Dracula Coursework

TRAN5291M Traffic Network Modelling Assignment Dracula Coursework educatee ID Number 200750558 Lecturer Dr. Ronghui Liu Submission Date 12/03/2013 Semester Semester 2 Academic Year 2012-2013 spoken communication 1546 Table of Content 1. knowledgeableness. 3 2. project coding for antecedent scenario 3 tax C (Simulation for proposed pot track connive) 4 4. Task D ( comparing of hatful catamenia and heap bring down 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 championship public transport profit by improving jitney topology work to market and improving local environment by traffic reduction. We as a transport planner become been tasked to measure the effectiveness of comprehension body of tutor route on striking 24-17 which is a two route carriage way serving all traffic, also to consider a change of passenger car pull-off to a hatful force out intent 1 Otley NetworkThe pot service in on route from regulate 105 to 109 with a frequency of one every 10 minutes. data collected from Dracula after simulation for bus route which postulate 2 bus stop and one rest area holds the set up scenario for this cross and also to which the proposed scheme is comp bed. 2. Task coding for base scenario 2. Simulation of the demonstrate Scenario For base scenario, the web is coded with 2 bus stop on colligate 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 display panel 1 Day 1 Day 2 Day 3 Day 4 Day 5 NSEED 12345 23456 34567 45678 56789 Table 1. Random NSEED zero(prenominal) Data collected for this simulation in this report included median(a) total jaunt measure for cars and buses over the interlock for 5 years which was 90. 26 seconds with standard aberrance of 2. 26 for cars and 354. 68 seconds with s tandard remainder of 7. 55 for buses. The total Journey succession data was taken from . greyback file take in 1. Base scenario fairish journey season for 5 days 3 Task C 3. 1Simulation for proposed bus pass schemeSimulation for proposed bus passage on link 24-17 were carried with aforementioned(prenominal) NSEED no as in the base scenario with respective(prenominal) days. exercise 2. Average journey clip with bus route As the graph indicates clean total journey condemnation for cars is 89. 62 and for bus is 339. 48 sec ,which has diminish in comparison with the base scenario. When the mediocre journey propagation for the base scenario is compared with the proposed bus lane scheme as shown in type 3,it was observed that although the journey conviction with the inclusion of bus lane have decreased notwithstanding the recreation from the mean is higher compared to base scenario.As from the figure 3 the maximum excursus for the bus lane scheme not much higher as i n the fortune of base scenario barely 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 case of cars the change in clean total journey time does not have a significant impact as the journey time in the base scenario changes form 90. 26 hours to 89. 26 hours and also the defect bar in both the cases is vey less.Figure 4. Average journey time for cars The mean(a) number 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 mound lane scheme avg actus reus bar Base scenario avg Error bar Npsg 158. 2 20. 5 163. 6 7. 68 P hold in(m) 761. 28 110. 598 777. 82 57. 29 T stop(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 d ecreased solely 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(prenominal) provide to have a reliable system and inclusion of bus lane would not affect the overall 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 cognitive operation of lay by on link 17- 15 with no bus lane the average total journey time for cars almost remained the equal and does not have any significant impact . But 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 la yby 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 break dance than the bus stop scenario 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 harbor for error bar is just double 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 tree 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 view off the road to pick passengers, bus have to face congestion because of different cars which are already in the route .Comparing the average induce 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 fertilise on link 16 -15 for cars is shown in figure 9 Figure 9. Comparison of performed bleed 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 abet more usage of public transport service. 5. Task E (Proposed Scheme) advancement of public transport service can be done if passengers already have seasonal tickets, this will reduce the bus dwell time and would also decrease the passenger delay at the bus stop.Proposal is apt(p) for a bus lane of length on link 24-17 with a bus stop on link 16 -15 and encouraging 50 part 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 near 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 environment the proposed scheme does not have a huge impact on environment, as the co2,NOx and hydrocarbon dismissal are nearly same in both the cases, as shown in table 3. Pollutants firing off 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 s peed 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 time have decreased which is beneficial in melioration 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. character 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 man ual. ITS,LEEDS Handouts. 1-147.