AY1516 T2 Team CommuteThere Project Further Analysis
Contents
Adult
Elderly
Student
1. Distance Traveled for at Least 4 Trips Made During Morning Peak
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As can be seen from the bar chart above, most of the destinations are within Tampines Area and the nearby new town. 73% of the students who made at least 4 trips during that week are within Tampines New Town, whereas 24% of them travel to nearby new towns such as Bedok and 4% of them travel to other places that are not of close proximity to Tampines. This means that students who made at least 4 trips during that week is likely to travel short distance to school during morning peak hour.
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This can be further supported by the distribution above on the distance travelled for students who made at least 4 trips during that week. The distribution is right skewed with a distance decay index of 2.64. With reference to the overall distance decay index of 3.6 for students(as seen in Initial Analysis), students are less willing to travel a longer distance during morning peak period. 50% of the trips are less than 2km which means that 50% of the trips are completed within 10 minutes. On average, students travel 2.64km on weekdays to school which took them about 12 minutes to reach their destination.
2. Multimodal Transportation Patterns
2.1 Revised Travel Patterns
As seen from Initial Analysis, Simei and Tampines are two of the popular destinations during morning peak hour made by students who made the same trips for at least 4 times during a week. This suggests that some students might actually use multi modes of transportation to get to their destination. Thus, we made use of MRT data to further analyse how the distributions for travel patterns will change if multi modal transportation is taken into consideration.
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From the distribution above, The absolute count of within town trips has decreased from 9,686 to 9,516. On the other hand, absolute count for inter-town trips and island wide trips has increased from 3,142 to 3,222 and 488 to 579 respectively. However, the change in percentages are negligible and most of the trips made are still within Tampines New Town.
2.2 Transfers
As our multimodal transportation dataset consist of transfer made from (i) MRT/LRT to a bus service and (ii) bus service to MRT/LRT, we would like to help our sponsor to understand the efficiency of the current transportation system by looking at the amount of effort that the students have to make in order to transfer from one mode of transportation to another. Our group will be analysing the transfer interval of (MRT →Bus) and (Bus →MRT).
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The distribution shows the overall transfer interval of students. On average, students took about 5 minutes to transfer from one mode of transportation to another mode of transportation with 90% of the students transiting within 10 minutes. Our group feels that this is a fairly reasonable transfer interval which indicates that our current transportation system is quite efficient.
2.2.1 MRT/LRT to Bus Service
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The distribution shows the transfer interval of students transferring from MRT to bus. On average, students took about 7 minutes to transfer with 90% of the students transiting within 10 minutes. This means that the bus interchange is of close proximity to the MRT. As the time interval takes into account the time taken for students to walk to the bus interchange and bus waiting time, we are able to deduce that the bus frequency in Tampines is quite high during morning peak period which lead to short bus waiting time. This enables students to be able to transfer from MRT to bus within 7 minutes.
2.2.2 Bus Service to MRT/LRT
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The distribution shows the transfer interval of students transferring from bus to MRT. On average, students took about 4 minutes to transfer with 90% of the students transiting within 5 minutes. This means that the MRT is of close proximity to the bus interchange which shows that minimum effort is required for students to transfer from Bus to MRT.
Comparing the transfer intervals of (i) and (ii), the transfer interval will be longer if the student is transferring from MRT to bus as compared to bus to MRT.
2.3 Least Cost Walk Path Analysis
2.3.1 Relationship Between Walking and Bus Transportation
2.3.2 Recommendations
3. Bus Stops Access Potential
3.1 Bus Stops Proximity to Schools
3.2 Recommendations
