The implementation and effects of recent updates to the crowding assignment macro within the Docklands Public Transport Model (DPTM)

Michael Swiderski 23 February 2010

Background

> What is DPTM?

> Recent proposals for changes to strategic public transport modelling in London; o o o Incorporation of INRO modifications to assignment procedures Revised crowding calculation Crowding on the bus network > Implemented in DPTM as part of latest re-validation (against 2007 data)

Update #1 - INRO modifications

> Dual aims of modifications; o • • • Improved model efficiency Replacement of secant method with Muller method Module 1.11 only used at end of macro for storing data Streamlining of some of the macro instructions o • • • • Improved model accuracy Weighting of results of all iterations Impedance matrix updated at each iteration Updated calculation of relative gap calculated at each iteration Use of relative gap as stopping criterion

Effect of INRO Modifications – Demand on Network

Effect of INRO Modifications – Demand on Network

Effect of INRO Modifications – Demand on Network – Future Year

Effect of INRO Modifications – Demand on Network – Future Year

Effect of INRO Modifications – Network Statistics – Future Year

Effect of INRO Modifications – Network Statistics – DLR Stratford International

Update #2 - Revised crowding calculation

> Quadratic crowding functions o Formula:

CF = a + b X +cX * X = 0 if X>-b/2c if X<=-b/2c

Where: CF is crowding factor to be applied to the in-vehicle time X is (train load – seats) / (crush load – seats) a, b, c are parameters calibrated for each vehicle type o o • a, b and c parameters derived through curve-fitting exercise which assumed 5 pax/sqm steeper LUL/NR crowding curves compared to “classic” Railplan 12 separate crowding curve functions based on ratio of seating to total standing capacity

Quadratic and classic Railplan crowding functions - LUL

Crowding Curves by vehicle Type (LU)

4.5

4 3.5

3 2.5

2 1.5

1 0.5

0 -0.5

-0.4

-0.3

-0.2 -0.1

0 0.1

0.2

0.3

Load Factor

0.4

0.5

0.6

0.7

0.8

0.9

1 BK_curr BK_futu_v1 CN_curr VT_curr VT_futu_v1 WC_curr MP_curr MP_futu_v1 Cst_curr SubS_futv1 Dst_curr EL_curr JB_curr North_curr PC_curr Railplan

Quadratic and classic Railplan crowding functions - NR

Crowding Curves by vehicle Type (NR)

2 1.5

1 0.5

0 4 3.5

3 2.5

-0.5

-0.4

-0.3

-0.2

-0.1

0 0.1

0.2

0.3

Load Factor

0.4

0.5

0.6

0.7

0.8

0.9

1 2c150 4c158e 2c165 3c165 6c313 3c313 4c315 8c315 4c317 8c317-6WNn 8c317-1WNn 4c319 8c319 12c321 4c321 8c321 8c332 8c357 8c365 4c455-SOn 8c455-SOn 2c456 8c460 8c465-CXn 2c466 6cNET 3c508 4c4552c456 8cHST 8cHST 9c225 11c-MK2-AR 9c390 8c-MK2-VT 3c165+10% 6c375n 4c375n 4c376n 8c377n 12c377n 8c442n 8c444n 2c450n 4c450n 6c450n 4c450d_n 4c455n 8c455n 8c455_n 4c456n 6c456n 8c465n 12c465n 6c159n 8c375e 6c171e 3c171e 4c165e 4c377e Railplan

Effect of revised crowding calculation – LUL crowding penalties

Effect of revised crowding calculation – LUL network demand

Effect of revised crowding calculation – DLR crowding penalties

Effect of revised crowding calculation – DLR network demand

Effect of revised crowding calculation – NR crowding penalties

Effect of revised crowding calculation – NR network demand

Effect of revised crowding calculation – Bus network demand

Effect of revised crowding calculation – Network Statistics

Update #3 - Incorporation of crowding on bus network

> Included as part of revised quadratic crowding calculation > Bus crowding calculated separately from LUL/DLR/NR o o Bus demand profile assumed same as LUL Bus supply profile assumes uniform distribution of services across AM Peak

Effect of bus crowding – LUL network demand

Effect of bus crowding – DLR network demand

Effect of bus crowding – NR network demand

Effect of bus crowding – Bus network demand

Effect of bus crowding – Network statistics