are lis-
ted.
3. Edit the mobility rate values or the study area factors home for the desired zones and demand
strata (see "Editing the properties of objects in lists" on page 2535).

Note: For constant mobility rates or SAfactors, the values from the zone list are not regarded.

20.3.3.3 Editing the demand of tour-based demand strata

You may edit the home trips by demand stratum values which are calculation results of the Tour-
based model - Trip generation step (see "Calculating Tour-based model - Trip generation" on
page 1825).
1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the Demand strata tab.
3. In the Select demand model list, click the demand model of your choice.
4. In the list, select the demand stratum whose home trips value you would like to edit.
5. Click the Home trips button.
The Set number of home trips window opens.
6. Make the desired changes.

Element Description
Home Number of trips by demand stratum, starting from the particular zone and ending
trips there
The value is calculated in the Tour-based model - Trip generation step (see "Cal-
culating Tour-based model - Trip generation" on page 1825).

7. Confirm with OK.

The edited values are stored with the demand stratum

Tip: Alternatively, you may view and edit the number of home trips by demand stratum in lists
(see "Viewing the demand of Tour-based model demand strata in lists" on page 1827).

20.3.3.4 Viewing the demand of Tour-based model demand strata in lists

For all zones and all demand strata, you may view and edit the number of home trips in a zone list
(see "Adjusting the list layout" on page 2514 and "Editing the properties of objects in lists" on
page 2535).

Tip: If you make the appropriate setting before opening a zone list (see "Setting list options" on
page 2512), Visum will automatically create some list layout files when a zone list is opened.
Using these files, you can quickly view the most important demand data.

1. Open the Zones list (see "Opening a list" on page 2508).

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 20.3.3.5 Creating demand matrices for tour-based model - trip distribution and mode choice

2. From the selection list, select the pre-defined list layout Tour-based model - Generation res-
ults.
For each demand stratum, a column with the corresponding number of home trips is displayed.
3. If applicable, edit the number of home trips for desired zones and demand strata (see "Editing
the properties of objects in lists" on page 2535).

20.3.3.5 Creating demand matrices for tour-based model - trip distribution and mode choice
If no demand matrices have been selected yet, to which the result of the Tour-based model - Trip
distribution and Mode choice is to be saved to by person group, you may create new demand
matrices for Trip distribution and Mode choice and allocate them to the person groups auto-
matically.
1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the Basis tab.
3. Select the desired demand model.
4. Click the Create procedure sequence button.
The Create procedure sequence window opens.
5. Click the Demand matrices button.
The window Options for the creation of demand matrices opens.
6. Make the desired changes.

Element Description
Distribution Do not create distribution matrices
matrices Select this option if you do not want Visum to generate distribution matrices.
Generate distribution matrices (one matrix per person group)
Select this option if you want Visum to generate a distribution matrix per per-
son group.
Mode choice Create a matrix per mode
matrices Select this option if you want Visum to generate a separate matrix per mode of
the demand model.
Create a matrix per mode and furthermore a matrix per mode and per-
son group
Select this option if you want Visum to create a separate matrix per mode and
per combination of mode and person group.
Activity Do not create activity matrices
matrices Select this option if you do not want Visum to generate activity matrices.
Create a matrix per destination activity

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 20.3.3.6 Calculating tour-based model - combined trip distribution and mode choice

Element Description
Select this option if you want Visum to generate a matrix for each destination
activity.
Create a matrix per destination activity and furthermore a matrix per
destination activity and person group
Select this option if you want Visum to create a separate matrix per des-
tination activity and per combination of destination activity and person group.

Note: For each matrix type, you are informed of how many matrices have been generated
based on your settings.

7. Confirm with OK.

New demand matrices are created and allocated to all objects that have not been assigned a
demand matrix yet.

20.3.3.6 Calculating tour-based model - combined trip distribution and mode choice
Note: This function is only available if you have activated the Tour-based demand model
add-on (see " Enabling or disabling add-ons" on page 1058).

For each transition in an activity chain, the Tour-based model - Combined trip distribution and
mode choice calculates an overall demand matrix and mode- specific demand matrices sim-
ultaneously (see Fundamentals: Chpt. 5.2.10.3, page 270).
1. Make sure, that the zone-specific demand by demand stratum is available as zone attribute
Home trips (see "Calculating Tour-based model - Trip generation" on page 1825 and "Editing
the demand of tour-based demand strata" on page 1827).
2. Make sure that - to each person group the Tour-based model - Trip distribution and Mode
choice is to be calculated for - a demand matrix has been allocated to which the results are to
be stored (see "Creating demand matrices for tour-based model - trip distribution and mode
choice" on page 1828).

3. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
4. To the procedure sequence, at the position of your choice, add the Tour-based model - Com-
bined trip distribution / mode choice procedure of the Demand model category (see "Set-
ting up and starting the procedure sequence" on page 2015).
5. In the row of the inserted procedure, click the button in the Reference object(s) column.
The Demand strata selection Tour-based model window opens.
6. In the Select demand model list, click the demand model the demand strata belong to.
7. In the Demand strata list, click the demand strata for which you want to calculate the Tour-
based model - Combined trip distribution and mode choice.

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20.3.3.6 Calculating tour-based model - combined trip distribution and mode choice

Tips: To select multiple demand strata, hold down the CTRL key while clicking the desired
entries one by one.
Alternatively, you may pre-select corresponding demand strata for certain person groups
and activity pairs. Therefore, select the desired demand objects in the Person groups and
Activity pairs selection lists and click the Confirm preselection button.

8. Confirm with OK.

The demand strata selected are listed in the DStrata input field and in the Reference object
(s) column.
9. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The Parameters: Tour-based model - Combined trip distribution / mode choice window
opens.
10. Make the desired changes.

Note: If within a row, data is missing that is required for the calculation, Visum highlights the
fields in red. If you, e.g., choose to save a utility matrix, you must specify an output matrix.
Otherwise, the filed in the Utility output matrix is highlighted in red.

Element Description
Mode choice: Select this option to specify a different parameter for each destination activ-
Define utility ity. Select this option to show an additional Activity column in the Mode
per destination choice utility tab. For each destination activity, you can now specify a sep-
activity arate utility function (see "Setting utility function parameters for tour-based
model - trip distribution or tour-based model - mode choice" on page 1837).
Calculate mode If the option has been selected, you can calculate the mode choice with a
choice with Nested Logit model. You define a decision tree for the calculation of the
Nested Logit mode choice (see "Nested Logit model: Edit decision tree" on page 1838).
model You can specify other settings on the Mode choice utility tab (see "Tour-
based model: trip distribution / mode choice combined" on page 270).
Decision tree Click the button to open another window, in which you can edit the decision
tree for the calculation using the Nested Logit model (see "Nested Logit
model: Edit decision tree" on page 1838).
Note
The button is only available if the Calculate mode choice with Nested
Logit model option has been selected.
Maximum num- Number of iterations as a termination criterion if the procedure cannot
ber of iter- reach convergence with the selected iteration algorithm.
ations
Precision Factor of precision for constraints (see "Properties and options of activities"
factor on page 1760)

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 20.3.3.6 Calculating tour-based model - combined trip distribution and mode choice

Distribution utility tab

Element Description
Key Unique value generated by Visum for each combination of Person group
and Activity.
Person group Person group of the trip distribution
Activity Destination activity of the trip distribution
Utility defin- Via this button, you may - in a separate window - define a combination of
ition matrices and attribute vectors which will be used as utility matrix for the par-
ticular person group and activity during Trip distribution (see "Setting utility
function parameters for tour-based model - trip distribution or tour-based
model - mode choice" on page 1837).
Function type Type of the utility function for trip distribution calculation (see Fun-
damentals: Chpt. 5.2.10.3, page 270)
For selection, use the selection list.
Note
The function type can be set individually or for a combination of person
groups and activities. To do so, select the desired combination by holding
down the CTRL key and clicking on the desired rows.
a, b, c Utility function parameters for trip distribution (see Fundamentals: Chpt.
5.2.10.3, page 270)
Depending on the selected function, parameters that are irrelevant for the
respective function are grayed out.
Graph Use this button to open a separate window in which you can show and edit
the curve progression of the utility function (see "Viewing and editing the
curve progression of the utility function" on page 1838).
Save utility Select this option to save the destination choice utility matrix.
matrix
Utility output Using the button opens the window Select matrices, where you can
matrix choose an output matrix, in which the destination choice utility matrix is
saved (see "Selecting matrices" on page 1869).
Utility output Reference to the matrix which was selected using the button and the com-
matrix bination of matrix number and matrix name. If a matrix is not yet present,
because it is only generated during the procedure, the field remains blank.
In the Save utility matrix column, use the respective symbols to select all
highlighted rows or undo the selection.
Click the symbol to create a new output matrix for the row selected if, in the
Utility output matrix column, no output matrix is specified.

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20.3.3.6 Calculating tour-based model - combined trip distribution and mode choice

Mode choice utility tab

Element Description
Key Unique value generated by Visum for each combination of Person group
and Mode.
Note
If the option Mode choice: Define utility per destination activity has
been selected, the key also contains the Activity.
Person group Person group of mode choice
Activity Destination activity of mode choice
Note
This option is only available for the utility function of the mode choice if you
have selected the Mode choice: Define utility per destination activity
option.
Mode Mode selected
Mode / Nest Selected mode with nests
Note
The column is available only if you have selected the option Mode choice:
Define utility per destination activity.
Utility function Via this button, you may - in a separate window - define a combination of
matrices and attribute vectors which will be used as utility matrix for the par-
ticular person group and mode during Mode choice (see "Setting utility func-
tion parameters for tour-based model - trip distribution or tour-based model
- mode choice" on page 1837).
Scaling para- This column is available if you have selected the option Calculate mode
meters choice with Nested Logit model (see "Tour-based model: trip distribution
/ mode choice combined" on page 270).
Allocation para- This column is available if you have selected the option Use nested logit
meter model for mode choice and also calculate with cross nested logit (see
"Tour-based model: trip distribution / mode choice combined" on
page 270).
Function type Type of utility function for mode choice calculation (see Fundamentals:
Chpt. 5.2.10.3, page 270)
For selection, use the selection list.
Note
The function type can be set individually or for person group and mode com-
binations. To do so, select the desired combination by holding down the
CTRL key and clicking on the desired rows.
a, b, c Utility function parameters for mode choice (see Fundamentals: Chpt.
5.2.10.3, page 270)

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 20.3.3.6 Calculating tour-based model - combined trip distribution and mode choice

Mode choice utility tab

Element Description
Depending on the selected function, parameters that are irrelevant for the
respective function are grayed out.
Graph Use this button to open a separate window in which you can show and edit
the curve progression of the utility function (see "Viewing and editing the
curve progression of the utility function" on page 1838).

In the procedure, you can use what is known as rubber banding. This functionality allows the
setting of route chains that are aligned to a previously defined main activity. The rubber band-
ing weight determines how strongly the impedances of the path legs are weighted between the
intermediate activity and the main activity compared to the other path leg.
Rubberbanding tab
Element Description
Use rubber If the option is selected, rubber banding is used for the activity chain (see
banding Fundamentals: Chpt. 5.2.10.4, page 282)
Rubberbanding Enter a number. The larger the value you enter, the stronger the rubber
weight banding effect. A value of 1 means that both path legs are equally
weighted. A value of 0 is tantamount to a calculation without rubber band-
ing. We recommend values between 0.5 and 2.

Note: In the Activity chain with main activity column, the main activity is displayed in
square brackets (see "Properties and options of activities" on page 1760). The lowest value
in the Rank field defines the main activity. Since only one activity is considered the main
activity, we recommend to allocate the lowest value to one activity. If there are several activ-
ities with the same lowest value, Visum automatically uses the first activity as main activity.
The Activity chain with main activity column is highlighted in this case.

Output demand matrices tab

Element Description
Calculate Select this option to have Visum calculate a demand matrix for the com-
bination of person group, modes, and activity chain of this table row.
Person groups Click this button to specify the person groups of trip distribution for which
you want to calculate an output matrix.
Modes Click this button to specify the modes for which you want to calculate a mat-
rix.
Origin activ- Click this button to specify the origin activities for which you want to cal-
ities culate an output matrix.
Destination Click this button to specify the destination activities for which you want to
activities calculate an output matrix.

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20.3.3.6 Calculating tour-based model - combined trip distribution and mode choice

Output demand matrices tab

Element Description
From time Start time of the time interval, for which the calculation is to be performed
(format: hh or hh:mm or hh:mm:ss)
To time End time of the time interval, for which the calculation is to be performed
(format: hh or hh:mm or hh:mm:ss)
Type Shows the matrix type that is calculated. This data depends on the settings
you made under Modes, Origin activity, and Destination activity.
Distribution matrix
You have selected all modes, origin activities and destination activities.
Mode choice matrix
You have no selected all modes, but all origin and destination activities.
Activity matrix
You have no selected all destination activities, but all origin activities and
modes.
Other
For all other combinations of modes, origin activity, and destination activity
Output matrix Using the button opens the window Select matrix, where you can choose
the matrix in which the results are saved (see "Selecting matrices" on
page 1869) .
Output matrix Reference to the matrix which was selected using the button and the com-
bination of matrix number and matrix name. If a matrix is not yet present,
because it is only generated during the procedure, the field remains blank.

You can generate tours from the result of the tour-based procedure, which can be saved and
visualized as path sequences. A tour represents an exemplary sequence of zones that a per-
son could visit while completing an activity chain.
Note: This functionality is only available if you have activated the Multimodal and Tour-
based demand model add-ons (see " Enabling or disabling add-ons" on page 1058).

Path sequence set tab

Element Description
Compute path If this option is selected, path sequences are randomly calculated for the
sequences demand stratum from each zone.
Partitioning The number of path sequences to be generated per zone depends on the
size demand of the demand stratum at the zone and can be scaled separately
for each demand stratum by the value of the partitioning size. The value
indicates how many persons a path sequence corresponds to.
For each demand stratum, N path sequences are determined from each ori-
gin zone, where:

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 20.3.3.6 Calculating tour-based model - combined trip distribution and mode choice

Path sequence set tab

Element Description
N = 1 / partitioning size * demand[DStrata,origin zone]
Note
N is rounded and can amount to a maximum of 65536.
Path sequence Drop-down list of the existing path sequence sets
set
Random seed Start value of the random generator
Note
If you want to have exactly the same tours in all demand strata with the
same distribution, you can set the random seed for all demand strata to the
same value.
Generate miss- Use the button to generate path sequence sets for the demand strata, to
ing path which applies:
sequence sets the generation of path sequences is activated
no path sequence set has yet been allocated

Note: For all activities of the selected demand strata for which path sequence sets are to be
generated, missing path sequence activities are automatically generated by Visum.

You can use the symbols at the bottom section of the Output demand matrices tab to edit the
table of output elements.

Icon Name Description

Insert output Inserts a new row
element
Copy selected Copies all rows selected
output ele-
ments
Delete selec- Deleted all rows selected
ted output ele-
ments
Move selec- Moves all rows selected up/down
ted output ele-
ments
up/down
Sort output Sorts the table in default order
elements in
default order

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20.3.3.6 Calculating tour-based model - combined trip distribution and mode choice

Icon Name Description

Calculate/Do In the Calculate column, use the symbols to choose all selected rows
not calculate or undo the selection.
selected out-
put elements
Separate out- Click this button to create the table using the output matrices of your
put matrices choice. In the table, select the rows of your choice and click the respect-
for selected ive symbol. Then choose one of the following options:
output ele- Separate matrices per person group
ments... A separate row is created for each person group. Entries in the Modes,
Origin activities, and Destination activities columns are adopted.
Separate matrices per mode
A separate row is created for each mode. Entries in the Person group,
Origin activities, and Destination activities columns are adopted.
Separate matrices per origin activity
A separate row is created for each origin activity. Entries in the Mode,
Person group, and Destination activities columns are adopted.
Separate matrices per destination activity
A separate row is created for each destination activity. Entries in the
Modes, Person group and Destination activities columns are adop-
ted.
Tip

To easily set up a table, in the empty table, click the symbol to

insert a default row. The default row contains all person groups,
modes, origin activities, and destination activities. Using the options
described, you can extend the default row to create the table required.
Inserting miss- Click the symbol to create a new output matrix for the row selected if in
ing matrices the Output matrix column, no output matrix is specified.
for selected
output ele-
ments

11. Confirm with OK.

12. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
Tour-based model - Combined trip distribution and mode choice are calculated for the time inter-
val specified. The results for trip distribution are saved to demand matrices per person group and
target activity. The results for mode choice are saved to demand matrices per person group and
mode (see "Creating demand matrices for tour-based model - trip distribution and mode choice"
on page 1828).

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 20.3.3.6 Calculating tour-based model - combined trip distribution and mode choice

Tip: You can show and edit the demand matrices (see "Managing, showing and analyzing
matrices" on page 1866).

Note: If you want to calculate the demand matrices for multiple time intervals you need to
execute the Tour-based model - Combined Trip distribution and Mode choice repeatedly and to
set various demand matrices to which the calculation results per time interval are to be saved.

Setting utility function parameters for tour-based model - trip distribution or tour-based
model - mode choice
1. Open the Parameters: Tour-based model - Combined trip distribution/mode choice win-
dow (see "Calculating tour-based model - combined trip distribution and mode choice" on
page 1829).
2. Click the Distribution utility or Mode choice utility tab.

3. For the desired person group, click the corresponding Utility definition button .
The Utility definition for person group/destination activity <key> or Utility definition for
person group/mode <key> window opens.

Note: If you selected the option Mode choice: Define utility per destination, in the Mode
choice utility tab, the window Utility definition for person group/mode/destination
activity <key> opens. Then you can specify a separate utility definition for each destination
activity.

4. Make the desired changes.

Element Description
Utility U = In this window, click the desired linear combination of matrices, attribute
vectors and/or constants (see "Combining matrices and attribute vectors
in the Matrix editor window" on page 1948).
The utility function of trip distribution also contains the LogSum of mode-
specific utility (as the first term) that you can multiply by a factor.
Transformation In the list box, click the function you want to use to transform the final com-
drop-down list bination result (result matrix) (see "Editing matrix values" on page 1915).
Input field formula In this input field, define the remaining components of the utility function
as a formula made of Visum skim matrices, zone attributes or constants
(see "Creating a matrix calculated from a formula" on page 1882 and
"Insert matrices via matrix reference" on page 1880).
Use the icons to move up or down in the list of utility functions of the selec-
ted tab in the Parameters: Tour-based model - Combined trip dis-
tribution / mode choice window.

5. Confirm with OK.

The changes are applied.

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 20.3.3.7 Nested Logit model: Edit decision tree

Viewing and editing the curve progression of the utility function

1. Open the window Parameters: Tour-based model - Combined trip distribution / mode
choice and select the Distribution utility or Mode choice utility tab (see "Calculating tour-
based model - combined trip distribution and mode choice" on page 1829).
2. For the desired person group, click the corresponding Graph button.
The Function graph window opens. The curve progression of the utility function is shown with
the currently set parameters a, b, and c.
3. In the Range section, you may edit the scaling of the x axis and the y axis, if applicable.

Element Description
X Min Minimum value for x-axis (negative values allowed)
X Max Maximum value for x-axis
Y Min Minimum value for y-axis (negative values allowed)
Y Max Maximum value for y-axis
Apply Click this button to use the entered values for the graph and to update the
curve progression.

4. If required, in the Parameters section, edit the parameters a, b, and c of the utility function.

Tip: Alternatively, edit the parameters in the Distribution utility or Mode choice utility tab
(see "Calculating tour-based model - combined trip distribution and mode choice" on
page 1829).

5. Click the Apply button.

The entered parameter values are applied to the graph and will thus update the curve pro-
gression.
6. Confirm with OK.

20.3.3.7 Nested Logit model: Edit decision tree

1. Make sure of the following:
in the procedure sequence, the Tour-based model - Combined trip distribution /
mode choice procedure has been created (see "Calculating tour-based model - com-
bined trip distribution and mode choice" on page 1829)
The Parameters: Tour-based model - Combined trip distribution / mode choice win-
dow is open.
2. Select the Mode choice utility tab.
3. Choose the option Use nested logit model for mode choice.
4. Click the Decision tree button.
A query might open. Click Yes to confirm the query, to apply the utility definition and the scaling
factor of person groups / destination activity / mode with Logit function type in the Nested Logit

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 20.3.3.7 Nested Logit model: Edit decision tree

model. The Edit decision tree window opens and the existing root nodes for the decision tree
are displayed.
5. Make the desired settings.

Element Description
The Create nested node window opens, in which you can create nest
Create nes- nodes underneath the root node (see "Create nested node" on
ted node page 1839).
The Create mode node window opens, in which you can allocate a new
Create mode node to a nest node (see "Create mode node" on page 1839).
mode node
Opens the Edit nest/mode node window (see Edit nest or mode node on
Edit page 1840)
marked
nest/mode
node.
Deletes a marked nest or mode node.
Delete Note
marked
You cannot delete the root node. For each mode, there must be at least
nest/mode
one mode node in the decision tree, so that you cannot delete the last
node.
mode node of an existing mode.

Create nested node

You can create additional nested nodes underneath each nested node. The number of levels is
not restricted by Visum. If, however, you would like to use the Cross Nested Logit model for which
a mode is allocated to a number of nest nodes, you should not nest the nest nodes (see Fun-
damentals: Chpt. 20.3.3.6, page 1829).
1. Make sure that the Edit decision tree window is open.

2. Click the Create nested node icon.

3. Make the desired changes

Element Description
Parent node Selection of the parent node under which the new nest node is created
Name of the Unique name of the nest node
node

4. Confirm with OK.

Create mode node

1. Make sure that the Edit decision tree window is open.

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 20.3.4 Calculating demand with the help of the tour-based freight model

2. Click the Insert mode node icon.

3. Make the desired changes

Element Description
Parent node Selection of the parent node under which the new nest node is created
Mode name Selection of the mode for the mode node

Edit nest or mode node

1. Make sure that the Edit decision tree window is open.

2. Click the Edit marked nest/mode node icon.

3. Make the desired changes.

Element Description
Edit nested node Parent node selection list
Selection of the parent node under which the nest node is created
Name of the nest
Renaming the network node
Edit mode node Parent node selection list
Selection of the parent node under which the mode node is created

20.3.4 Calculating demand with the help of the tour-based freight model
Note: This function will only be available if the Tour-based freight demand model add-on
module has been activated (see " Enabling or disabling add-ons" on page 1058).

The following step-by-step instruction illustrates the typical work flow for demand calculation with
the help of the tour-based freight model (see Fundamentals: Chpt. 5.2.12, page 291).
1. Construct the network model (transport supply) (see "Editing the network" on page 1065).
2. Create zones (see "Creating a zone" on page 1255).
3. Connect the zones to nodes in the network (see "Creating a connector" on page 1276).
4. Create a demand model, sectors, delivery concepts and demand strata and define their prop-
erties (see "Managing demand objects" on page 1738).
5. Specify a procedure sequence consisting of the following steps: Tour-based freight gen-
eration and distribution and Tour-based freight trip generation (see "Setting up and start-
ing the procedure sequence" on page 2015).
6. For each procedure, set the parameters.
Tour-based freight generation and distribution (see Calculating production and dis-
tribution using the tour-based freight model on page 1841)

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 20.3.4.1 Calculating production and distribution using the tour-based freight model

Tour-based freight trip generation (see Calculating trip generation using the tour-
based freight model on page 1845)
7. To the procedure sequence, add procedures for skim matrix calculation (see "Calculating PrT
skims" on page 2167 and "Calculating PuT skims" on page 2264) and, if required, for assign-
ment and iterative repetition of the procedure sequence (see "Starting the iterative repetition"
on page 1847).
8. Start the procedure sequence (see "Executing procedures in the procedure sequence" on
page 2030).
The demand is calculated using the tour-based freight model.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Demand Freight example shows the structure of
a tour-based freight demand model and how some parameters impact the calculation of
demand.

20.3.4.1 Calculating production and distribution using the tour-based freight model
Use this procedure to calculate the spatial distribution of orders by demand stratum.

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. To the procedure sequence, at the position of your choice, add the Tour-based freight gen-
eration and distribution procedure of the Demand model category (see "Setting up and
starting the procedure sequence" on page 2015).
3. In the row of the inserted procedure, click the button in the Reference object(s) column.
The Demand strata selection window opens.
4. In the Select demand model list, click the demand model the demand strata belong to.
5. In the Demand strata selection list, select the demand strata you would like to calculate the
production and distribution for.
6. Confirm with OK.
The demand strata selected are listed in the Reference object(s) column.
7. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The Parameters generation and distribution window opens.
8. Make the desired changes in the Production tab.

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20.3.4.1 Calculating production and distribution using the tour-based freight model

Element Description
Calculate attrib- If this option has been selected, the distribution and production is cal-
utes for active culated only for active zones (see "Using filters to set network objects act-
zones only ive or passive" on page 1125 and "Setting network objects active/passive
via the spatial selection" on page 1152).
Use 0 to ini- Select this option to set the attribute values of passive zones to zero.
tialize the pass- If the option is not activated, the attribute values of the passive zones
ive zone remain unchanged.
attributes
Matrix bal- Select this option to consider active zones only for scaling of sums.
ancing for act-
ive zones only
Sum up values Select this option to add the calculated values to the existing values.
If this option is not selected, the existing attribute values are replaced by
the calculated values.
Calculate pro- If the option has been selected, the production is calculated only in the first
duction only in run and remains constant if during the procedure, the distribution is cal-
the first line culated again.
block
Demand Display all demand strata
stratum Note
For each demand stratum, separate settings can be
made.
Matrix bal- If the production and attraction sums differ, use the drop-down list to spe-
ancing cify the sum (productions, attractions) you want to base the production on.
Production Formula for orders generated for each origin zone as a zone attributes for-
definition mula (see Calculating trip generation on page 1782)
Attraction from Here you can select for which demand strata the attraction should be cal-
destination culated.
structure
Attraction Formula for the received orders for each destination zone as a formula on
definition the zone attributes (see Calculating trip generation on page 1782)
Apply to all Click this button to adopt the current settings for matrix balancing and pro-
DStrata duction and attraction rates in all demand strata.

9. Make the desired changes in the Attraction from destination structure tab.

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 20.3.4.1 Calculating production and distribution using the tour-based freight model

Element Description
Demand Display of all the demand strata for which the Attraction from destination
stratum structure option in the Production tab is selected.
Target Display of all target sectors for which the attraction is calculated
segment
Target poten- Formula for the target potential at the destination zone for each target sec-
tial tor and demand stratum
Weight Weight for the calculation of the shares of the target sector in the total
demand of the demand stratum
Share Share of the target sector in the total demand of the demand stratum

10. Make the desired changes in the Distribution tab.

Element Description
For active OD If this option has been selected, only those OD pairs which are in the act-
pairs only ive state are considered (see "Exception: Filter for OD pairs" on
page 1145).
Exclude OD If this option has been selected, only OD pairs between active zones are
pairs con- considered (see "Using filters to set network objects active or passive" on
necting passive page 1125 and "Setting network objects active/passive via the spatial
zones selection" on page 1152).
Set any result If this option has been selected, all demand matrices allocated to the
demand matrix demand strata are set to 0 prior to summing up the calculated OD
to 0 prior to cal- demand.
culation Note
You should check this option if distribution is to be calculated for all
demand strata allocated to the same demand matrix.
Utility definition Defines the attractiveness for an origin zone of a destination zone to be
chosen as an order objective.
Via this button, you may - in a separate window - define a combination of
matrices and attribute vectors which will be used as utility matrix for the
particular demand stratum during Trip distribution.
Function type Use the drop-down list to select the type of utility function you want to use
for the calculation of the distribution.
a, b, c Estimated parameter values for the utility function modeling the response
of travelers to distance or time conditions. The parameters can take neg-
ative values.
Depending on the selected function, parameters that are irrelevant for the
respective function are grayed out.
Direction Use this option to select the distribution model to be calculated.
parameters Constrained production

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 20.3.4.2 Creating trip matrices for the tour-based freight model

Element Description
If this option has been selected, trip distribution is calculated singly-con-
strained for production.
The Production zone attribute is taken into account for each zone.
Constrained attraction
If this option has been selected, trip distribution is calculated singly-con-
strained for attraction.
The Attraction zone attribute is taken into account for each zone.
Distribution mat- Reference to the demand matrix to which the trip distribution result is
rix saved for the selected demand stratum (see "Properties and options of
demand strata" on page 1772).

11. Confirm with OK.

12. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
The production and distribution is calculated. The calculation results are saved in each demand
matrix for each demand stratum.

Note: You can show and edit the demand matrices (see Managing, showing and analyzing
matrices on page 1866).

20.3.4.2 Creating trip matrices for the tour-based freight model

The tour-based freight trip generation process basically generates total trip matrices for all the
demand strata, since these are necessary for the PrT assignment. You can create other types of
trip matrices automatically by specifying the following settings.
1. On the Demand menu, click Demand models.
The Demand models window opens.
2. Select the Basis tab.
3. Select the desired demand model.
4. Click the Create procedure sequence button.
The Create procedure sequence window opens.
5. Click the Trip matrices... button.
The window Options for the creation of trip matrices opens.
6. Make the desired changes.

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 20.3.4.3 Calculating trip generation using the tour-based freight model

Element Description
Creating start trip If this option has been selected, a start trip matrix is created addi-
matrices tionally for each demand stratum.
Creating connection If this option has been selected, a connection trip matrix is created
trip matrices additionally for each demand stratum.
Creating return trip If this option has been selected, a return trip matrix is created addi-
matrices tionally for each demand stratum.

Note: For each matrix type, you are informed of how many matrices have been generated
based on your settings.

7. Confirm with OK.

The desired trip matrices are created when the procedure sequence is run.

20.3.4.3 Calculating trip generation using the tour-based freight model

Using this process, trip matrices are generated from the distribution matrix of the orders from the
spatial distribution.
1. Make sure that the Tour-based freight generation and distribution procedure has been cal-
culated.
2. To the procedure sequence, at the position of your choice, add the procedure Tour-based
freight trip generation of the Demand model category (see "Setting up and starting the pro-
cedure sequence" on page 2015).
3. In the row of the inserted procedure, click the button in the Reference object(s) column.
The Demand strata selection window opens.
4. In the Select demand model list, click the demand model the demand strata belong to.
5. In the Demand strata selection list, select the demand strata you would like to calculate the
trip generation for.
6. Confirm with OK.
The demand strata selected are listed in the Reference object(s) column.
7. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The window Parameters: Trip generation opens.
8. Make the desired changes.

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20.3.4.3 Calculating trip generation using the tour-based freight model

Element Description
Options for Maximum number of iterations
double binding Maximum number of iterations in multiple processes (see "The multi-pro-
cedure according to Lohse (Schnabel 1980)" on page 324)
Precision factor
Precision factor for termination criterion in multiple processes

9. Make the desired changes in the Trip generation tab.

Element Description
Demand Display all demand strata
stratum Note
For each demand stratum, separate settings can be
made.
Avg. Tour Here you can define the mean number of targets within one tour.
length
Utility defin- Costs for vehicle journeys within one tour
ition
Distribution Order matrix which contains the result of the distribution for each demand
matrix stratum
Evaluation tour Transformation of the utility for the determination of the start trip distribution
start Use the drop-down list to select the type of utility function you want to use
for the calculation of the distribution.
a, b, c Estimated parameter values for the utility function modeling the response
of travelers to distance or time conditions. The parameters can take neg-
ative values. Depending on the selected function, parameters that are irrel-
evant for the respective function are grayed out.
Evaluation sav- Transformation of the utility for the evaluation of the cost saving
ings Use the drop-down list to select the type of utility function you want to use
for the calculation of the cost savings.

10. Make the desired changes in the Output trip matrices tab.

Element Description
Calculate Here you specify whether a trip matrix is calculated for each demand
stratum.
Demand Display all demand strata
stratum
Type Type of output matrix
Notes

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 20.3.4.4 Viewing the demand of tour-based freight model demand strata in lists

Element Description
When generating the procedure sequence, you can set what kinds of trip
matrices you would like to calculate (see Creating a procedure sequence
automatically on page 1857).
Via the selection list you can change the type.
Matrix Matrix for the output
Inserts a new row

Copies all rows selected

Deleted all rows selected

In the Calculate column, use the symbols to choose all selected rows or
undo the selection.

11. Confirm with OK.

12. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
The trip matrices are calculated.

20.3.4.4 Viewing the demand of tour-based freight model demand strata in lists
For each zone you can display and edit the values of the production and the attraction in the
zones list (see "Adjusting the list layout" on page 2514 and "Editing the properties of objects in
lists" on page 2535).

Note: If you make the appropriate setting before opening a zone list (see "Setting list options"
on page 2512), Visum will automatically create some list layout files when a zone list is opened.
Using these files, you can quickly view the most important demand data.

1. Open the Zones list (see "Opening a list" on page 2508).

2. Select the attributes Productions and Attractions for the desired demand strata.
For each selected demand stratum, a column is displayed with the production and attraction.

20.3.5 Starting the iterative repetition

In typical cases, the use of the four-stage-model requires loading skim matrices calculated in the
assignment for earlier model stages (trip distribution, mode choice).
Iterative repetition allows the repetition of the different steps of a procedure and therefore can be
used to re-incorporate (attribute or matrix) values calculated during the assignment into previous
stages.

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 20.3.5.1 Go to a procedure in the procedure sequence (Go to the procedure)

20.3.5.1 Go to a procedure in the procedure sequence (Go to the procedure)

With the Go to the procedure, a convergence check is performed. It is checked whether a spe-
cific condition has been satisfied or a maximum number of iterations has been performed (see
Fundamentals: Chpt. 5.2.17.1, page 311).

1. On the toolbar, click the button Open 'Procedure sequence' window.

The Procedure sequence window opens.
2. Add the Go to the procedure of the Miscellaneous category to the position of your choice in
the procedure sequence (see "Setting up and starting the procedure sequence" on
page 2015).
3. In the row of the inserted procedure, click the button in the Reference object(s) column.
The Procedure selection window opens.
4. Select the procedure you want to go to.

Note: If you enter a group as Go to target, the procedure sequence is repeated from the first
procedure of the group.

5. Confirm with OK.

The procedure selected is adopted into the Reference object(s) column.
6. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The Parameters: Go to procedure window opens.
7. Make the desired changes.

Element Description
Number of Minimum number of iterations as a termination criterion if convergence is
iterations reached. By specifying a number greater than zero, you can prevent can-
(minimum celation during the first iteration and the Go to procedure from running (see Fun-
number) damentals: Chpt. 5.2.17.1, page 311).
for at least Select this option if you want to use the formula below it to define the con-
one net- vergence check threshold. Thereby x is the link attribute or matrix specified
work object below.
In the entry fields, enter the parameters of your choice (see Fundamentals:
Chpt. 5.2.17.1, page 311).
Note
Convergence is considered reached when all matrix values or link attribute val-
ues in the network differ by less than the threshold from their previous value.
Link attribute

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 20.3.6 Modeling Park + Ride

Element Description
If you select this option, the attribute values of iteration step N and iteration step
n-1 are compared. Thereby it is checked whether they have changed by less
than the threshold defined and if the maximum number of iterations has been
performed.
Click this button to select an attribute (and subattribute, if available) in a sep-
arate window (see "Selection of attributes" on page 1073).
Select matrix
If you select this option, the matrix values of iteration step N and iteration step
n-1 are compared. Thereby it is checked whether they have changed by less
than the defined threshold during the last iteration and if the maximum number
of iterations has been performed.
Click the button to open the Select matrix window, in which you can select the
matrix of your choice (see "Selecting matrices" on page 1869).
The value Select this option to use a user-defined attribute of the network object for the
of the net- convergence check.
work attrib- Click this button to select an attribute (and subattribute, if available) in a sep-
ute arate window (see "Selection of attributes" on page 1073).
In the entry field, enter the comparative value of your choice.
Note
This option is recommended when you use a script to calculate the attribute
value.
Number of Number of iterations as a termination criterion if convergence is not reached.
iterations
(maximum
number)

8. Confirm with OK.

9. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
The convergence check is performed. Visum goes back to a previous procedure until con-
vergence is reached or the maximum number of iterations is calculated.

20.3.6 Modeling Park + Ride

Visum allows you to model Park + Ride trips via the procedures Park + Ride lot choice and Park +
Ride leg split (see Fundamentals: Chpt. 5.2.13, page 298).

20.3.6.1 Calculating Park + Ride lot choice

The P+R lot choice procedure calculates optimum P+R lots, their volume as well as the skim
matrices which contain the utility that derives from it (see Fundamentals: Chpt. 5.2.13.1,
page 300).

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20.3.6.1 Calculating Park + Ride lot choice

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. To the procedure sequence, at the position of your choice, add the procedure P+R lot choice
of the Multimodal category (see "Setting up and starting the procedure sequence" on
page 2015).
3. In the row of the inserted procedure, click the button in the Reference object(s) column.
The Demand strata selection window opens.
4. In the Select demand model list, click the demand model the demand strata belong to.
5. In the Demand stratum selection list, select the demand strata for which you want to calculate
the P+R lot choice.

Tip: To select multiple demand strata, hold down the CTRL key while clicking the desired
entries one by one.

6. Confirm with OK.

The demand strata selected are listed in the Reference object(s) column.
7. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The window P+R lot choice - Procedure parameters opens.
8. Make the desired settings for all demand strata.

Element Description
Mode Here you select the mode of your choice, e.g. P+R.
P+R capacity Here you may select a numeric zone attribute for the P+R capacity.
attribute Note
For this purpose, e.g. first design a user-defined attribute.
Volume-delay Here you may select an integer zone attribute that specifies the number of
function attrib- the desired P+R volume-delay function.
ute Notes
From the Calculate menu, choose > General procedure settings > PrT
settings > P+R volume-delay function to add volume-delay functions
specifically for the procedure P+R lot choice (see Definition and application
of volume-delay functions on page 2067).
For all volume-delay functions applies t0 = 1 when calculating the P+R lot
choice.
Maximum gap Measure of the deviation in the iteration
Note

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 20.3.6.1 Calculating Park + Ride lot choice

Element Description
The procedure is finished when either the maximum number of iterations
has been reached or the gap value goes below the defined threshold.
Maximum num- Here you can specify the maximum number of iterations.
ber of iter-
ations

9. Make the following settings per demand stratum.

Element Description
Demand Codes of the selected demand strata
stratum code
Demand matrix Here you enter the demand matrix of your choice that specifies the P+R
demand per origin-destination.
Note
Number and name of matrix are then shown in the adjacent column.
Utility function Click the button to define a combination of matrices and attribute vectors
(incoming) that is used as a utility matrix for lot choice calculation and for specification
of the utility function leading to the P+R lot.
Note
Note that it is the utility and not the impedance that is defined at this point.
The difference is mainly in the sign: while impedance typically has a pos-
itive sign (e.g. travel time), utility usually has a negative sign.
Utility function Click the button to define a combination of matrices and attribute vectors
(outgoing) that is used as a utility matrix for lot choice calculation and for specification
of the utility function leading out of P+R lot.
Note
Note that it is the utility and not the impedance that is defined at this point.
The difference is mainly in the sign: while impedance typically has a pos-
itive sign (e.g. travel time), utility usually has a negative sign.
Skim matrix Here you select the skim matrix that will include the results after calculation.
Number and name of matrix are then shown in the adjacent column.
Note
Note that the skim matrix is a utility matrix, not an impedance matrix. Con-
sequently, it typically enters the P+R mode utility function without a neg-
ative weighting parameter in the mode choice model.
Lot saturation Weighting factor for the saturation-dependent impedance which results
weight from the P+R usage. The factor must be negative, because this component
is interpreted as a utility.
Default: -1

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 20.3.6.2 Calculating Park + Ride leg split

Element Description
Output to path For the output of the results, you can either select an existing path
sequence set sequence set from the drop-down list, or create a new path sequence set
no for the marked demand stratum by clicking the button Generate output
path sequence sets > entry For the outward direction of marked
demand strata. The paths of the P+R lot choice are saved to this path
sequence set.
Demand Optionally, in the list box, click a demand segment code for the inbound
segment code path sequence items of the P+R zone. If a demand segment code is selec-
(incoming) ted, the corresponding demand segment is assigned to the first and second
path sequence items.
Demand Optionally, in the list box, click a demand segment code for the outbound
segment code path sequence items of the P+R zone. If a demand segment code is selec-
(outgoing) ted, the corresponding demand segment is assigned to the first and second
path sequence items.
Reverse output For the output of the results, you can either select an existing path
to path sequence set from the drop-down list, or create a new path sequence set
sequence set for the marked demand stratum by clicking the button Generate output
no path sequence sets > entry For the reverse direction of marked
demand strata. The paths of the P+R lot choice are saved to this path
sequence set.

10. Confirm with OK.

11. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
For each demand stratum and the P+R mode selected, a P+R skim matrix, the optimum P+R lots
and their capacities are calculated. You can show the results in the zones or OD pairs list, when
you select the calculated attributes P+R capacity and P+R lot capacity. Contrary to other skims,
the P+R skim matrix expresses the utility that is generated by P+R. If you have selected an output
to path sequence set number, you can also view the results in the lists Path sequences and Path
sequence sets. If the path sequence sets of both directions are empty, only the skim matrix is
generated.

20.3.6.2 Calculating Park + Ride leg split

Based on the P+R path sequence sets and the distribution of the demand across the P+R lots, the
procedure calculates demand matrices for PrT and PuT (see Fundamentals: Chpt. 5.2.13.2,
page 301).

1. On the toolbar, click the Open 'Procedure sequence' window symbol.

The Procedure sequence window opens.
2. To the procedure sequence, at the position of your choice, add the procedure P+R leg split of
the Multimodal category (see "Setting up and starting the procedure sequence" on
page 2015).

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 20.3.7 Estimating gravitation parameters (KALIBRI)

3. In the row of the inserted procedure, click the button in the Reference object(s) column.
The Path sequence sets window opens.
4. Select the desired path sequence set in the list.

Tip: To select multiple path sequence sets, hold down the CTRL key while clicking the
desired entries one by one.

5. Confirm with OK.

The path sequence sets selected are listed in the Reference object(s) column.
6. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The window P+R leg split - procedure parameters opens.
7. Define the following settings for each path sequence set.

Element Description
Path sequence Code of the selected path sequence set
set no
Result demand Click this button to select the demand matrix to which you want to save
matrix (incoming) the demand between origin zones and P+R lots.
Note
Number and name of matrix are then shown in the adjacent column.
Result demand Click this button to select the demand matrix to which you want to save
matrix (outgoing) the demand between P+R lots and destination zones.
Note
Number and name of matrix are then shown in the adjacent column.
Button Adopt for If required, click the button to apply the previous settings for all other
all path sequence path sequence sets in the list.
sets

8. Confirm with OK.

9. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
The P+R leg split is calculated. The calculation results are listed in the result matrices.

20.3.7 Estimating gravitation parameters (KALIBRI)

The Estimate gravitation parameters (KALIBRI) function allows you to estimate the distribution
parameters a, b and c for a utility function for the gravity model calculation of trip distribution (see
"Calculating trip distribution" on page 1785 and "Calculating tour-based model - combined trip dis-
tribution and mode choice" on page 1829) (see Fundamentals: Chpt. 5.2.14, page 301).

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 20.3.7.1 Estimate gravitation parameters

1. Make sure that for each zone, the production and attraction rate per demand stratum are avail-
able as zone attributes Productions and Attractions.
2. Each demand stratum for which you want to calculate trip distribution must be allocated to a
demand matrix where the results are saved.

3. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
4. To the procedure sequence, at the position of your choice, add the Estimate gravitation para-
meters (KALIBRI) procedure of the Demand model category (see "Setting up and starting
the procedure sequence" on page 2015).
5. In the row of the inserted procedure, click the button in the Reference object(s) column.
The Demand strata selection window opens.
6. Select the desired demand stratum.

Note: The demand stratum must belong to a 4-stage or tour-based model.

7. Confirm with OK.

8. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The Parameters: Estimate gravitation parameters window opens.
9. Set the desired parameters (see "Estimate gravitation parameters" on page 1854).
10. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
The gravitation parameters are estimated.

20.3.7.1 Estimate gravitation parameters

KALIBRI: Utility definition

Element Description
Utility U Linear combination of matrices, attribute vectors and/or constants that
describes the utility of OD pairs
Create Insert row in list
Delete Delete marked row from list
1st column If the list contains more than one entry, the + sign indicates that the entries
are added row by row.
Matrix / Attribute This button opens the Select operand window, which allows you to select a
/ Constant Visum skim matrix, zone attribute or constant. You can use a function to con-
vert the values of the object selected (Transformation column). You can fur-
ther multiply them by a factor (Coefficient column).

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 20.3.7.1 Estimate gravitation parameters

Element Description
Transformation In the list box, click the function of your choice to convert the values selected
column in the Matrix / Attribute / Constant column.
Transformation In the list box, click the function of your choice to convert the values selected
in the Matrix / Attribute / Constant column (see "Editing matrix values" on
page 1915).
Coefficient Factor by which the values are multiplied one element at a time

KALIBRI: Distribution
Here you specify the desired trip distribution with regard to the utility values.

Element Description
Preset class If the option has been selected, you can specify intervals for the classes and
limits and values for the shares of the classes.
shares Interval type section
The interval type specifies whether the upper limit or the lower limit of the
interval are included in the interval or not.
Note
This option is not available if you import classes and shares via the From
interval file option.
[a,b[
If this option has been selected, the lower threshold is included in the interval
while the upper threshold is not included.
]a,b]
If this option has been selected, the upper threshold is included in the inter-
vals while the lower threshold is not included.
From Lower threshold of the interval
The first interval must have an empty field as From value and an empty field
as To value 0. The last interval must have the maximum value as From value
and an empty field as To value.
To Upper threshold of the interval
The first interval must have an empty field as From value and an empty field
as To value 0. The last interval must have the maximum value as From value
and an empty field as To value.
Share Percentage of matrix values that belong to the interval
Note
The share of the intervals with empty fields must be 0.
Cumul. share Percentage of matrix values accumulated from top to bottom
Number of trips Number of matrix values covered by the interval [Lower limit, Upper limit[

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20.3.7.1 Estimate gravitation parameters

Element Description
Create Use this button to add a new interval to the end.
Delete Use this button to delete the selected intervals.
Read from file Click this button to delete all existing classes and import new classes and
shares from an interval file (*.att) into the list. The setting of the option Inter-
val type is applied to the classes of the import file.
From interval Select this option to use an interval file with classes and shares. Click the
file button to choose a file.
Notes
This option allows you to use data that is not calculated until during the pro-
cedure sequence run.
Interval files have the file extension * .att .
Note
When you import an * .att file, the interval type is ]a,b].

KALIBRI: Function type

Element Description
Function type Utility function type for which you want to calibrate the parameters
f(U) = U^b e^(c U)
Select this option to calculate the parameters b and c.
f(U) = e^(c U)
If this option has been selected, the distribution parameter c is calculated,
whereas parameter b remains constant = 0.
Weighted by the Select this option to weigh the utility function by the number of trips in each
number of trips class.
in each class
Doubly If this option has been selected, matrix balancing by multi-procedure is
constrained: calculated additionally after the first iteration (see Fundamentals: Chpt.
Balancing by 5.2.15, page 302).
multi-procedure
If you do not select this option, trip distribution is calculated singly con-
strained for production.
Note
The origin demand (Production) value is regarded for each zone.
Multi para- Parameters for multi procedure calculation
meters Note
These options are only available for doubly constrained gravity model cal-
culation.
Maximum number of iterations

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 20.3.8 Creating a procedure sequence automatically

Element Description
After the user-defined number of iterations the internal iteration process is
canceled though convergence has not been reached yet.
Quality factor
Criterion for termination of the multi procedure
Kalibri Without reaching convergence, the calculation is canceled after the spe-
calculation: cified number of iterations.
Max. number of Note
iterations Due to inconsistent input data, the calculation might not converge. In this
case, raising the number of iteration will not improve the convergence. There-
fore, we recommend reducing the number of iterations to save calculation
time.

KALIBRI: Outputs
Element Description
Output Store the calculated matrix in matrix
The result matrix calculated during calibration is saved to a Visum matrix.
Click the Select output matrix button to select the matrix of your choice (see
"Selecting matrices" on page 1869).
Do not save calculated matrix
The result matrix calculated during calibration is not saved.
Protocol Protocol output to log file
A protocol of the calculation is output to a log file (see "Using protocol files" on
page 1048).
Protocol output to file
A protocol of the calculation is output to a file. Click the button to choose a
file.
No protocol output
Visum does not output a protocol.

20.3.8 Creating a procedure sequence automatically

You can automatically create a standard procedure sequence, including all steps and cor-
responding parameters for demand calculation.
1. From the Demand menu, choose Demand models.
The Demand models window opens.
2. Select the Basis tab.
3. Click the desired demand model.
4. Click the Create procedure sequence button.

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20.3.8 Creating a procedure sequence automatically

Tip: Alternatively, you can create the procedure sequence directly in the List (Demand mod-
els) by selecting the demand model, right-clicking the selection and choosing Create pro-
cedure sequence from the shortcut menu.

The Create procedure sequence window opens.

Notes: For demand models of the EVA-P type, the mode type (PrT or PuT) of the relevant
modes determines which assessment types are to be used consistently for the EVA Weight-
ing step (see "Calculating EVA weighting" on page 1814).
Travel time for modes of the PrT type
Journey time and Adaptation time for PuT modes (Adaptation time only with the
timetable-based assignment)
By default, the predefined assessment type Competing walking time is not used but can be
selected subsequently (see "Calculating EVA weighting" on page 1814).

5. Make the desired changes.

Element Description
Demand matrices / Trip This button opens a separate window in which you can specify the
matrices demand matrices (tour-based model) or trip matrices (tour-based
freight model) that are created during the procedure sequence gen-
eration. The same settings are available as for direct generation of
demand matrices / trip matrices:
Tour-based model (see "Creating demand matrices for tour-
based model - trip distribution and mode choice" on
page 1828)
Tour-based freight model (see Creating trip matrices for the
tour-based freight model on page 1844)
Note
This option is only provided for demand models of the Tour-based
model and the Tour-based freight model types.
PrT assignment Procedures for PrT assignment calculation in the procedure
procedure sequence (see "Setting and calculating the parameters for PrT
assignment" on page 2101)
From the selection list, you can select a procedure.
PuT assignment Procedure for PuT assignment calculation in the procedure
procedure sequence (see "Setting and calculating PuT assignment para-
meters" on page 2193)
From the selection list, you can select a procedure.
Notes

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 20.3.8 Creating a procedure sequence automatically

Element Description
You cannot automatically add a transport system-based assign-
ment method to the procedure sequence, but you can select it prior
to the procedure sequence execution (see "Adding procedures to
the procedure sequence" on page 2017).
This selection is not available for the Tour-based freight model.
Including GoTo pro- Select this option to add the group named Iterative repetition
cedure (including the GoTo procedure) to the end of the procedure
sequence (see "Go to a procedure in the procedure sequence (Go
to the procedure)" on page 1848).
If this option has not been checked, the GoTo procedure is not
added.
DSegs used for feed- Via this button, you may - in a separate window - select the
back demand segments of which you would like to average - by an MSA
formula - the calculated skim values in the iteration.
Note
This option is only available if the Including GoTo procedure
option is activated.
DSeg for convergence From the list box, you may select the demand segment which is - in
check the next GoTo procedure - to be used for convergence check exe-
cution (see "Go to a procedure in the procedure sequence (Go to
the procedure)" on page 1848).
Note
This option is only available if the Including GoTo procedure
option is activated.
Calculate demand If this option has been checked, you can - additionally to the Tour-
matrices by time inter- based model - Combined Trip distribution and Mode choice pro-
val additionally (Tour- cedure for a standard 24-h time interval (0 a.m. - 12 p.m) - cal-
based model) culate a Tour-based model - Combined Trip distribution and Mode
choice for a user-defined time interval.
Note
This option is only provided for demand models of the Tour-based
model type.
From time, To time Start time and end time of the user-defined time interval for addi-
tional calculation of the Tour-based model - Combined Trip dis-
tribution and Mode choice method (in time format: hh or hh:mm or
hh:mm:ss)
Note

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20.3.8 Creating a procedure sequence automatically

Element Description
This option is only provided for demand models of the Tour-based
model type and only if option Calculate demand matrices by
time interval additionally (Tour-based model) has been selec-
ted.
Allocation demand Displays the allocation of the demand strata to the demand seg-
stratum -> demand seg- ments made in the Demand models window on the Demand
ment section strata tab.
Note
This option is only provided for demand models of the tour-based
freight type.

6. Confirm with OK.

Based on the settings, the procedure sequence for demand calculation is created accordingly.

Notes: For each demand segment (and each specified assessment type for demand models of
the EVA-P type) two skim matrices are generated - one for the current calculation results (cur-
rent matrix) and one that stores averaged values (averaged matrix).
If demand matrices for demand calculation are missing, they are generated according to the
settings made and are allocated to the respective demand strata. If a demand segment has not
been allocated to a demand matrix for assignment, a demand matrix will also be generated.

Steps of the Standard 4-step model calculation

The table below lists the procedures which are added automatically when a procedure sequence
is generated for a demand model of the Standard 4-step type.

Step Parameters
ProcedureTrip gen- For the model's demand strata with standard settings
eration
Group <demand model -
code>: Distribution and
mode choice
Calculate PrT skim A procedure for each PrT demand segment allocated
matrix procedure The skim tCur-PrTSys is saved to file.
Calculate PuT skim A procedure for each PuT demand segment allocated
matrix procedure The skim Perceived journey time is saved to file, this also applies to
the skim Adaptation time in case of a timetable-based assignment
(Assignment calculated with default parameters).
Trip distribution For the model's demand strata with standard settings
procedure
Mode choice procedure For the model's demand strata with standard settings

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 20.3.8 Creating a procedure sequence automatically

Step Parameters
Group <demand model -
code>: Matrix
aggregation
Combination of A procedure for each demand segment allocated
matrices and vectors Result matrix = Sum of demand matrices allocated (demand stratum
procedure x mode) / occupancy rate of demand segment
Combination of For each averaged skim matrix
matrices and vectors Result matrix = current skim matrix
procedure
Group <demand model -
code>: Assignment
Procedure PrT assign- For allocated PrT demand segments
ment Procedure according to settings, using default parameter settings
Procedure PuT assign- For allocated PuT demand segments
ment Timetable-based or headway-based (according to settings), with
standard parameters, including skim calculation for the demand seg-
ment currently being selected in the Parameters: Assignment pro-
cedure in the Demand segments tab (see "Headway-based
assignment: Demand segments tab" on page 2204 and "Timetable-
based assignment: Demand segments page" on page 2220)
Group <demand model -
code>: Averaging skim
matrices
Calculate PuT skim Procedure for each PuT demand segment allocated, with the DSegs
matrix procedure used for feedback option selected.
The skim Perceived journey time is saved to file, this also applies to
the skim Adaptation time in case of a timetable-based assignment
(Assignment calculated with default parameters).
Calculate PrT skim mat- A procedure for each PrT demand segment allocated
rix procedure The skim tCur-PrTSys is saved to file.
Combination of Procedure for any current skim matrix
matrices and vectors Formula matrix with the MSA function.
procedure

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20.3.8 Creating a procedure sequence automatically

Step Parameters
Group <demand model The group is only added if the Including GoTo procedure option is
code>: Iterative repetition selected (see "Creating a procedure sequence automatically" on
page 1857).
GoTo procedure pro- The procedure is only added if the Including GoTo procedure
cedure option is selected (see "Creating a procedure sequence auto-
matically" on page 1857).
Goes to procedure Trip distribution and compares the current skim
matrices of the journey time averaged by MSA for any allocated PrT
demand segment (with 5 = max. number of iterations)

EVA-P model calculation steps

The table below lists the procedures which are added automatically when a procedure sequence
is generated for a demand model of the EVA-P type.

Step Parameters
Procedure EVA trip gen- For all demand strata of the model
eration All production rates and study area factors are set to 0 as a constant
value. The option Execute balancing is only checked if hard con-
straints have been defined for all demand strata (see "Calculating
EVA trip generation" on page 1810).
Group <demand model -
code>: Distribution and
mode choice
Calculate PuT skim A procedure for each PuT demand segment allocated
matrix procedure The skim Perceived journey time is saved to file, this also applies to
the skim Adaptation time in case of a timetable-based assignment
(Assignment calculated with default parameters).
Calculate PrT skim A procedure for each PrT demand segment allocated
matrix procedure The skim tCur-PrTSys is saved to file.
Procedure EVA weight- For all demand strata of the model
ing The assessment types are defined according to the mode type of the
relevant modes (see "Calculating EVA weighting" on page 1814).
The current skim matrix generated for the previously allocated
demand segment is allocated to each combination of demand
stratum, mode, and assessment type.
The mode availability is set to 1.0 for all modes, and so is the volume-
capacity ratio.
The option Consider home zone for demand strata of type 3 is
unchecked.
EVA distribution/mode For the model's demand strata with standard settings
choice procedure

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 20.3.8 Creating a procedure sequence automatically

Step Parameters
Group <demand model -
code>: Matrix aggreg-
ation
Combination of A procedure for each demand segment allocated
matrices and vectors Result matrix = Sum of demand matrices allocated (demand stratum
procedure x mode) / occupancy rate of demand segment
Combination of For each averaged skim matrix
matrices and vectors Result matrix = current skim matrix
procedure
Group <demand model -
code>: Assignment
Procedure PrT assign- For allocated PrT demand segments
ment Procedure according to settings, using default parameter settings
Procedure PuT assign- For allocated PuT demand segments
ment Timetable-based or headway-based (according to settings), with
standard parameters, including skim calculation for the demand seg-
ment currently being selected in the Parameters: Assignment pro-
cedure in the Demand segments tab (see "Headway-based
assignment: Demand segments tab" on page 2204 and "Timetable-
based assignment: Demand segments page" on page 2220)
Group <demand model -
code>: Averaging skim
matrices
Calculate PrT skim mat- A procedure for each PrT demand segment allocated
rix procedure The skim tCur-PrTSys is saved to file.
Combination of Procedure for any current skim matrix
matrices and vectors Formula matrix with the MSA function.
procedure
Group <demand model The group is only added if the Including GoTo procedure option is
code>: Iterative repetition selected (see "Creating a procedure sequence automatically" on
page 1857).
GoTo procedure pro- The procedure is only added if the Including GoTo procedure
cedure option is selected (see "Creating a procedure sequence auto-
matically" on page 1857).
Goes to procedure EVA Weighting and compares the current skim
matrices of the journey time averaged by MSA for any allocated PrT
demand segment (with 5 = max. number of iterations)

Steps of Tour-based model calculations

The table below lists the procedures which are added automatically when a procedure sequence
is generated for a demand model of the Tour-based model type.

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20.3.8 Creating a procedure sequence automatically

Step Parameters
Procedure Tour-based For the model's demand strata with standard settings
Model - Trip Gen-
eration
Group <demand model -
code>: Distribution and
mode choice
Calculate PrT skim mat- A procedure for each PrT demand segment allocated
rix procedure The skim tCur-PrTSys is saved to file.
Calculate PuT skim A procedure for each PuT demand segment allocated
matrix procedure The skim Perceived journey time is saved to file, this also applies to
the skim Adaptation time in case of a timetable-based assignment
(Assignment calculated with default parameters).
Tour-based model - For the model's demand strata with standard settings
Combined trip dis-
tribution / mode choice
procedure
Group <demand model -
code>: Matrix aggreg-
ation
Combination of A procedure for each demand segment allocated
matrices and vectors Result matrix = Sum of demand matrices allocated (person group x
procedure mode) / occupancy rate of demand segment
Combination of For each averaged skim matrix
matrices and vectors Result matrix = current skim matrix
procedure
Group <demand model -
code>: Assignment
Procedure PrT assign- For allocated PrT demand segments
ment Procedure according to settings, using default parameter settings
Procedure PuT assign- For allocated PuT demand segments
ment Timetable-based or headway-based (according to settings), with
standard parameters, including skim calculation for the demand seg-
ment currently being selected in the Parameters: Assignment pro-
cedure in the Demand segments tab (see "Headway-based
assignment: Demand segments tab" on page 2204 and "Timetable-
based assignment: Demand segments page" on page 2220)
Group <demand model -
code>: Averaging skim
matrices

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 20.3.8 Creating a procedure sequence automatically

Step Parameters
Calculate PrT skim mat- A procedure for each PrT demand segment allocated
rix procedure The skim tCur-PrTSys is saved to file.
Combination of Procedure for any current skim matrix
matrices and vectors Formula matrix with the MSA function.
procedure
Group <demand model The group is only added if the Including GoTo procedure option is
code>: Iterative repetition selected (see "Creating a procedure sequence automatically" on
page 1857).
GoTo procedure pro- The procedure is only added if the Including GoTo procedure
cedure option is selected (see "Creating a procedure sequence auto-
matically" on page 1857).
Goes to procedure Tour-based model - Combined Trip distribution /
Mode choice and compares the current skim matrices of the journey
time averaged by MSA for any allocated PrT demand segment (with
5 = max. number of iterations)
Group <Demand model This group is only added if option Additionally, calculate demand
code>: Time-varying matrices for time interval (Tour-based model) has been selected
demand (see "Creating a procedure sequence automatically" on page 1857)
Tour-based model - For the model's demand strata for a user-defined time interval (see
Combined trip dis- "Creating a procedure sequence automatically" on page 1857)
tribution / mode choice
procedure
Combination of Procedure for each demand segment allocated for a user-defined
matrices and vectors time interval (see "Creating a procedure sequence automatically" on
procedure page 1857)
Result matrix = Sum of demand matrices allocated (person group x
mode) / occupancy rate of demand segment

Steps of tour-based freight model calculations

The table below lists the procedures which are added automatically when a procedure sequence
is generated for a demand model of the Tour-based freight type.

Step Parameters
Group <demand model -
code>: production, dis-
tribution and trip gen-
eration
Calculate PrT skim A procedure for each PrT demand segment allocated
matrices procedure The tCur skim is saved to file.

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 20.4 Managing, showing and analyzing matrices

Step Parameters
Tour-based freight For the model's demand strata with standard settings
generation and
distribution procedure
Tour-based freight trip For the model's demand strata with standard settings
generation procedure
Group <demand model -
code>: Matrix aggregation
Combination of matrices A procedure for each demand segment allocated
and vectors procedure Result matrix = Sum of demand matrices allocated (demand
stratum x mode) / occupancy rate of demand segment
Combination of matrices For each averaged skim matrix
and vectors procedure Result matrix = current skim matrix
Group <demand model -
code>: Assignment
Procedure PrT assign- For the allocated PrT demand segments procedure according to set-
ment tings, with standard parameters
Group <demand model -
code>: Averaging skim
matrices
Calculate PrT skim mat- A procedure for each PrT demand segment allocated
rix procedure The tCur skim is saved to file.
Combination of matrices Procedure for any current skim matrix
and vectors procedure Formula matrix with the MSA function.
Group <demand model The group is only added if the Including GoTo procedure option is
code>: Iterative repetition selected (see "Creating a procedure sequence automatically" on
page 1857).
GoTo procedure pro- The procedure is only added if the Including GoTo procedure
cedure option is selected (see "Creating a procedure sequence auto-
matically" on page 1857).
Goes to the Tour-based freight generation and distribution pro-
cedure and compares the current skim matrices of the journey time
for any allocated PrT demand segment (with 5 = max. number of
iterations)

20.4 Managing, showing and analyzing matrices

In Visum you can create new matrices, edit matrix values, use matrices for calculation purposes
and save the changes you made.

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 20.4.1 Matrices overview

Notes: In demand matrices and skim matrices as well, relations may connect zones, main
zones and stop areas. Matrix file management and editing functionality is provided for zone
matrices, main zone matrices as well as for stop area matrices.
You cannot mix matrices with different dimensions (for example, zone and main zone matrices)
in arithmetic operations.

Topics

Matrices overview
Opening matrices
Managing matrices in the Matrix window or Histogram window
Generating a new matrix
Editing formula matrices
Importing an external matrix into a network model
Showing and editing matrix attribute values
Saving matrices
Filtering and aggregating matrix data, changing the view
Saving and opening the layout of a Matrix editor, histogram, or matrix comparison window
Setting graphic parameters for the Matrix editor window
Showing matrices in a histogram
Comparing two matrices in a scatter plot
Deleting Visum matrices
Basic settings for matrices

20.4.1 Matrices overview

Matrices are independent Visum objects. As part of demand description they are also part of the
version file. Besides the Visum matrices (demand matrices, skim matrices) you can also edit
external matrix files.
The row objects of a matrix are called origin or origin objects. The column objects of a matrix are
called destination or destination objects. This is how so- called OD pairs are created. Visum
matrices represent the relations between zones and main zones in a network and are always
quadratic.

20.4.1.1 Showing matrices in the Matrices window

The Matrices window is organized with a navigator, showing the matrices available in the version.
The matrices are divided by matrix type (demand or skim matrix). The latter are further subdivided
into reference type (zone or main zone matrix) and data and formula matrices. Visum matrices are
always displayed with a number and code.
In addition, all external matrices that you open with this version during the current session are dis-
played. The code is displayed for external, unsaved matrices, the name is displayed for all saved
matrices. External matrices are not saved in the version file.

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20.4.1.1 Showing matrices in the Matrices window

The matrices currently open are displayed in bold. If you move the mouse pointer over a matrix
name, a tooltip with information on the matrix will appear.
From here, you can open a matrix for editing or either create a new matrix or delete an existing
one via the context menu or the toolbar. Furthermore, you can start simple arithmetic operations
without opening the matrix before.

Notes: To open a list of all Visum matrices, in the Matrices window, right-click next to the nav-
igator. From the shortcut menu, choose List or from the Lists menu, choose the list (see
"Opening a list" on page 2508). In the list, you can search for matrices and change matrix attrib-
ute values (see "Working with lists" on page 2507 and "Showing and editing matrix attribute val-
ues" on page 1891).
If you select a matrix in the Matrices window, the matrix attributes selected are displayed in the
Quick view window (see "Selecting attributes for the Quick view display" on page 982). Here
you can also change attribute values (see "Showing and editing matrix attribute values" on
page 1891). Attribute values of external matrices are only displayed for opened matrices.
In the navigator, you can hide the entries of external matrices that are not open. To do so, right-
click next to the navigator and select Hide external matrices which are no longer open in
the shortcut menu.

Toolbar of the Matrices window

Use the toolbar to call specific program functions.

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 20.4.1.2 Selecting matrices

Icon Name Description

Create matrices Create new matrices

Open external matrix Open matrix file

Edit Open matrices selected in Matrix editor win-

dow
Create histogram Create histogram for matrices selected

Delete Delete selected Visum matrices

No synchronization with other windows The window is not synchronized with

another window.
Synchronization with other win- The window is synchronized with other win-
dows:highlighting dows.

20.4.1.2 Selecting matrices

You can select matrices in different places in the program, such as in the Procedure parameters.
This occurs either on the basis of the number in a browser of all matrices or by looking through the
matrices for desired properties. In many cases you will browse the existing matrices. However,
selection by properties also enables the selection of matrices that are not yet available, but only
generated during the procedure execution (see Fundamentals: Chpt. 5.1.1, page 208).

Selecting matrices through the browser

1. Make sure that the Select matrices window is open.
2. Select Select matrices directly.
A browser of all matrices will be shown.

Note: The content context is taken into account when the window is called and only the
appropriate matrices are displayed.

3. Click on the desired matrix. Depending on the context you can select multiple matrices.

Tip: To select multiple matrices, hold down the CTRL key while clicking the desired entries
one by one.

4. Confirm with OK.

The selection is applied.

Selecting matrices through properties

1. Make sure that the Select matrix window is open.
2. Select the option Select matrix by properties.

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20.4.1.2 Selecting matrices

In the Select matrices window, two new sections are displayed in which you can define the
properties of the matrix or matrices you are looking for. In the upper text field you can directly
enter a sequence of properties which should be fulfilled by the desired matrices. In the lower
part you can put together as an alternative the properties with Visum step-by-step support.

Note: The content context is taken into account when you call the window from demand cal-
culation procedures. The appropriate matrices for further restrictions are offered. This uned-
itable condition appears above the free text field and is associated with a logical And (&) with
all the restrictions you have imposed. If you call the window, for example, from the procedure
parameters, matching conditions are already preset. You can change this setting, but also
go back to the original state by clicking on the Default button. Numerous examples on how
to select matrices can be found here (see "Combining matrices and attribute vectors during
the procedure sequence run" on page 1948).

3. Click the Create button.

4. The Attribute (matrices) window opens.

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 20.4.1.3 Automatic renumbering of matrices

5. Select the attribute to be used for the selection of the desired matrices. Only direct and user-
defined attributes are available (see "Selection of attributes" on page 1073)
6. Confirm with OK.
The attribute is selected.

7. On the Variant column, click the icon .

Tip: Alternatively you can double-click in the field and enter the values using the keyboard.

8. A window <Attribute name> opens with the selectable values of the attribute.
9. Select the desired value to limit the number of possible matrices. You may select multiple val-
ues.

Notes: If you want to restrict an attribute to an empty value, leave the field in the column Vari-
ant blank.

10. Confirm with OK.

The value will be applied in the column Variant as a new row in the upper text field of the win-
dow. The lines are linked with logical And (&).
11. If necessary, repeat steps 5 to 10, in order to further restrict the number of matrices.
12. Confirm with OK.
The matrices are applied.

20.4.1.3 Automatic renumbering of matrices

1. In the Matrices window, select the matrices you want to renumber.
2. Right-click a selected matrix.
3. From the shortcut menu, choose Renumber.
The Renumber matrices window opens.
4. Make the desired changes:

Element Description
Target numbers section Start number
First number assigned during renumbering
Increment
Difference between the new numbers

5. Confirm with OK.

The matrices are renumbered, starting from 1 up to the actual number of matrices (N).

Tip: Alternatively, open the Renumber matrices window in the List (Matrices) window. To do
so, right-click in the list and from the shortcut menu, choose Renumbering.

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 20.4.1.4 The Matrix editor window

20.4.1.4 The Matrix editor window

When you open a matrix, it is displayed in a Matrix editor window (see "Opening matrices" on
page 1875).

(1) Title bar

The title bar shows the numbers and names of Visum matrices by default. When you open several
matrices, the number of matrices opened is displayed in the title bar. It further shows the file name
of external matrices. You can change the number and name of a matrix (see "Showing and editing
matrix attribute values" on page 1891) (see "Showing and editing matrix attribute values" on
page 1891)(see "Editing window titles of matrices" on page 1892).
(2) Menu bar
As soon as a Matrix editor window becomes active, an additional Matrix editor menu is shown.
This menu item provides matrix-specific functions.
(3) Matrix values
Here the matrix values of one or several matrices opened are displayed. The values in the matrix
diagonals are highlighted in yellow. The shortcut menu offers various editing options. You can
change the matrix display using various options (see "Filtering and aggregating matrix data, chan-
ging the view" on page 1896 and "Basic settings for matrices" on page 1912). Alternatively, you
can show and edit the matrices in lists (see "Opening matrices in the List view" on page 1876).
(4) Toolbars of the Matrix editor window
The toolbars allow you to call specific program functions.

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 20.4.1.4 The Matrix editor window

Icon Name Description

Select matrices Manage the matrices opened in the Matrix editor window

View options Edit display properties of the Matrix editor window

Matrix view / List Switches between the Matrix view and the List view
view
Filter the matrix Hide or show certain columns or rows according to filter criteria
data view
Find matrix cell Find the matrix cell in the opened matrix

Recalculate Recalculate data in aggregated view if classification was made

dynamically according to indirect (main) zone attribute and matrix values were
aggregated view subsequently changed
Read matrix con- Import data from another matrix into the matrix shown in the Matrix
tents from file editor window
Save to file Save Visum matrix opened in the Matrix editor window as a file or
save the external matrix opened under a different name
Export current Copy matrix values to the clipboard
view to the clip-
board
Export current Save matrix values in a database
view to database
No syn- The Matrix editor window is not synchronized with other windows.
chronization with
other windows
Synchronization OD pairs or main OD pairs marked in the matrix editor window are
with other win- also marked in other windows and vice versa. The synchronization
dows: Highlight also works between multiple matrix editor windows.
Initialize Set all matrix values to 0

Symbol Name Description

Set value(s) Overwrite matrix with a constant or another value of different mat-
rix
Add To the matrix values add a constant or other value of another mat-
rix
Subtract From the matrix values subtract a constant or other value of
another matrix
Multiply Multiply the matrix values by a constant or other value of another
matrix

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20.4.1.4 The Matrix editor window

Symbol Name Description

Divide Divide the matrix values by a constant or other value of another
matrix
Form the min- Replace matrix values by the minimum of the respective matrix
imum value and a constant or value with the same OD pair, but of
another matrix
Form the max- Replace matrix values by the maximum of the respective matrix
imum value and a constant or value with the same OD pair, but of
another matrix
Raise to power Raise matrix values (by element) to the power of a constant or
other value of another matrix
Round Round matrix values to a specified precision

Exponential func- Replace matrix values (by element) by a matrix exponential func-
tion tion
Apply natural Replace matrix values (by element) by their natural logarithm
logarithm
Form reciprocal Replace matrix values (by element) by their reciprocal value

Transpose Transpose the matrix values from columns into rows and vice
versa
Set diagonal Set diagonal matrix values to a constant value

Reflect lower tri- Copy matrix values below the diagonal to the respective OD pairs
angle in the upper triangle
Reflect upper tri- Copy matrix values above the diagonal to the respective OD
angle pairs in the bottom triangle
Make sym- Replace matrix values by the mean value formed by pairs of the
metrical two laterally reversed matrix values
Combination of Linkage of matrices and vectors by arithmetic operations
matrices and
vectors
Set values con- Replace matrix values which satisfy a certain condition by a par-
ditionally ticular value.
Aggregate Group, renumber or delete rows and/or columns of a matrix

Disaggregate Subdivide rows and/or columns of a matrix into several rows

and/or columns
Projection Use a factor to project matrix values per row, column or both to a
new target value
Projection by ter- Use different factors depending on territory or territory relation to
ritory project matrix values

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 20.4.2 Opening matrices

(5) Window selection

Use the list box to switch between the opened windows.
(6) Tab bar
Using tabs, you can switch between all opened matrices.

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The Matrix Editor example shows the various pos-
sibilities of editing and analyzing matrices with the integrated matrix editor.

20.4.2 Opening matrices

You can open several matrices at the same time - in the same window or in separate windows.
You can open Visum matrices and external matrices.

Notes: You can also display the matrix values in a histogram (see "Showing matrices in a his-
togram" on page 1906).
You can change the matrix display using various options (see "Filtering and aggregating matrix
data, changing the view" on page 1896 and "Basic settings for matrices" on page 1912). You
can also show matrices in the List view (see "Opening matrices in the List view" on page 1876).

Opening a Visum matrix

Opening an external matrix
Opening matrices in the List view
Opening several matrices in separate windows
Opening several matrices in one window
Opening the same matrix several times

20.4.2.1 Opening a Visum matrix

You can open a Visum matrix, i.e. a matrix of this version, for editing.
In the Matrices window, in the navigator, double-click the matrix of your choice.

Tips: Alternatively, to select a matrix, on the window toolbar, click Edit matrix or from
the shortcut menu, choose Edit. You will also find both options in the Matrices list (see
"Opening a list" on page 2508).

A Matrix editor window opens with the selected matrix (see "The Matrix editor window" on
page 1872).

Note: Use the Select matrices icon to edit the displayed matrices in this window (see
"Managing matrices in the Matrix window or Histogram window" on page 1878).

20.4.2.2 Opening an external matrix

You can open a matrix file in Visum.

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 20.4.2.3 Opening matrices in the List view

1. On the Matrices window toolbar, click Open external matrix.

The Open external matrices window opens.

Tips: Alternatively, from the Edit menu, choose Matrices > Open external matrix.
Alternatively, in the Matrices window, right-click next to the navigator. Then from the short-
cut menu, choose Open external matrix.

2. Select the desired file.

3. Click the Open button.

Note: Alternatively, you may enter path and file name.

A Matrix editor window opens with the selected matrix (see "The Matrix editor window" on
page 1872).

Notes: In a network model, you can read in an external matrix when opening it (see "Importing
an external matrix into a network model" on page 1890).

Use the Select matrices icon to edit the displayed matrices in this window (see
"Managing matrices in the Matrix window or Histogram window" on page 1878).
When you open an external matrix, it is listed in the navigator window Matrices. The matrix
name remains visible after closing this matrix. Subsequently you can double-click the matrix
name to re-open the external matrix.

20.4.2.3 Opening matrices in the List view

In the Matrix Editor, you can show matrices in the matrix or list format. The List view also allows
you to edit Visum matrices and external matrices, apply arithmetic operations, and simultaneously
work with several matrices.
1. In the Matrices window, in the navigator, select the matrices of your choice.
2. Right-click one of the matrices you selected.
The context menu opens.
3. Choose Edit in list view.
The matrices are opened in the List view.

Notes: The Matrix view/List view icon allows you to switch between the two views.
In the List view, you can also use specific filter criteria to show and hide matrix data of Visum
matrices (see "Filtering matrix data" on page 1896) and you can display matrix data of Visum
matrices in an aggregated form (see "Showing matrix values in an aggregated form" on
page 1898).

20.4.2.4 Opening several matrices in separate windows

1. In the Matrices window, in the navigator, select the matrices of your choice.

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 20.4.2.5 Opening several matrices in one window

2. Right-click one of the matrices you selected.

The context menu opens.
3. Click Edit separately.
The matrices are opened in separate Matrix editor windows.

Note: Use the Select matrices icon to edit the displayed matrices in this window (see
"Managing matrices in the Matrix window or Histogram window" on page 1878).

20.4.2.5 Opening several matrices in one window

Several matrices with identical OD pairs can be opened simultaneously in the same Matrix editor
window.
1. In the Matrices window, in the navigator, select the matrices of your choice.
2. Right-click one of the matrices you selected.
The context menu opens.
3. Click Edit.

Tip: Alternatively, on the toolbar of the window, click Edit.

The matrices are opened in a Matrix editor window.

Notes: The Matrix editor title bar and tab bar show how many matrices have been opened sim-
ultaneously.
Matrix values with the same OD relation are displayed next to each other. The matrix number
displayed at the top of each column indicates where the matrix values come from.

Use the Select matrices icon to edit the displayed matrices (see "Managing matrices in
the Matrix window or Histogram window" on page 1878)

20.4.2.6 Opening the same matrix several times

1. Open the desired matrix (see " Opening a Visum matrix" on page 1875 and "Opening an
external matrix" on page 1875).
2. In the Matrices window, in the navigator, select the matrix of your choice.
3. Right-click the matrix.
The context menu opens.
4. Choose Edit in new window.
The matrix is opened in a separate Matrix editor window.

Note: Use the Select matrices icon to edit the displayed matrices in this window (see
"Managing matrices in the Matrix window or Histogram window" on page 1878).

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 20.4.3 Managing matrices in the Matrix window or Histogram window

20.4.3 Managing matrices in the Matrix window or Histogram window

1. Open a Matrix editor or Histogram window (see "Opening matrices" on page 1875 and "Show-
ing matrices in a histogram" on page 1906).

Tip: To show another matrix in a Matrix editor or Matrix histogram window, use the drag-and-
drop operation to drag the matrix from the navigator to the respective window.

2. On the window toolbar, click the Select matrices icon.

The Matrix list window opens.

Tip: Alternatively, from the Matrix editor menu, choose Select matrices.

Note: A list is displayed with the matrices that are currently open in the window. The
sequence the matrices are listed in corresponds to the sequence of the columns in the Mat-
rix editor window and the histogram.

3. Make the desired changes.

Element Description
Use this button to open a separate window. In the navigator, you can then choose
further Visum matrices that are shown in the same window.
Create Note
These matrices must have the same dimension and key values.
Click this button to open further external matrices in the same window.
Note
Open
These matrices must have the same dimension and key values.
Click this button to delete the matrices selected from the list and from the window.

Delete
Use this button to move the matrix selected up in the list. The sequence in the list
Up defines the sequence the data is shown in the Matrix editor window or histogram.
Matrix data that is at the top of the list is shown further left.
Use this button to move the matrix selected down in the list. The sequence in the
list defines the sequence the data is shown in the Matrix editor window or his-
Down togram. Matrix data that is at the top of the list is shown further left.

4. Confirm with OK.

The matrices are displayed according to the settings you made.

20.4.4 Generating a new matrix

You can generate a new matrix:

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 20.4.4.1 Generating a matrix with zero values

A Visum matrix with the value 0 for all relations

An external matrix
A Visum matrix that is automatically generated from the values of other Visum matrices or
attribute values and is continuously updated.
Note: If you define result matrices in the procedure sequence by properties, new matrices are
created when the corresponding matrices are not available.

20.4.4.1 Generating a matrix with zero values

1. In the Matrices window, on the toolbar, click the Create matrices icon.
The Create matrices window opens.

Tips: Alternatively, in the Matrices window, you can right-click in the navigator and select
Create matrices from the shortcut menu or select Create from menu Edit > Matrices. The
symbol and the shortcut menu entry are both provided in the Matrices list (see "Opening a
list" on page 2508).

2. Select the Matrix attributes tab.

Note: The tab is only relevant if you have selected the option Insert a fixed number of
matrices.

Element Description
Number Freely selectable matrix number, with multiple matrices the numbers are
incremented from next available number upwards
Code Short name of the matrix
Name Long name of the matrix
Matrix type Type of Visum matrices
Demand matrix
Skim matrix
Network object Network object reference of Visum matrices:
reference type Matrices with zone dimension
Matrices with main zone dimension
Matrices with stop area dimension
Data source Data matrix
type Select this option to insert a matrix that contains the value 0 for all relations.
Formula matrix
Select this option to insert a matrix that is automatically calculated from
other matrices or attributes. Click the Edit formula button to specify the cal-
culation (see "Creating a matrix calculated from a formula" on page 1882).
Edit new Select this option to open the created matrices in the Matrix editor and edit
matrices after them.
creating

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20.4.4.1 Generating a matrix with zero values

3. In the Type of data source section, select the option Data matrix.
4. Select the Set of matrices tab.
5. Make the desired changes.

Element Description
Insert a fixed If the option is selected, specify in the appropriate box the number of
number of matrices you would like to insert.
matrices Note
When creating more than one matrix, the matrix numbers will be con-
tinuously ascending. All created matrices have the same properties.
Insert matrices If the option is selected, you can create one or more matrices and specify
via matrix ref- their properties (values of the matrix attributes). For new matrices, you can
erence specify the values of the matrix attributes through references which you
input as code (see Fundamentals: Chpt. 5.2.16, page 310).
Edit new Select this option to open the created matrices in the Matrix editor and edit
matrices after them.
creating

6. In the Type of data source section, select the option Define without formula.
7. Confirm with OK.
The new matrix is created with zero values for all OD pairs and opened in a matrix editor window.
In the Matrices window, a new matrix entry is displayed.

Insert matrices via matrix reference

You can create a matrix and set its attribute values. Use the analogue spelling of matrices by prop-
erties (see "Selecting matrices through properties" on page 1869).

Example
Matrix ([CODE] = "Bus" & [NAME] = "Bus" & [MATRIXTYPE] = 3 &
[OBJECTTYPEREF] = 2)
A demand matrix will be generated with the dimension Zones, for which the code and name are
set.
By using the ForEach and Context keywords, you can create multiple matrices with the same
properties.

Examples of ForEach/Context
ForEach([DSEGCODE])
Matrix([CODE] = "X" & [MATRIXTYPE] = 3 & [OBJECTTYPEREF] = 2 &
[DSEGCODE] = CONTEXT[DSEGCODE])
For each demand segment, a demand matrix with the dimension Zones is generated for
which the code is set to X.
ForEach([MODECODE] in {"Bus", "Tram"})

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 20.4.4.2 Creating external matrices

Matrix([DSEGCODE] = "PT" & [MODECODE] = context[MODECODE])

Two matrices are generated for which the attribute values ModeCode and DSegCode are
defined.
ForEach ([DSTRATCODE])
Matrix([CODE] = "Utility" & [MODECODE] ="C" & [DMODELCODE] = "M01"
& [DSTRATCODE] = CONTEXT[DSTRATCODE] & [MATRIXTYPE] = 4)
For each demand stratum a skim matrix (Matrix type = 4) is generated with the name "Utility".
For these matrices the attributes for the code of the demand model (M01), the mode code (C)
and the code of the demand stratum are defined.
ForEach ([MODECODE] in {"C", "Bike", "PT"})
Matrix([CODE] = "TotalHomebased" & [MATRIXTYPE] = 3 & [MODECODE] =
CONTEXT[MODECODE])
For mode C, Bike and PT in each case a demand matrix (Matrix type = 3) is generated and
the values of the attributes Code and ModeCode are set. The ModeCode is derived from the
specific value in the defined amount.
Note: You can also create additional matrices through processes in the procedure sequence
(see "Combining matrices and attribute vectors during the procedure sequence run" on
page 1948)

20.4.4.2 Creating external matrices

1. From the Edit menu, choose Matrices > Generate external matrices.
The Generate external matrices window opens.
2. Make the desired changes.

Element Description
Number of Number of matrices you would like to generate.
matrices gen- Note
erated When creating more than one matrix, the matrix numbers will be con-
tinuously ascending. All created matrices have the same properties.
Number User-defined matrix number (only for Visum matrices)
Code Short name of the matrix
Name Long name of the matrix
Matrix type Matrix type of Visum matrices
Demand matrix
Skim matrix
External mat- Select this option to generate an external matrix according to the zone
rix of zone dimension specified in the version. Select the respective option to transfer
dimensions zone numbers and names.

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 20.4.4.3 Creating a matrix calculated from a formula

Element Description
Matrices of Select this option to generate an external matrix according to the main zone
main zone dimension specified in the version. Click the respective option to
dimensions transfer the main zone numbers and names.
Matrices with Select this option to generate an external matrix according to the dimension
stop area of stop areas specified in the version. Select the respective option to trans-
dimensions fer stop area numbers and names.
Matrices of Select this option to generate a matrix with the dimension of your choice. In
any the entry boxes, enter the number of rows and columns.
dimension

3. Confirm with OK.

The new matrix is created and opened in a Matrix editor window. In the Matrices window, a new
matrix entry is displayed.

20.4.4.3 Creating a matrix calculated from a formula

You can create a Visum matrix that is calculated from other Visum matrices or zone, main zone or
stop area attributes. This formula matrix is automatically recalculated if one of its operands
changes.
You are supported by Visum in formal generation of the formula. The syntax is checked on entry
and errors are highlighted in color.
The following formula matrices are special cases of matrices which you can calculate through the
procedures provided:
Total demand matrices
Assignment matrix
OD pair filter assignment matrices
Flow bundle matrices
You can allow assignment and flow bundle matrices to be created automatically by selecting the
relevant options in the general procedure settings (see "Saving flow bundle matrices and assign-
ment matrices automatically as formula matrices" on page 2042)

Notes: You cannot change the values in formula matrices.

If you delete matrices or attributes that are used to calculate a formula matrix, the formula mat-
rix is also deleted.

1. In the Matrices window, on the toolbar, click the Create matrices icon.
The Create matrices window opens.

Tip: Alternatively, in the Matrices window, you can right-click in the navigator and select
Create matrices from the shortcut menu or select Create from menu Edit > Matrices. The
symbol and the shortcut menu entry are both provided in the Matrices list (see "Opening a
list" on page 2508).

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 20.4.4.3 Creating a matrix calculated from a formula

2. Select the Matrix attributes tab.

3. In the Data source type section, select the Formula matrix option.
4. Click the Edit formula button.
The Edit formula for matrix <number> window opens.
5. Into the text box, enter the desired formula for calculation, or click the buttons next to the text
box to create a formula.

Notes: You can copy and paste the formula from another formula matrix to use it.
Make sure that your formula does not contain a direct or indirect circular reference. You
should also avoid references between output values and input values of the same procedure
step in the procedure sequence because they can lead to undesired calculation results.

Tip: There are several keyboard shortcuts that make it easier for you to work in the formula
editor (see "Key combinations in the formula editor for formula attributes and formula
matrices" on page 1002).

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20.4.4.3 Creating a matrix calculated from a formula

Element Description
Click the button to select operands for the formula matrix. The options available
depend on the context in which you are creating a formula matrix.
Select matrix directly
If the option is selected you can select a matrix in the Navigator according to your
number.
Select matrix by properties
If the option is selected, you can select a matrix according to specific attributes
and their values, which you can define using the input fields (see "Selecting
matrices" on page 1869)
Simple attribute (network)
If this option is selected, you can select a network attribute for the formula in the
lower part of the window.
Simple attribute (matrix)
If this option is selected, you can select a matrix attribute for the formula in the
lower part of the window.
Origin/destination attribute (zone/main zone)
By selecting this option, for each Network object reference type specified, you can
apply an origin or destination attribute in the formula. Select the Origin or Target
button; in the lower part of the window select the associated attribute.
Variable attribute
For formula matrices, it is possible to add variable attributes to the formula. If this
option is selected, you can take up a variable attribute in the formula.
Constant
If this option is selected, you can enter a constant numeric value as an operand.
Click this button to select an operator for the formula. The selection available
depends on the operand type, of which the values are used in the formula.
Available operators and their priority:

The parenthesis operator has the highest priority. Click the icon to insert it.
In the following, the other operator groups are listed in decreasing priority:
1. unary operator:
! Negation of a subsequent term
2. multiplicative binary operators:
* generates the product of two terms
/ generates the quotient of two terms
3. additive binary operators:
+ generates the sum of two terms
Note

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 20.4.4.3 Creating a matrix calculated from a formula

Element Description
You can also use this function to merge two texts.
- generates the difference of two terms
4. relational binary operators:
> compares two terms as to which one is "greater"
>= compares two terms as to which one is "greater" or whether they are
"equal"
<= compares two terms as to which one is "smaller" or whether they are
"equal"
< compares two terms as to which one is "smaller"
5. binary equality operators:
= checks whether the two terms are equal
!= checks whether the two terms are unequal
& links two terms with a logical AND
| links two terms with a logical OR
When binary operators have the same priority, the order of evaluation is from left
to right (left associative).
Example 4/2/2 is evaluated as (4/2)/2 = 1, not as 4/(2/2) = 4
Click the button to select a function for the formula (see "Using matrix values for
calculations" on page 1927).
OnlyActiveODPairs(x,y) applies a value of x to the active OD pairs and a
value of y to inactive OD pairs; ONLYACTIVERELATIONS(,) is inserted at
the mouse pointer position
Min(x,y) forms the minimum of x and y
Max(x,y) forms the maximum of x and y
Abs(x) absolute value of x
Round (x,p) rounds x to p decimal places, the text ROUND(,) is inserted at
the mouse pointer position.
RandomRound (x,p) randomly rounds x to p decimal places, the text
RANDOMROUND(,) is inserted at the mouse pointer position. Variable p is
optional. In case of random rounding, the values are rounded depending on
the share to be rounded. Random rounding causes the total of the values in
the matrix to remain approximately constant.
Example
0.3 is rounded up to 1 with 30% probability and down to 0 with 70% prob-
ability.
Floor(x) rounds to the highest integer which is smaller or equal to x. FLOOR
() is inserted at the mouse pointer position.
Ceil(x) rounds to the lowest integer which is higher or equal. CEIL() is inser-
ted at the mouse pointer position.

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20.4.4.3 Creating a matrix calculated from a formula

Element Description
Truncate (x) truncates decimals places of x. TRUNCATE() is inserted at the
cursor position
Reciprocal(x) generates the reciprocal value of x, that is 1/x; RECIPROCAL
() is inserted at the mouse pointer position.
Percent(x,y) is equivalent to 100*x/y, PERCENT(,) is inserted at the mouse
pointer position
Power(x,y) corresponds to xy, POW(,) is inserted at the mouse pointer pos-
ition
Root(x) generates the square root of x. The text SQRT() is inserted at the
mouse pointer position.
Exponential(x) generates the exponential function of x
Logarithm(x) generates the natural logarithm of x
GEH statistics(x,y) calculates the GEH statistics for x and y
Make symmetrical(x) computes the mean value of the value above and
below the matrix diagonal in a matrix x; SYMMETRIZE() is inserted at the
mouse pointer position
MirrorBottomTriangle(x) mirrors the lower triangle of the matrix x, MIRROR_
LOWER() is inserted at the mouse pointer position
MirrorTopTriangle(x) mirrors the upper triangle of the matrix x, MIRROR_
UPPER() is inserted at the mouse pointer position
Transpose(x) swaps the row and column values in a square matrix;
TRANSPOSE() is inserted at the mouse pointer position
If (b;w;f) forms a conditional branch that outputs value w if condition b is true,
or outputs value f if condition b is false. The text If(,,) is inserted at the
mouse pointer position.
Modulo(x,y) calculates the remainder of a division of dividend x and divisor y.
The text MODULO(x,y) is inserted at the mouse pointer position.
Examples
MODULO(5,2) = 1
MODULO(9,3) = 0
Integer quotient(x,y) calculates the integer quotient of dividend x and divisor
y. The text IDIV(,) is inserted at the mouse pointer position.
Examples
IDIV(5,2) = 2
IDIV(9,3) = 3
IDIV(7,−3 = −2
IDIV(-7,−3 = 2
Sine(x) calculates the sine of x. SIN() is inserted at the mouse point pos-
ition.
Cosine (x) calculates the cosine of x. COS() is inserted at the mouse pointer
position.

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 20.4.4.3 Creating a matrix calculated from a formula

Element Description
Tangent (x) calculates the tangent of x. TANGENT() is inserted at the mouse
pointer position.
Arc sine (x) calculates the arc sine of x. ARCSIN() is inserted at the mouse
pointer position.
Arc cosine (x) calculates arc cosine of x. ARCCOS() is inserted at the mouse
pointer position.
Arc tangent (x) calculates the arc tangent of x. ARCTAN() is inserted at the
mouse pointer position.
Current iteration() has no parameters and shows the current value of the iter-
ation counter within a feedback loop. If the function is used in a formula out-
side of the procedure sequence, zero is always displayed. The text
Iterationcounter() is inserted at the mouse pointer position.
MSA (x,y) returns the weighted mean of x and y. MSA(,) is inserted at the
mouse pointer position. The formula of the calculation is MSA (x, y) = 1 / (Iter-
ationCounter() + 1) * x + IterationCounter() / (IterationCounter() + 1) * y. When
using the function without a feedback loop, the iteration counter is always 0.
The result then equals the value of x (see Fundamentals: Chpt. 5.2.17.2,
page 312).
Sum(MatrixList(...)) calculates for each element the sum of all matrices in
the matrix list; SUM(MatrixList() is inserted at the cursor position (see
Fundamentals: Chpt. 5.3.14, page 320)
Product(MatrixList(...)) calculates for each element the product of all the
matrices in the matrix list; PRODUCT(MatrixList() is inserted at the
mouse pointer position (see Fundamentals: Chpt. 5.3.13, page 319)
Average(MatrixList(...)) calculates for each element the average of all the
matrices in the matrix list; AVERAGE(MatrixList()) is inserted at the
mouse pointer position (see Fundamentals: Chpt. 5.3.13, page 319)
Total demand matrix (”x”) calculates the total demand matrix of the
demand segment x; TOTALDEMANDMATRIX() is inserted at the mouse
pointer position
Assignment matrix (”x”) calculates the actual assigned demand matrix of
the demand segment x; ASSIGNEDVOLUMEMATRIX() is inserted at the
mouse pointer position
OD pair filter assignment matrix (”x”) calculates the actual assigned
demand matrix of the demand segment x after the filter for OD pairs has been
applied; FILTEREDASSIGNEDVOLUMEMATRIX() is inserted at the mouse
pointer position
Flow bundle matrix calculates the flow bundle matrix of the demand seg-
ment x; FLOWBUNDLEMATRIX() is inserted at the mouse pointer position
Note
If under User preferences you selected a point as your decimal separator, a
comma is used as separator between the elements. Otherwise, a semicolon is
used (see "Selecting a decimal point" on page 1045).

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20.4.4.3 Creating a matrix calculated from a formula

Element Description
The button opens the Add ForEach window. Here, you can insert functions of the
ForEach type in your formula (see Fundamentals: Chpt. 5.3.14, page 320).
You insert a loop function of the type ForEach in the formula. You can create and
calculate a number of matrices in a single procedure step with this function.
Click the button to open the Insert aggregation function window, in which you
can select matrix conversion functions (see Fundamentals: Chpt. 5.3.12,
page 318).
Matrix sum (x, b) calculates the sum of the matrix x, MATRIXSUM(,) is
inserted at the mouse cursor position. Variable b is optional. If the value of b
is not zero, only active OD pairs will be taken into account.
Matrix diagonal sum (x, b) calculates the sum of the diagonal of the matrix
x, MATRIXDIAGONALSUM(,) is inserted at the mouse cursor position. Vari-
able b is optional. If the value of b is not zero, only active OD pairs will be
taken into account.
Matrix row sum (x, i, b) calculates the sum of the row i of the matrix x,
MATRIXROWSUM(,,) is inserted at the mouse cursor position. Variable b is
optional. If the value of b is not zero, only active OD pairs will be taken into
account.
Matrix column sum (x, i, b) calculates the sum of the column i of the matrix
x, MATRIXCOLSUM(,,) is inserted at the mouse cursor position. Variable b
is optional. If the value of b is not zero, only active OD pairs will be taken into
account.
Matrix minimum (x, b) finds the minimum of the items of matrix x,
MATRIXMIN(,) is inserted at the mouse cursor position. Variable b is
optional. If the value of b is not zero, only active OD pairs will be taken into
account.
Matrix maximum (x, b) finds the maximum of the items of matrix x,
MATRIXMAX(,) is inserted at the mouse cursor position. Variable b is
optional. If the value of b is not zero, only active OD pairs will be taken into
account.
Matrix average (x, b) calculates the average of all items of matrix x,
MATRIXAVG(,) is inserted at the mouse cursor position. Variable b is
optional. If the value of b is not zero, only active OD pairs will be taken into
account.
Matrix value (x, i, j) displays the value of row i and column j of matrix x,
MATRIXVAL(,) is inserted at the mouse cursor position. Variable b is
optional. If the value of b is not zero, only active OD pairs will be taken into
account.
The button opens the Create TableLookup window. Here, you can insert a func-
tion of the type TableLookup in your formula (see Fundamentals: Chpt. 5.3.15,
page 322).

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 20.4.4.3 Creating a matrix calculated from a formula

Element Description
With this function, you can extract a value from any Visum table and edit it in the
formula. This is useful, for example, when managing parameter values which are
used for the calculation of attributes. Alternatively, you can, for example, transfer
data from one network object to another.
Network object type
From the drop-down list, select the network object type which represents the base
of the function. All following conditions of the function refer to the selected network
object type. Procedure variables can also be selected.
Variable name
Enter a variable name which starts with a letter. The first matching value in the
table is used for further calculation. If no matching value is found, an empty value
is used.
Click this button to insert a bracket term without content into the formula.

6. Select the Matrix quantity tab.

7. Make the desired changes.

Element Description
Insert a fixed If the option is selected, specify in the appropriate box the number of matrices
number of you would like to insert.
matrices Note
When creating more than one matrix, the matrix numbers will be continuously
ascending. All created matrices have the same properties.
Insert Select this option to create one or more matrices. For new matrices, you can
matrices via specify the values of the matrix attributes through references which you input
matrix ref- as code (see "Selecting matrices" on page 1869).
erence
Edit new Select this option to open the created matrices in the Matrix editor and edit
matrices them.
after cre-
ating

8. Confirm with OK.

9. Confirm again with OK.
The new formula matrix is created and calculated. It is displayed in the Matrices window, under
Formula matrices. If you have developed formulas for matrices needed in the procedure, the
respective formula matrices are created when you run the procedure sequence.

Note: If you save a formula matrix as a file, only the current values are saved, not the formula.

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 20.4.5 Editing formula matrices

Note: In the directory C:\Users\Public\Documents\PTV Vision\PTV Visum 2022/Examples, you

can find an example of use on this topic. The example Formulas shows the use of formula
attributes, formula matrices, and aggregation functions in lists.

20.4.5 Editing formula matrices

You cannot edit the values of a formula matrix directly. However, you can edit the formula.

Editing the formula of a formula matrix

1. In the Matrices window, right-click the formula matrix.
The context menu opens.
2. From the menu, choose Edit formula.
The Edit formula for matrix <number> window opens.
3. Make the desired settings (see "Creating a matrix calculated from a formula" on page 1882).
4. Confirm with OK.
The formula is changes and the matrix values are recalculated.

Converting a formula matrix into a data matrix

1. In the Matrices window, right-click the formula matrix.
The context menu opens.
2. From the menu, choose Convert into data matrix.
The formula matrix is converted into a data matrix. The formulas are converted into values.

20.4.6 Importing an external matrix into a network model

You can import a matrix, which is available as a file, into the Visum network model. In this case,
only those matrix values are imported whose OD pairs exist in the network.
1. From the Edit menu, choose Matrices > Add external matrix to the network model.
The Add external matrix to network model window opens.
2. Make the desired changes.

Element Description
Number User-defined matrix number
Code Short name of the matrix
Name Long name of the matrix
Demand matrix for zones Select this option to import a demand matrix for zones.
Skim matrix for zones Select this option to import a skim matrix for zones.
Demand matrix for main Select this option to import a demand matrix for main
zones zones.

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 20.4.7 Showing and editing matrix attribute values

Element Description
Skim matrix for main zones Select this option to import a skim matrix for main zones.
File Click the symbol to select the matrix file.
Note
Alternatively, into the field, enter the file name and the path.

3. Confirm with OK.

If the matrix file contains OD pairs that do not exist in the network, a corresponding message is
displayed.
4. Confirm with OK if necessary.
The matrix data is read into a new Visum matrix. OD pairs that do not exist in the imported matrix
file are assigned the value 0. The matrix is opened.

20.4.7 Showing and editing matrix attribute values

In the Quick view window or list, you can edit matrix attribute values.

Editing attribute values in the Quick view window

1. Open the Quick view window (see "Quick view window" on page 981).
2. In the Quick view window, select the attributes of your choice (see "Selecting attributes for the
Quick view display" on page 982).
3. In the Matrices window, click the matrix of your choice.
4. In the Quick view window, edit the attribute values.

Note: Attribute values of external matrices are only displayed for opened matrices.

Element Description
Number User-defined matrix number
Code Short name of the matrix
Name Long name of the matrix
Matrix Demand matrix or skim matrix
type
Object Relations in matrices may be zone pairs or pairs of main zones.
type ref-
erence
Number of Number of rows in the matrix (cannot be edited)
rows
Number of Number of columns in the matrix (cannot be edited)
columns
Sum Total of all matrix values (cannot be edited)

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 20.4.8 Editing window titles of matrices

Element Description
Diagonal Total of matrix diagonals (cannot be edited)
sum Note
The diagonal of a matrix runs from top left to bottom right (FromZoneNo =
ToZoneNo). In demand matrices, the diagonal describes zone-internal travel
demand.
Demand For skim matrices you can select the demand segment the matrix refers to from
segment the selection list.
code
Demand The codes of the demand segments associated with the matrix are displayed for
segment demand matrices (see "Connecting demand matrices and demand segments"
set on page 1740).
Demand Demand strata with trip distribution results that are saved to the matrix (see
stratum "Properties and options of demand strata" on page 1772).
set
File name For external matrices, name of the matrix file
For Visum matrices, name of the file the matrix values were last imported from or
exported to.
Decimal Number of decimal places saved for matrix values to a file
places
Data In the list box, choose whether you want to use data from a file or have it cal-
source culated with a formula.
type Note
You can switch from the formula entry to the data file entry, but not vice versa.
Formula Shows the formula used

The attribute values are immediately changed.

Editing attribute values in the list

1. Open the Matrices list (see "Opening a list" on page 2508).
2. Show the attributes of your choice (see "Viewing/Hiding attributes" on page 2514).
3. Edit the desired attributes (see "Editing attribute values in a list" on page 2535).
The attribute values are immediately changed.

20.4.8 Editing window titles of matrices

Window titles of the matrix editor, the matrix histogram, and the matrix comparison can be cus-
tomized.
1. From the Matrix editor menu, choose Change header.
The Change header window opens.
2. Select the Manual header option.

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 20.4.9 Saving matrices

3. Enter the desired text.

4. Confirm with OK.
The window displays the desired window title.

20.4.9 Saving matrices

Changes you make to Visum matrices remain in effect when you close the Matrix editor window.
However, to save your changes permanently, you need to save them to the version file. If
required, you can save Visum matrices to a file.
To keep changes made to external matrices, you must save them to a file when you close the Mat-
rix editor window.
You can save matrices either in a binary format or in one of four text formats (see "Visum-specific
matrix file formats" on page 3127).
For demand matrices, you can save the volumes of routes found by OD pair as partial matrices
which just contain either the active trips or the remaining trips.

Tips: Alternatively you can save skim matrices to file automatically with the calculation (see
"Calculating PrT skims" on page 2167 and "Calculating PuT skims" on page 2264).
A further option: You can also save demand matrices together with the demand description
(see "Saving demand data" on page 2010).

20.4.9.1 Saving a Visum matrix to a file

Note: If you save a formula matrix as a file, only the current values are saved, not the formula.

1. In the Matrices window, right-click the matrix of your choice.

The context menu opens.
2. Choose Save to file.
The Save matrix window opens.

Tips: Alternatively, open the matrix and, on the toolbar of the Matrix editor window, click the

Save to file symbol or, from the Matrix editor menu, choose > Save to file. The
Matrices list shortcut menu contains an entry for this (see "Opening a list" on page 2508).

3. Enter the file name and the path, if required.

4. Select a file type, if required.

Notes: You can specify and manage the file types available under menu File > Project dir-
ectories > Edit project directories (see "Editing the storage location of files" on
page 1007).
When you choose the file type Matrix (*.*), you must add an extension to matrix file name.

5. Click the Save button.

The Write matrix <Matrix name> window opens.

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 20.4.9.2 Saving external matrices

6. Make the desired changes.

Element Description
Format From the selection list, you can select the output data format for the matrix file.
For more information on data formats please refer to the appendix (see "Matrix
formats" on page 3127).
Consider If this option has been checked, only those OD pairs are saved to matrix file
OD pair which are in the active state (see "Exception: Filter for OD pairs" on page 1145).
filter
If this option has not been checked, all relations are saved to matrix file.
Notes
For flow bundle matrices, the OD pair filter is always regarded. Therefore it does
not need to be checked in this case.
For other matrix types this option is only provided if the OD pair filter has been
set.

7. Confirm with OK.

The matrix values are saved to the matrix file specified. In the Matrix editor window, the Visum
matrix remains open.

20.4.9.2 Saving external matrices

You can save an external matrix that you have opened.
1. Open the desired matrix (see "Opening matrices" on page 1875).

2. In the Matrix editor window, on the toolbar, click the button Save as.
The Save matrix window opens.

Tip: Alternatively, in the Matrices window, in the navigator, right-click an external matrix.
Then from the shortcut menu, choose Save as.

3. Enter the file name and the path, if required.

Note: A file name for the external matrix is suggested.

4. Select a file type, if required.

Notes: You can specify and manage the file types available under File > Project
directories >Edit project directories (see "Editing the storage location of files" on
page 1007).
When you choose the file type Matrix (*.*), you must add an extension to matrix file name.

5. Click the Save button.

The Write matrix <Matrix name> window opens.

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 20.4.9.3 Saving partial matrices

Element Description
Format From the selection list, you can select the output data format for the matrix file.
For more information on data formats please refer to the appendix (see "Matrix
formats" on page 3127).
Matrix If you choose to save an external matrix, the list box only contains the option
External matrix.

6. Confirm with OK.

The matrix is saved to the specified matrix file. The new matrix file is opened in the Matrix editor
window.

20.4.9.3 Saving partial matrices

You can filter or dynamically aggregate a matrix and then only save the values that are displayed.
1. Filter or aggregate the matrix.
Filter (see "Filtering matrix data" on page 1896)
Dynamically aggregate (see "Showing matrix values in an aggregated form" on
page 1898)

2. On the toolbar of the Matrix editor window, click the Save to file symbol.
A message is displayed. Decide whether you want to save the entire matrix or only part of it,
namely the values currently displayed.
3. Click the View button.
The Save matrix window opens.
4. Continue as if you were saving a matrix (see "Saving a Visum matrix to a file" on page 1893).
The partial matrix is saved. For aggregated matrices, the name and value of the aggregation attrib-
ute are also output.

20.4.9.4 Saving matrices during procedure sequence execution

1. On the toolbar, click the Open 'Procedure sequence' window button.

The Procedure sequence window opens.
2. To the procedure sequence, at the position of your choice, add the Save matrix procedure of
the Matrices category (see "Setting up and starting the procedure sequence" on page 2015).
3. In the row of the inserted procedure, click the button in the Reference object(s) column.
The Select matrix window opens.
4. Select the matrix you want to save. Here, two methods are provided (see "Selecting matrices"
on page 1869).

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 20.4.10 Filtering and aggregating matrix data, changing the view

Element Description
Select matrix directly From the list of all matrices, select the desired matrix by its num-
ber.
Select matrix by prop- Select a matrix by certain attributes and their values.
erties

5. Confirm with OK.

The selected matrix is listed in the Reference object(s) column.
6. Make sure the added procedure is highlighted. Then, in the Operations section, click the Edit
button.
The Select matrix format window opens.
7. In the list box, click the matrix format of your choice (see "Visum-specific matrix file formats" on
page 3127).
8. Confirm with OK.
9. In the row of the added procedure, click in the Variant/file column.

The icon is displayed.

10. Click the icon.

The Save matrix window opens.
11. Enter the file name and the path, if required.
12. Click the Save button.
The file name appears in the Variant/file column.
13. Execute the procedure (see "Executing procedures in the procedure sequence" on
page 2030).
The matrix is saved.

20.4.10 Filtering and aggregating matrix data, changing the view

In the Matrix editor window, you can specify how to show the matrix data. For instance, you can
hide certain values or display them aggregated.

Notes: You can also make basic settings for the display of matrix data (see "Basic settings for
matrices" on page 1912).
You can save and load the settings you make for matrix data display (see "Saving and opening
the layout of a Matrix editor, histogram, or matrix comparison window" on page 1901).

20.4.10.1 Filtering matrix data

According to certain filter criteria, you can show or hide matrix data of Visum matrices.

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 20.4.10.1 Filtering matrix data

1. Open a Matrix editor window with the matrix of your choice (see "Opening matrices" on
page 1875).

2. Click the black triangle next to the symbol on the Matrix Editor window toolbar.
3. Select Set filter.
The Set filter window opens.
4. Make the desired changes:

Section Description
Filter by active Select this option to show the matrix data of active zones only (see "Using
zones filters to set network objects active or passive" on page 1125).
Note
If a main zone matrix has been opened, the labels are adjusted accord-
ingly.
Filter by active Select this option to show the matrix data of active OD pairs only (see
OD pairs "Exception: Filter for OD pairs" on page 1145).
Note
If a main zone matrix has been opened, the labels are adjusted accord-
ingly.
Filter by matrix If this option has been selected, only the matrix values within the set range
values are displayed.
From
The lowest value of the range
To
The highest value of the range
Invert (use values outside the range)
Select this option to show all matrix intervals outside this range.
If you do not select this option, only matrix values inside the range are
displayed.

Note: You can combine these filter criteria. Use the AND operator to combine filters. Only
matrix data that meets both criteria is then shown.

5. Confirm with OK.

The settings are adopted for the Matrix editor window.

You can switch filters on and off using the filter symbol .

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 20.4.10.2 Editing filtered entries

Notes: You can also apply the matrix filter in histograms and matrix comparisons. The matrix
comparison then shows only pairs of values that satisfy the filter conditions. When filtering by
matrix values, both values must satisfy the condition for the pair to be included in the com-
parison.
Only the matrix entries that meet the conditions are displayed in the histogram. If a clas-
sification matrix is combined with a condition on the matrix values, the value of the matrix itself
must satisfy the condition, not the value of the classification matrix. So, if there are several
matrices, then for the same OD relation the value of one matrix may enter and that of another
may not.

20.4.10.2 Editing filtered entries

You can assign a common value to filtered cells as follows.
1. Filter the display to show only the entries you want (see "Filtering matrix data" on page 1896).
2. Drag the mouse to draw a rectangle that marks the values you want to change.

3. Enter the value to be applied to all selected cells.

4. Confirm with ENTER.
The value is assigned to all marked cells.

20.4.10.3 Showing matrix values in an aggregated form

You can show the matrix values of Visum matrices in an aggregated form. Here, rows and/or
columns are summed up according to certain criteria. Thereby the data is displayed differently,
but it is not changed.

Notes: You can aggregate external matrices permanently (see "Aggregating or deleting matrix
columns and rows" on page 1967).
If you aggregate a filtered matrix, only the filtered values are aggregated.

1. Open a Matrix editor window with the matrix of your choice (see "Opening matrices" on
page 1875).

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 20.4.10.3 Showing matrix values in an aggregated form

2. In the Matrix editor window, on the toolbar, click the button View options.
The View options of Matrix editor window opens.

Tip: Alternatively, from the Matrix editor menu, select View options.

3. In the Mode section, choose the view whose settings you want to change.

Section Description
Matrix view Select this option to make the settings effective in the Matrix view.
List view Select this option to make the settings effective in the List view (see "Open-
ing matrices in the List view" on page 1876).

4. In the Dynamic aggregation section, make the settings of your choice.

Section Description
Do not aggreg- The matrix is not shown in an aggregated from.
ate
Aggregate The (main) zones of the matrix are aggregated. Thereby the (main) zones
rows and are aggregated that have the same attribute values for the attribute selec-
columns ted.
identically Attribute
(Main) zone attribute by which the zones are aggregated
Note
In the List view, for this aggregation with an active OD or matrix value filter,
a view might be created that is not defined by any matrix.
Aggregate Rows and/or columns of the matrix are aggregated. Thereby the rows
rows and and/or columns are aggregated whose (main) zones have the same attrib-
columns non- ute values for the attribute selected.
identically Rows
(Main) zone attribute by which the rows are aggregated
Columns
(Main) zone attribute by which the columns are aggregated
Notes
For instance, if you only want to aggregate rows, use the (main) zone num-
ber as attribute for the columns.
If you aggregate the data by an indirect attribute, you need to refresh the

matrix data after changing it. To do so, click the Recalculate dynam-
ically aggregated view icon, or from the Matrix editor menu, choose >
Recalculate dynamically aggregated view.
Function Computation function for aggregating matrix values

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 20.4.10.4 Changing the matrix data view

Section Description
Minimum
The displayed value is the lowest of the aggregated matrix values.
Maximum
The displayed value is the highest of the aggregated matrix values.
Average
The displayed value is the average of the aggregated matrix values.
Sum
The displayed value is the total of the aggregated matrix values.
Weighted mean
The displayed value is a mean value of the aggregated matrix values, with
the matrix values weighted by an OD pair attribute.
Weighting This button is only enabled if the option Weighted mean has been selec-
attribute ted in the Function section. Select the (main) OD pair attribute for weight-
ing the values to be regarded for the calculation.

5. Confirm with OK.

Note: If you filter the matrix data, then the hidden data is not aggregated.

The aggregated matrix values are shown in the Matrix editor window. An additional row and
column show the attribute used for aggregation and the corresponding attribute values.

Notes: You can not edit matrix values in the aggregated view.
For dynamically aggregated matrices, you can save the rows and values currently displayed
(see "Saving partial matrices" on page 1895).

20.4.10.4 Changing the matrix data view

1. Open a Matrix editor window with the matrix of your choice (see "Opening matrices" on
page 1875).

2. In the Matrix editor window, on the toolbar, click the button View options.
The View options of Matrix editor window opens.

Tip: Alternatively, from the Matrix editor menu, select View options.

3. In the Mode section, choose the view whose settings you want to change.

Section Description
Matrix view Select this option to make the settings effective in the Matrix view.
List view Select this option to make the settings effective in the List view (see "Open-
ing matrices in the List view" on page 1876).

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 20.4.11 Saving and opening the layout of a Matrix editor, histogram, or matrix comparison window

4. In the Display section, make the desired settings.

Section Description
Alignment of Use the list box to set the alignment of the matrix values in the column.
numbers
Decimal places Number of decimal places for matrix display on screen
Note
If a value smaller than the real number of decimal places is entered, the
matrix values will be rounded arithmetically for display on screen.
Show names of Select this option to show captions at the beginning of rows and columns.
rows and For Visum matrices, these are the names of zones and main zones (see
columns "Zones: General attributes" on page 1256 and "Main zones: General attrib-
utes" on page 1313).
Tip
Alternatively, use the shortcut menu > Show row and column labels, or
from the Matrix editor menu, choose > Show row and column labels to
show and hide row and column names.
Show row and Select this option to show sums as figures at the beginning of columns and
column sums rows.
Tip
Alternatively, use the shortcut menu > Show row and column totals, or
call the menu Matrix editor > Show row and column totals to show or
hide row and column totals.
Note
The option is not available in the List view.

Note: Use the Edit > User Preferences menu to change the basic settings for opening
matrices (see "Setting options for display in the Matrix editor window" on page 1912).

5. Confirm with OK.

The settings are adopted for the Matrix editor window.

20.4.11 Saving and opening the layout of a Matrix editor, histogram, or matrix com-
parison window
You can save the following settings of a Matrix editor or histogram window to a *.mly file and open
the file in another window:
List of matrices
All view options of the Matrix editor window and the column widths are set (see "Filtering and
aggregating matrix data, changing the view" on page 1896)
Intervals and extended parameters of the histogram window
You can also save the screen section of a matrix comparison with the layout.

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 20.4.11.1 Saving the layout of a Matrix editor or Histogram window or Matrix comparison

Note: The graphic parameters of the window are saved separately (see "Saving and opening
graphic parameters of the Matrix editor window" on page 1905).

20.4.11.1 Saving the layout of a Matrix editor or Histogram window or Matrix comparison
1. Open the desired window with the matrices of your choice (see "Opening matrices" on
page 1875 and "Showing matrices in a histogram" on page 1906) and "Showing matrices in a
histogram" on page 1906).(see "Comparing two matrices in a scatter plot" on page 1910).
2. From the Matrix editor / Matrix histogram / Matrix comparison menu, choose the entry
Save layout.
3. Enter the desired file name and path, if required.
4. Click the Save button.
5. Confirm with OK.
The layout is saved.

20.4.11.2 Saving and opening the layout of a Matrix editor or Histogram window or Matrix com-
parison
1. Open a window with the matrices of your choice (see "Opening matrices" on page 1875 and
"Showing matrices in a histogram" on page 1906) and "Showing matrices in a histogram" on
page 1906).(see "Comparing two matrices in a scatter plot" on page 1910).
2. From the Matrix editor / Matrix histogram / Matrix comparison menu, choose Open
layout.
3. Open the desired file.

Notes: In a Matrix editor window, you can only open layout files that have been saved in a
Matrix editor window. In a Histogram window, you can only load layout files that have been
saved in a Histogram window and so on.

4. Click the Open button.

The Visum window opens.
5. Make the desired changes.

Element Description
Yes Besides the layout, information on the matrices shown are also loaded from the
layout file.
No Only the layout is loaded from the layout file. When you load the layout, this does
not change the matrices shown.

6. Confirm with OK.

The layout is loaded.

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 20.4.12 Setting graphic parameters for the Matrix editor window

20.4.12 Setting graphic parameters for the Matrix editor window

Similar to the network display, you can set graphic parameters for each Matrix editor window to
arrange it according to your preferences. For instance, you can choose a classified display for
cells or highlight the diagonals.
In the Matrix editor window, you can specify the following settings:
Define font color of matrix values
Define cell background color
You further have the following options:
You can choose a classified display for OD pairs. To classify Visum matrices, you can use all
(main) OD pair attributes. To classify external matrices, you can only use the matrix value.
Tip: You can simply use the clipboard to copy the intervals for classification to the intervals in
a Histogram window.

For Visum matrices, you can show OD pairs in a different color.

You can also show the diagonals in a different color.
Note: You can save the graphic parameters to a *.gpm file to use them again later (see "Saving
and opening graphic parameters of the Matrix editor window" on page 1905).

20.4.12.1 Setting the graphic parameters for active OD pairs

1. Open a Matrix editor window with the matrix of your choice (see "Opening matrices" on
page 1875).
2. On the Matrix editor menu, click Edit graphic parameters.
The Edit graphic parameters window opens.
3. In the navigator, select the Active OD pairs > Display entry.
4. Make the desired changes.

Element Description
Uniform dis- If the option has been selected, al