Songklanakarin Journal of Science and Technology SJST R1 Priyanto. Improving the Accessibility to Leeds Bradford International Airport

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1 Songklanakarin Journal of Science and Technology SJST R Priyanto Improving the Accessibility to Leeds Bradford International Airport Journal: Songklanakarin Journal of Science and Technology Manuscript ID SJST R Manuscript Type: Original Article Date Submitted by the Author: -Aug-0 Complete List of Authors: Nurdin, Ahmad; Directorate General of Land Transport Ministry of Transportation, Republic of Indonesia, Priyanto, Sigit; Universitas Gadjah Mada, Civil and Environmental Engineering Balijepalli, Chandra; University of Leeds Institute for Transport Studies, Institute for Transport Studies Keyword: Accessibility, Airport, User benefits

2 Songklanakarin Journal of Science and Technology SJST R Priyanto Page of 0 0 Original Article Improving the Accessibility to Leeds Bradford International Airport Ahmad Nurdin, Sigit Priyanto *, Narasimha Chandra Balijepalli Department of Civil and Environmental Engineering, Faculty of Engineering, Gadjah Mada University, Yogyakarta,, Indonesia Directorate General of Land Transport, Ministry of Transportation Republic of Indonesia, Jakarta, 00, Indonesia Institute for Transport Studies, Faculty of Environment, University of Leeds, Leeds, LS JT, United Kingdom * Corresponding author, address: spriyanto00@yahoo.co.id Abstract The accessibility to the airport is essential for air travellers since the late arrival will take a consequence to the missing flight and losing amount of money of the travel cost. During peak period, the punctuality to arrive to Leeds Bradford International Airport (LBIA) tends to be more vulnerable due to delays and queues in particular junctions in the road network. To improve the accessibility during this period, several improvements in the road network have been carried out and simulated using SATURN (Simulation and Assignment of Traffic in Urban Road Networks). The result shows that the improvement in the network managed to reduce the generalised cost of travel hence it brings user benefits for the air travellers. Through this study it is found that the junction improvement has brought monetary benefits equal to. pounds from trips to LBIA which occurred during morning peak period ( AM). Keywords: accessibility, airport, user benefits

3 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0. Introduction.. Background Every air traveller desires to be punctual to arrive at the airport. Missing the flight will be taking a consequence of losing cost of travel. To meet the flight punctually the travel time to the airport must be reliable. Thus, for this reason travel time reliability becomes essential. In addition, the travel time to the airport is highly valued for money. Koster et al. (0) claimed that the cost of travel time to access airport is valued around 0% to % of total travel cost either for business or non-business travel. The dependency on the road network to access the airport is occurred in Leeds and its surrounding areas. There are two main road accesses from Leeds to LBIA. From Leeds, car travellers might use link A or A. Those two links are heading to Outer Ring Road (A0). After reaching the outer ring road, the travellers can directly use the shortest paths through Scotland Ln or Cookridge Ln. Travellers can keep driving through link A and A, as other possible routes, continuously and entering link A which is heading to the airport, as presented in Figure. The using of road network as the access to the airport likely to cause extended travel time since high traffic flows tend to cause delays. Leeds Bradford International Airport Connectivity Study (0) finds that there are high traffic flows in several link accesses to the airport (A, A0, A, A). In peak hour period, congestion and queuing also occurred around the several junctions and roundabouts (junctions; A/A, A/A, roundabout; A/A, A/A0, A/A0). On the other hand the travel demand to the airport is predicted gradually growing for the following years as it is reported in Wharfedale and Airedale Review Development Group (0) that airport passengers have increased. million in 00 to. million

4 Songklanakarin Journal of Science and Technology SJST R Priyanto Page of 0 0 in 0 and the airport management company has further plans to increase passenger numbers to. million in 0 and million by 0. Without any interference (donothing) this amount of traffic will potentially burden the road network capacity as well as the accessibility level... Research Aim This research is aimed to generate alternative measures to increase the airport accessibility during road traffic peak period. Moreover the main objective of the research is to find the benefit due to road network improvement where the maximum move happens, which is this case the critical point of traffic is at morning peak hours. The concern of the study is also to analysis the improvement of the road network from the supply side not from the demand side such as improvement of public transport. As the accessibility increased it is expected that the air travellers will experience shorter journey time and lower travel cost hence the monetary user benefits can be gained.. Materials and Methods.. Defining Accessibility The accessibility can be simply defined as the quality of places of being able to be reached or entered (Oxford Dictionaries, 0). In the more comprehensive way accessibility refers to the ease of reaching goods, services, activities and destinations, which together are called opportunities (Litman, 0). Further, Litman also describes that there are various meaning of accessibility from the certain perspectives, some of these definitions are:

5 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0 In general context, accessibility can be referred to physical access to goods, services and destinations, of which people need transportation as a physical access mean. In road engineering, the accessibility refers to the ability of road network to connect the adjacent places. The road access is considered to be limited or poor when there are not sufficient road to connect the adjacent places. Limited access not always considered as a negative perception, as this is part of the road access management particularly in highways access that can be managed by limiting intersections and driveways. In the geography and urban economics perspective, accessibility refers to the how ease of particular location or area can be reached. The accessibility represents the generalised costs such as, time, money, discomfort and risk that are needed to reach the desired activities. As the generalised costs is combination of monetary costs and time, hence when the marginal financial costs of travel relatively low (i.e. the cost spent by car owner to make a travel) the travel time might become a dominant component of accessibility (Victoria Transport Policy Institute, 0). According to this argumentation, it can be concluded that the lower generalised cost of travel will increase the level of accessibility of certain places... Airport Accessibility Based on the general definition of accessibility described in the previous section, the understanding of the airport accessibility hence can be drawn as the capacity of airport to be reached from other locations with the lower generalised cost of travel indicates the higher accessibility of the airport. Kouwenhoven (00) divided the definition of airport accessibilities in to three categories:

6 Songklanakarin Journal of Science and Technology SJST R Priyanto Page of 0 0 a. Only taking into account of a travel time as the measure of accessibility: The travel time needed to reach an airport The all locations in the area from where the air travellers can reach the airport in certain time b. Considering other characteristics, for example travel costs, parking costs, reliability of travel times, and service levels. The reliability of travel times and service levels then converted into monetary cost using the value of travel time, value of reliability and the value of service. The total monetary cost of all travel components then called as generalised cost of travel. c. As the two previous measures are only applied for single modes (car), the third measurement is taking multiple modes (i.e. car, bus, train, etc.) into account for measuring accessibility... Alleviating Road Congestion Measures To alleviate road congestion a comprehensive program is needed. The program involves the components of transportation system such as the traffic demand, supply infrastructure, system activities, transport authorities and decision makers. This program includes a short term and long term alternative measures. This program should work together as a complementary to support one another. Institute of Transportation Engineers () describes there are several measures that can be taken. These measures include; traffic signal timing improvements, intersection improvements, turn prohibitions, street widening and building new access road... Application of Consumer Surplus Theory for Transport Users

7 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0 The consumer surplus theory has been applied to calculate the user benefits in transportation sector. This theory describes that the consumers will experience additional benefits due to the excess cost they perceived. Generally, the transport demand is influenced by the transportation cost, where the decrease in cost will give an impact to the increase in demand. This relationship can be represented in the traditional downward-sloping demand curve where the demand curve represents the benefits of the travellers with an additional trip at different level of demand. In the case of new transport scheme (do-something scenario) aimed to reduce the transport cost from the current situation P 0 to P, it will give an impact to the increasing trip demand from T 0 to T. This improvement result on the increasing surplus for the travellers that previously already making a travel is T 0 (P 0 P ). Then the consumer surplus for the additional trips is 0. (T T 0 ) (P 0 P ). This two consumer surplus can be combined to produce formula called rule of a half and result in a graph in Figure. Consumer surplus = 0. (T 0 + T ) (P 0 P ).. Saturn Modelling Overview The road network assignment involves the demand and supply as the input. The road demand represented by the trip matrix where the certain of zone O-D pairs with its number of trips are stored. Zone O-D pairs can be seen in Table. On the other hand the supply of the demand is the road network as the paths where the traffic will flow from origin zones to destination zones. The output of the assignments is the route chosen by each road user. From the output it can also be observed how many users choosing

8 Songklanakarin Journal of Science and Technology SJST R Priyanto Page of 0 0 specific routes hence the flow of each link in the network can be identified to observe which routes are in the good performances and routes with the poor performances (for example; over capacity). Furthermore, by assigning the road network it can be predicted the journey time and travel cost from each of zone O-D pair. This assignment outputs will be an important tool to evaluate the performance of the road network. The structure of an assignment model can be seen in Figure. The road assignment in SATURN carried out following the general model of road assignment as it was discussed in the prior section. The assignment process involves two input files, network and trips matrix. The ascii network file is built and stored in.dat. Similarly the matrix file might also be developed from the ascii file and saved as.dat. To run the simulation these ascii files, both network and matrix, should be converted to binary files. To convert network.dat the feature SATNET is used to produce binary file.ufn. While the matrix ascii file to be converted using the feature MX to produce.ufm. These two binary files then are ready to be used as the input of the assignment process. The road assignment and simulation in SATURN can be conducted under the module SATALL. The output of the assignment and simulation is the binary file so called.ufs. This file is containing the information of the assignment and simulation such as the amount of flow in each link, number of trip for each zone O- D pair, the simulated traffic in junction, as well as traffic delay and queue. All the information and result in.ufs can be analysed further in PX in which the researcher will be able to measure the V-C ratio in links and junctions, average delay and queue, and also the average speed. The structure to run the Basic SATURN Model can be seen in Figure... Trip Matrix Factoring

9 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0 In SATURN the module factoring a matrix is used to adjust the trip demand whether increasing or decreasing its cell values by setting a growth factor (weight) to the observed matrix. T ij = f. T ij Where f is weighting factor defined by the researcher and Tij are the cells factored that could be the whole cells of a matrix or selected cells within a matrix. The weighting factor (f) is defined by. as it is assumed that the traffic growth in Leeds and its surrounding regions will be around.% to.% per year (Mitchell, 00; DfT, 0). The trip data used in this research collected in 00, therefore the traffic growth in six-year period (from 00 to 0) is assumed by 0%... Improving the Road Network Using P-MAKE Network Editor The network editing in SATURN basically divided into two ways: Editing the existing network s properties such as link capacities, and; Editing the network s topology, for example creating or eliminating of nodes, links or turns. The road network might be improved using several features available such as edit simulation nodes, add links and change the link properties... SATURN Elastic Demand Assignment It is widely believed that the reducing in travel time and cost will induce more trips in the network. These additional trips defined in SATURN as an excess trip. In the elastic demand assignment, SATURN creates for each ij pair an imaginary link known as pseudo link to accommodate this excess demand. The new total trips because of the

10 Songklanakarin Journal of Science and Technology SJST R Priyanto Page 0 of 0 0 decrease in cost then distributed through the real network or pseudo link. The trip choosing the real route then represented as T ij, whereas the trip choosing pseudo link represented as E ij. In this study the excess trips potentially generated due to decreasing travel time and cost as the road network being improved (Vliet, 0). The trips distribution in elastic assignment can be illustrated in Figure. The demand considered to be elastic if the number of trips from origin (i) to destinations (j) is representing the demand function of the cost. The cost variable itself can be represented by the travel time consumed between i and j. In other words the longer travel time will be considered as the higher cost. T ij = f (c ij ) Following the demand function rules, it is well known that the reduce in cost will affect to the increase in demand. In this assignment, the less travel time consumed between two O-D pair of zones i and j is assumed to generate more trips between those zones. There are several ways to estimate the number of induced trip (additional demand). One of the alternative methods that can be used is using power law relationship where the ratio of cost is altered by the power of an elasticity parameter p : = ( / ) Where: T ij T 0 ij c ij c 0 ij p : total trips by do-something scenario : total trips by do-nothing scenario : travel cost from zone i to j by do-something scenario : travel cost from zone i to j by do-nothing scenario : elasticity parameter

11 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0 The value of elasticity parameter is assumed. According to The Standing Advisory Committee on Trunk Road Assessment (SACTRA) (), the elasticity parameter because of the road network improvement estimated as -0. for short term and -.0 for long term... Users Benefits The principle rule of a half used to estimate user benefits in this case generally all the road users and specifically is the air travellers. Rule of a half calculation will involve two variables demand and cost. As this method is elastic demand estimation, the total demand and cost before and after road improvement are estimated. The rule of a half then formulated as the following equation: = ( + )( ) Where: T ij T ij C ij C ij : total trips i to j by do-nothing scenario : total trips i to j by do-something scenario : travel cost from zone i to j by do-nothing scenario : travel cost from zone i to j by do-something scenario In SATURN these variables of demand and cost for each zone O-D pairs then created into matrix (X) as the input of user benefits calculation. After the matrices created the formulation of rule of a half then codified as the following equation: 0.(X + X ) (X X ). Results and Discussion.. Network Benchmarking and Proposed Measures

12 Songklanakarin Journal of Science and Technology SJST R Priyanto Page of 0 0 To observe the accessibility to the airport from all the origin zones in the network, certain zones need to be set as benchmarks representing the trips to airport from various directions. This is aimed to identify the common route chosen as well as the access entry junctions used by air travellers to reach the airport, with the assumption that the air travellers originated from the zones which are located in the same region will choose the similar route. In this analysis there are zones to be set as benchmarks. These zones are representing the trip generations from western, southern, eastern, and northern region of the airport, as can be seen in Table. The route choices to LBIA can be seen in Figure... Network Improvements... Access from the North To improve the accessibility from the zones in the northern part of the airport several junctions along the route from Otley and Ilkley to airport are observed. From the current network situation it can be observed that there is no serious delay in the road access from Ilkley. However a significant delay ( seconds) is occurred in the access from Otley on the junction B/A (near Beech Hill) that contribute to the additional travel time from seconds to seconds. This delay time causes the queue of vehicle in the north arm reaching to 0 passenger car units. In accessing the airport, the air travellers from Otley passing through this junction (node ) from the north arm to the south arm side. The north arm has two lanes, with one lane is used for accommodating the traffic to the southbound and another lane is prioritized for right turning only.

13 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0 To relieve the queue and delay the north arm junction capacity was increased by adding new lane that shared for southbound and right turning flows. After improvement the amount of delay and queue in this junction is managed to be reduced. In the north arm the average delay was decreased from 0. seconds to. seconds. The vehicle queue also managed to be removed as there is no longer queue in the north arm. This increasing capacity also managed to reduce the delay time in other arms of the junction.... Access from the West The trips from the western side of the airport commonly used two main access routes, through A and A0 Outer Ring Road. The A link is used by the air travellers from Bradford region while the A0 is used by the air travellers from Bramley and its surrounding region. In the road access of Bradford, it is observed that in A link there is a significant delay occurring in A/A Greengates junction. In this junction traffic from Bradford towards the airport is delayed by seconds. It is also indicated that the traffic from A turning to the right (to the airport) experienced delay by seconds. The V-C ratio on this junction most likely to be high as it is reaching to 0%. This will affect to the junction performance particularly the increasing in delay time, therefore to relieve the delay in this junction certain measures to improve the junction capacity was made. The junction capacity has been increased by adding new lanes. From Bradford side the new lane is introduced to separate the traffic to the airport and the traffic which are turning to the left. The adding new lane also implemented to two other arms to add more capacities. After improvement the delay time of the airport trips from the Bradford was reduced 0 seconds. The V-C ratio of the junction also can be decreased from 0% to 0%.

14 Songklanakarin Journal of Science and Technology SJST R Priyanto Page of 0 0 Further measure undertaken for this route is improving the performance of A/Bayton Ln junction (node ) by optimizing traffic signal stage times. This measure is made by adding the green times in the first stage from seconds to seconds, in the other hand the green times in the second stage was reduced from seconds to seconds. This measure managed to shorten the delay time in this junction particularly from west arm (from node ) from seconds to seconds. This signal stage optimization shows positive impact to the traffic in A, however for the traffic in Bayton Ln (coming from node and ) there is a slight increase in junction delay. Another western zone is Bramley. The main access to the airport from Bramley is A0 Outer Ring Road and A. Along this route there is A0/A Rodley Roundabout need to be improved because of higher degree of delay. This delay contributes to the longer travel time during the peak period. In the morning peak period the air travellers consume seconds travel time to reach the airport, to compare in the inter peak the air travellers only spend seconds. The A0/A in SATURN simulated into several nodes. The most problematic nodes in the roundabout are node and. The node is direct access point from Bramley to airport, while node give an access to other zones coming from another western zones such as Farsley. In this node, the delay junction reaches and seconds respectively. This delay in node caused queue vehicles around passenger car units (pcu) and in node it is reaching pcu. To relieve the delay time two measurement are implemented. In node additional lane towards node was introduced since the delay time to that direction is very high. While in the node the traffic signal was applied considering the high

15 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0 traffic delay in A0, in the other hand the delay from A is very low. The implementation of traffic signal is aimed to make the traffic flows stay in balance by giving more green times for the flow in link A0. The improvement of those two measures has a significant impact to the junction delay reduction.... Access from the South From the south side of the airport, the traffic coming from Leeds city centre and Kirkstall tend to use two most common routes through A and A. The traffic from Kirkstall are split into two routes, % of the traffic drive through Spen Ln then entering Otley Old Rd, while the rest % of the traffic choose Low Ln and Scotland Ln route. The traffic from Leeds city centre on the other hand the air travellers drive through the A Headingley then entering Otley Old Rd. These two alternative routes have junction delays in Low Ln/A0 Outer Ring Road roundabout (node ) and in A/B Wood Ln junction (node ). The delays occurred in these junctions are seconds and seconds respectively.... Access from the East The air travellers from the east side of the airport such as Harrogate and York choose the A link to access the airport. In this route there are significant delay experienced by air travellers particularly in A/Pool Rd (node ) and A/A Pool Bank New Rd (node ) junction. The simulated average delay time in these junctions are and seconds. The introducing of new lane in the junction A/A Pool Bank New Rd splitting westbound and left turning traffic managed to make significant delay reduction from to seconds. By the same measure the delay time in junction A/Pool Rd also decreased from to. seconds.

16 Songklanakarin Journal of Science and Technology SJST R Priyanto Page of Performance of the Measures... Impact on Travel Time The performance of the measures to the travel time can be estimated by comparing the amount of reduction in the travel time in the peak period and the travel time gap between AM peak period (before improvement) and the travel time during inter peak period. This can be expressed through the equation below: Where, 0 T p T p T ip = 00% : Travel time at AM peak period before improvement : Travel time at AM peak period after improvement : Travel time at inter peak period From the Table it can be observed that almost all the zones experienced reduction in travel time to airport. The range of reduction varies from % to %. However there are zones which are slightly increasing in travel time such as Bradford, Shipley and Ilkley.... Impact on Travel Cost The reduction on travel time from certain zones to the airport has an impact to the average generalised cost of travel as there is some value of time that can be saved. The impact of the scheme on travel cost are varies from. pence to pence. The reduction in travel cost presented in Table... Users Benefits Appraisal... Degree of Equilibrium

17 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0 Delta Function (%) variable shows closeness of the created model to Wardrop User Equilibrium. Value of 0 (zero) shows that model has reach the equilibrium state, and values below % are considered to be close to equilibrium state. In this modelling, Delta Function is 0.00 (below %), which means that this modelling can be considered as qualified to equilibrium state requirement and can be seen in Figure.... Estimated with Fixed Demand Following the economic consumer surplus theory, if the price is fall, there will be some amount of monetary benefits gained by the consumers. This principle also applied in transportation modelling as the generalised cost of travel decreased there will be monetary benefits obtained by road users. The user benefits in transport can be estimated with the fixed demand by multiplying the generalised cost gap reduction to the total trips made by the road users. By this approach it is assumed that the decrease in cost will not affect to the travel demand. This assumption based on the original trip matrix inputted in SATURN assignment. The total monetary benefits gained from the scheme estimated with the fixed demand equal to. pounds or 0. pound per trip.... Estimated with Elastic Demand The elastic demand estimated by including elasticity parameter (p). In this study the value of p following SACTRA set for short term impact is assumed by -0.. The total user benefits gained by elastic demand estimated. pounds which is slightly higher than as it is estimated using fixed demand. This slight difference might be caused that there is no significant decrease in the generalised cost from all the zones generating trip to the airport.

18 Songklanakarin Journal of Science and Technology SJST R Priyanto Page of 0 0. Conclusions The level of accessibility to the airport can be improved by road junction improvements. Certain measures such as adding new lanes signalized the junctions, signal stage optimization, and providing priority left and right turning have been implemented to improve the accessibility to Leeds Bradford International Airport. The implementation of these several measures managed to increase the junction capacity as well as reducing the delay and queue in the junctions. In this research, the junction delay removal has a positive impact to the level of accessibility in the term of shorter travel time and cheaper generalised cost of travel. From the observation it is found that the junction improvement in A/A Pool Bank New Rd and A/Pool Rd managed to decrease the travel time from York and Harrogate around seconds and reduced travel cost up to pence. However a minor negative result also obtained for the access from Bradford of which the travel time and cost slightly increased after improvement ( seconds and pence respectively). This might be caused by the excess of particular junction capacity improvement that makes the higher flow in particular links in this route in which the average speed of traffic flow is slightly decreased. It is also found that the improved network and the better accessibility to the airport have given benefits for the air travellers. This is because there is monetary value that can be saved due to the lower generalised cost of travel. Through this research it is identified that the total number of trips to the airport during morning peak period ( AM) accounted. trips. Thus, the total user benefits gained from the junction improvement scheme then estimated as. pounds (using elastic demand estimation) or it is equal to 0. pounds benefit per trip.

19 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0 Acknowledgments The authors would like to express their gratitude thanks to Gadjah Mada University, Indonesia, and Leeds University, United Kingdom, for their support to this research. References Department for Transport. (0). User and Provider Impacts. Retrieved from TAG_Unit_A._-_User_and_provider_impacts_November0.pdf. Institute of Transportation Engineers. (). A Toolbox for Alleviating Traffic Congestion. Retrieved from Koster, P. R., Kroes, E. P., & Verhoef, E. T. (0). Travel Time Variability and Airport Accessibility. Transportation Research Part B,, -. Kouwenhoven, M. (00). The Role of Accessibility on Passengers Choice of Airports. International Transport Forum. Retrieved from Airports.pdf Litman, T. (0). Evaluating Accessibility for Transport Planning. Victoria Transport Policy Institute Mitchell, G. (00). Strategic Urban Transport Initiatives: Modeling the Spatial Impact on Air Quality and Health. Retrieved from:

20 Songklanakarin Journal of Science and Technology SJST R Priyanto Page 0 of 0 0 Oxford Dictionaries. (0). The Standing Advisory Committee on Trunk Road Assessment (). Trunk Road and the Generation of Traffic. London: HMSO. Victoria Transport Policy Institute. (0). Accessibility. TDM Encyclopedia. Vliet, V. D. (0). SATURN Manual (Version..0) [Computer Software]. Wharfedale and Airedale Review Development Group. (0). A/A (Leeds to Burley-in-Wharfedale). Retrieved from

21 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0 Unit cost per trip Figure The LBIA location Volume of trips Figure The relationship between travel cost and transport demand

22 Songklanakarin Journal of Science and Technology SJST R Priyanto Page of 0 0 Demand Trip Matrix Figure General structure of an Assignment Model Network.DAT Route Choice Flow, cost, etc. Analysis (ASCII Network File) Network Building SATNET Network.UFN SATALL Assignment and Simulation Network.UFS Supply Road Network SATURN Analysis: Inputs Outputs Trips.UFM (unformatted matrix file) Figure Running the Basic SATURN Model Using SATALL

23 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0 Source: Vliet, 0 Figure The Pseudo Link Illustration in Elastic Assignment Figure The route choices to LBIA

24 Songklanakarin Journal of Science and Technology SJST R Priyanto Page of 0 0 Figure Degree of Equilibrium

25 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0 No O D Trips Zone. Baildon.0 Otley 0. Manchester. Harrogate. Otley. Yeadon.0 Farsley 0. York. Horsforth 0. Otley. Yeadon. Farnley. Greenhill Rd. Bayton Ln. Bramley. Ravenscliffe. Greenside. Greenside. Idle 0. Ilkley. Shipley. Kirkstall. Bradford. Bradford. Burley in Wharfedale. Bradford. Roundhay. Rawdon. Tinshill. Horsforth Woodside Total 0. Table Zone O-D Pairs

26 Songklanakarin Journal of Science and Technology SJST R Priyanto Page of 0 0 No O D Origin Zone Access Point Junction Bradford Bramley A/A (Greengates) A/Bayton Lane Junction Delay (sec) A/A0 Proposed Measures Adding new lane Priority lane for left turning Signal stage optimization Adding new lanes Changing to signalized junction Signal stage optimization 0 Leeds City Centre A/B (Wood Ln) Adding new lane A/A (Pool Bank Adding new lane Harrogate New Rd) Left turning priority lane A/Pool Rd Ilkley A/Warrenhouse Ln 0 No significant delay Kirkstall A0/Low Ln Adding new lane Otley B/A (Beech Hill) Adding new lane Shipley Adding new lane Signal stage optimization A/A (Greengates) Priority lane for left A/Bayton Lane turning 0 York A/A (Pool Bank Adding new lane New Rd) Left turning priority lane A/Pool Rd Table Network benchmarking and proposed measures

27 Page of Songklanakarin Journal of Science and Technology SJST R Priyanto 0 0 O D Origin Zone Travel Time (sec) Travel Time After Improvement Impact (-)/(-) x 00% AM Peak IP ( ) Bramley 0 -, % 0 Leeds City Centre -, % Harrogate 0 -, % Ilkley +, % Kirkstall 0 0 -, % Otley -, % Shipley 0 +0, % 0 York -, % Bradford 0 +. % Table The impact of the improvements to the travel time O D Zone Travel Cost (pence) IP AM Peak ( ) Travel Cost After Improvement Gap (pence) Bramley,,,0 -, 0 Leeds City Centre, 0,, -, Harrogate,, 0, -, Ilkley, 0, 0, +, Kirkstall,,, -, Otley,,, -0, Shipley 0,, +, 0 York,0,, -, Bradford,,,0 +, Table The impact of the improvements to the travel cost