Write a report which critically analyses the Conceptual Design phase of a Systems Engineering Project.
The main aim of the report is the study of the Downtown LRT concept design which will include the development as well as testing the LRT related alignment which is also integrated with the present street design alternatives along with the approved corridor to recognize and also agree to concept design. It is also important to understand here that the approved corridor uses 107 street, 102 avenues and 104 avenues for the research and the overall stretch is 2 km approximately with low level of floor based on LRT connection via the downtown for the discussed Southwest towards West LRT. It also consists of a surface along with urban style of LRT based alignment which is primarily proposed as a solution from downtown Edmonton (SHARP, 2012). The concept plan for the same is based on the companion design along with documents in the report. The discussion will be based on detailed study of the engineering design for the same which is important for the project. In addition, a simple drawing of the design of Downtown LRT concepts design will also be included in the report.
It is important to understand in this discussion that the development as well as assessment of the present concept based design with the help of the downtown is actually impacted by The city of Edmonton’s vision in strategy and it main aims is have a compact, livable as well as a more sustainable town. The aim is to have a city where people can have the option to select and utilize different other options and associated transportation modes for the same (PLAN, A).
The strategic plan of the City of Edmonton is based on a framework is to set the priorities straight and further make more informed decision in the future. The plan also based on a vision of Edmonton for coming thirty years. It is developed with different feedback from the citizens and the main vision for the same is sets in the direction for the city by setting a more descriptive kind of targets for the vibrant as well as more sustainable city that helps in building some memorable and cherished assets for the place. It is very important to identify some critical role that current public transportation plays in gaining the viability along with the success of Edmonton and the plan further works as a guide for taking effective decisions with many strategic kinds of goals as well as checkpoint of progress (Parrington and Sorrell).
The concept of MDP here shows the overall strategic growth as well as the development plan of the city. It is important to have clear directions on municipal as well as regional based planning which is critical to understand since the predicted growth of population is over one million by the year 2040. The overall realization of many objectives of the MDP helps in shaping the urban form of the city and also directs the development with many key transit nodes along with corridor locations which also include LRT (Parrington and Sorrell).
The concept of TMP is based on prioritizing the current transportation network towards transit and good movement along with private automobile trip with low level priority. The new setup for TMP promotes a compact form of urban design with the creation of many transit based development and an important investment in transportation (Schmidt, 2012). The TMP also set some important strategic goals discussed below: –
Expanding the LRT network has an important role to play in assisting the overall shape for the future city development and providing a support for the strategic goals of the city. There are number of new LRT stops as well which are primarily developed in connection with all the surroundings and use of land and plan to motivate right kind of density, give the catalysts for the growth of more compact communities in urban area (Schmidt, 2012. In addition, the new and improved LRT lines also provide an option to include the urban realm kind of improvement with integration of the present route and stops with the communities that are served for the same. The usage of the surface routes and stops also provides an improved level of access and help in promoting the good use of transit and rise of mode share.
The departments of city transportation and the present project tram are based on conjunction with the stakeholder and have also utilized a process spread in multi-stage to assess, test, develop and recognize the concept design. The approved corridor of the area forms the initial point for the team and the growth of preferred alignment of the present concept design wan then dealt in two phases. The first phase is based on the growth of initial stage options which goes from varied design features like stop location alternatives to the location of track which lies within the current alignment (Krueger and Buckingham, 2012). The second phase is recognized as the most popular elements for every option to form the final level concept. A detailed level of concept was developed in addition to recognizing the influence, advantages and different methods to mitigate. With the help of approved corridor of LRT design, the related LRT stop location were evaluated to make sure that they are best serve the city and also fit with the goal which set out the project level of context. At every level of stop location there are a number of goals that were recognized to support the growth of alternatives that will meet the objective of every location (Sproule and Leder, 2011).
The stakeholder’s feedback was used in combination with the goal which is set out in the present “project context” to test the alternatives that are against the City’s LRT assessment options. The top level criteria are mentioned below: –
Constructability with feasibility
Use of land and promotion of compact form of urban area (Flannery et al., 2015)
People’s movement with goods
Natural kind of environment
Social culture
Following is the future network proposed by Edmonton:
The most preferred alternative was refined further. Additional public consultation was developed to aim on the single concept. The documents further were also utilized for the public or many open house discussion sessions performed to assist as well as facilitate the public level involvement (Luckey and Marshall, 2012).
After receiving the feedback in the stakeholder session, addition adjustment was made to develop which also reflects in the feedback. After the evaluation and review of the design of concept, many issues and queries were mentioned that was associated to the street stop diagonal 107 situated on the western edge of downtown along with project alignment as well as proposed portal with the help of the east segment of the complete project.
The team working on the project was engaged with NorQuest College and MacEwan University in order to achieve a point of resolution which is also diagonal 107 street stop and it is related to joint development along with its current potential (Freeman et al., 2012). In addition, city council was further directed to the team in order to engage with the community in the areas like Boyle Street or China Town which is also an attempt to solve the problems around the location of alignment and areas like China Town gate focus on safety and the location of portal. The team in addition to it also developed and executed a line of workshops and training program to engage with local society and also draw out different set of concepts on problems and options to get help with right tools and designs to deal with the concerns of stakeholders. There are many other alternatives as well along with design which is evaluated with multiple kinds of alignments, below ground as well as surface. The changed designs were further taken to the public for multiple open house sessions (Dwarka et al., 2012).
Following is the Approved Downtown LRT Connector Corridor: –
The phases in the light rail lines are to check for the incurring cost with the easy maintenance and development. The phase is to check on the parallel processing with the system focusing on handling the lifecycle with system concurrency for the construction design.
Conclusion
It is to focus on the process of orientation where there is a need to properly maintain the technology and support the different activities taking place on the light rail network. With this, there is a proper assurance of the orientation and the deployment that would require managing with the configuration process as per the requirement and the development programs. The standards of the decision system inhibit the approach of the effects to focus on the safe area with the system designing. Here, the customers require to ensure the quality with the focus on the deployment functionality to properly construct and then work on the different forms of the analysis. Through this, there is a possibility to check on how the requirements of the system are met and how it is possible to handle the allocation as well.
With the development, the check is on how to work over the system testing where the light rail network need to focus on the associated technicalities with the operations that have been designed. The performance is measured according to the work with the check on meeting the dynamic and the static set of the system flow. Here, the environment should also include the proper association with the management to measure the team and their requirements.
References
Line, V., 2013. PRELIMINARY DESIGN PROCESS. Policy, 506, p.1.
SHARP, A., 2012. Light Rail to Airports. Sustaining the Metropolis, p.203.
PLAN, A., THE ROLE OF THE PLANNER: MAKING A DIFFERENCE JGI 454 H1F JPG 1514 H1F. JGI, 454, p.H1F.
Parrington, A. and Sorrell, C., PROPOSED METROPOLITAN HYDROGEN NETWORK FOR SYDNEY.
Schmidt, L.K., 2012. Returning the near south to downtown Indianapolis: daylighting Pogue’s Run: a plan for urban renewal.
Krueger, R. and Buckingham, S., 2012. Towards a ‘consensual’urban politics? Creative planning, urban sustainability and regional development. International Journal of Urban and Regional Research, 36(3), pp.486-503.
Sproule, W.J. and Leder, W.H., 2011. Downtown People Movers-History and Future in US Cities. In Automated People Movers and Transit Systems 2011: From People Movers to Fully Automated Urban Mass Transit (pp. 197-207).
Flannery, D., Duarte, R., Norman, B., O’Donnell, T., Sinclair, H. and Steffen, W.L., 2015. Light rail transit and residential density in mid-size cities (No. 5). Canberra Urban and Regional Futures.
Luckey, K.S. and Marshall, W., 2012. Understanding the Level of Integration of Light Rail Transit into Communities in the Denver Region. Sustaining the Metropolis, p.296.
Freeman, D., Wei, W. and Gosling, G.D., 2012. Case Study Report: San Francisco International Airport BART Extension. Working Paper, Mineta Transportation Institute, San José State University, San José, California.
Dwarka, K., Twining, A. and Robins, M.E., 2012. TOD Line: Mobilizing a Regional Network to Promote Transit-Oriented Development.
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