Dracula Coursework

TRAN5291M Traffic Network Modelling Assignment Dracula Coursework Student ID Number 200750558 Lecturer Dr. Ronghui Liu Submission realise 12/03/2013 Semester Semester 2 Academic Year 2012-2013 Words 1546 Table of Content 1. Introduction. 3 2. Task coding for only iftocks scenario 3 Task C (Simulation for proposed mass highway evasion) 4 4. Task D (comparison of cumulus balk and plenty lay by) 5 5. Task E (Proposed Scheme). . 7 6. Conclusion.. 9 7. Reference.. 0 1. Introduction Otley is a market town in the outskirts of Leeds having population of 14124(National statistics. 2004). Otley town council wants to patronage public witch aid by alter rider vehicle run to market and improving local environment by traffic reduction. We as a transport planner commence been tasked to measure the effectiveness of inclusion of lot way on refer 24-17 which is a two lane carriage way serving all traffic, withal to consider a change of muckle layby to a bus breach look-alike 1 Ot ley NetworkThe bus service in on route from z whiz 105 to 109 with a frequency of one every 10 minutes. Data collected from Dracula after simulation for bus route which grow 2 bus stop and one layby holds the fundament scenario for this report and also to which the proposed end is comp ared. 2. Task coding for base scenario 2. Simulation of the Base Scenario For base scenario, the network is coded with 2 bus stop on link 24-17 and 15-9 and a bus lay by on link 16-15, 5 iteration were done with random NSEED no which are shown in table 1 Day 1 Day 2 Day 3 Day 4 Day 5 NSEED 12345 23456 34567 45678 56789 Table 1. Random NSEED no. Data collected for this simulation in this report included average out come journey age for cars and buses over the network for 5 days which was 90. 26 seconds with standard deviation of 2. 26 for cars and 354. 68 seconds with standard deviation of 7. 55 for buses. The total Journey time data was taken from . REB file Figure 1. Base scenario average jour ney time for 5 days 3 Task C 3. 1Simulation for proposed bus lane schemeSimulation for proposed bus lane on link 24-17 were carried with same NSEED no as in the base scenario with respective days. Figure 2. Average journey time with bus lane As the graph indicates average total journey time for cars is 89. 62 and for bus is 339. 48 sec ,which has decreased in comparison with the base scenario. When the average journey times for the base scenario is compared with the proposed bus lane scheme as shown in witness 3,it was observed that although the journey time with the inclusion of bus lane aim decreased but the deviation from the mean is high compared to base scenario.As from the figure 3 the maximum deviation for the bus lane scheme not much higher as in the case of base scenario but with a minimum deviation there is a probability that journey time with bus lane scheme can reduce further. Figure 3. comparison of avg. journey times for base scenario and bus lane journey time In ca se of cars the change in average total journey time does not have a significant impact as the journey time in the base scenario changes year 90. 26 hours to 89. 26 hours and also the phantasm keep out in both the cases is vey less.Figure 4. Average journey time for cars The average government issue of passengers in the bus lane scheme have decreased from 163 passengers to 158 and also the error bar in the bus lane scheme is high compared to base scenario, shown in Table 1 Bus lane scheme avg Error bar Base scenario avg Error bar Npsg 158. 2 20. 5 163. 6 7. 68 Pdelay(m) 761. 28 110. 598 777. 82 57. 29 Tdwell(s) 1082 224. 9 1100. 6 98. 36 Table 1Comparision of base scenario and bus lane scheme for busThe passenger delay and bus dwell time have rather decreased but the error bar in the respective cases for bus lane scheme are high compared to base scenario. Although the journey time, number of passenger, passenger delay and bus dwell time are decreasing in bus lane scheme compared to base scenario but the error bar are comparatively high, hence it is more appropriate to have a reliable system and inclusion of bus lane would not affect the general current bus service of the otley network significantly, but its inclusion can improve certain parts of the network which are significant in improving public transport service . Task D (comparison of bus stop and bus lay by) Analysing the performance of lay by on link 17- 15 with no bus lane the average total journey time for cars almost remained the same and does not have any significant impact . solely in case of bus the total journey time with layby was more when compared with the bus stop scenario, also the error bar in the bus top scenario was smaller that of a layby scenario, as shown in figure 5 Figure 6. comparison of average journey time for bus layby and bus stop scenario.Comparing the average no of passengers ,passenger delay time and bus dwell time the bus lay by scenario was better than the bus stop sce nario as the number of passenger decreased in bus stop scenario with bigger error bar compared to base scenario, passenger delay does not have a significant impact but bus dwell time was smaller than the base scenario but the value for error bar is just biramous in the bus stop scenario ,as shown in table 7. Bus stop scenario avg Error bar Bus layby scenario avg Error bar Npsg 158. 4 16. 9 163. 6 7. 68 Pdelay(m) 779. 87 96. 64 777. 82 57. 29 Tdwell(s) 1080. 4 183. 63 1100. 6 98. 36 Table 2. Comparison of bus stop and bus lay by scenario In case of Queuing delay bus lay bay have larger queuing delay than bus stop queuing delay, as shown in figure 7 Figure 7. comparison of queuing delay for bus layby and bus stop More Queuing delay in bus layby than that in bus stop case is because once bus get off the road to pick passengers, bus have to face congestion because of other cars which are already in the route .Comparing the average speed for bus in both the scenarios buses on link 16 - 15 with bus stop have higher average speed than the case of a layby, as shown in figure 8 Figure 8. comparison of average speed for bus Bus also create congestion for other vehicle while they are boarding or deboarding the passengers. Performance flow on link 16 -15 for cars is shown in figure 9 Figure 9. Comparison of performed flow for cars Figure above show that the performance flow for cars was better in case of bus stop than that of a layby.Analysing the simulation for both bus stop and bus lay by the average journey time for bus top was significantly smaller compared to bus lay by on link 16-15,other factors such as average speed ,no of passengers ,passenger delay time and bus dwell time does not have a significant impact . Hence replacing bus layby with a bus stop would be beneficial and would encourage more use of goods and services of public transport service. 5. Task E (Proposed Scheme) Improvement of public transport service can be done if passengers already have seasona l worker tickets, this lead reduce the bus dwell time and would also decrease the passenger delay at the bus stop.Proposal is given for a bus lane of continuance on link 24-17 with a bus stop on link 16 -15 and encouraging 50 percent of the passengers to have seasonal tickets. Frequency of the bus is kept the same as in the case of base scenario Improving infrastructure could be helpful in improving public transport service as on the network there are sharp turns which cause manoeuvring difficulties and causes some of the time delay (e. g. turn from link 24-17 to 17-15) The average journey time for proposed scheme is shown in figure 10As shown in the above graph the average journey time have decreased considerably after inclusion of seasonal ticket, bus lane and bus stop on link 16 -15. Although the error bar for the proposed scheme is double of the base scenario but the maximum error of the proposed scheme is lesser than the minimum error for the base scenario. In terms of enviro nment the proposed scheme does not have a huge impact on environment, as the co2,NOx and hydrocarbon emission are nearly same in both the cases, as shown in table 3. Pollutants emission and fuel consumption Base scenario Proposed scheme Avg Error Bar Avg Error Bar Co2 (Kg) 33. 71 1. 37 34. 11 0. 37 Nox(Kg) 0. 694 0. 03 0. 7 0. 007 Hc (Kg) 2. 28 0. 09 2. 318 0. 02 Fuel (L) 158 6. 45 159. 5 1. 7 Table 3. Pollutant emission in base scenario and proposed scheme Comparing the queuing delay for both the scenarios ,queuing delay for bus in proposed scheme was lesser as compared to that of the base scenario. Figure 11. Comparison of queuing delay for proposed scheme and base scenarioWith inclusion of bus stop and bus lane the average speed for busses increases form 12. 23 kmph to 14. 95 kmph as shown in figure12 When comparing the average no of passengers ,passenger delay at bus stop and bus dwell time we see that the no of passenger at the bus stop have increased and bus dwell t ime have decreased which is beneficial in improvement of public transport services. 6. Conclusion In the proposed scheme for the otley network in Dracula the inclusion of bus lane on link 24-17 and a bus stop on link 16-15 is beneficial . lso 50 percent of passengers having seasonal ticket is an advantage as it is reducing the bus dwell time and also the bus total journey time. 7. Reference 1. Office for National Statistics. (2004). Neighbourhood statistics. Available http//www. neighbourhood. statistics. gov. uk/dissemination/viewFullDataset. dojsessionid=zqGzR8CX0hh2WhLzqnHLh6GKBsqNYD19kNYPFXyCkSQjL4BBM092 1701030348 1362936375650? instanceSelection=03070&productId=7. Last accessed 10/03/2013. 2. Dr. Ronghui Liu (2005). Dracula manual. ITS,LEEDS Handouts. 1-147.