Abstract
Modern day communications mean travellers can request transport options, such as taxis and seats on demand-responsive vehicles, on the fly without having to plan ahead. However, last minute requests for transport could be inefficient for the operator. This paper explores the effects of mixed book-ahead/immediate request schemes in the context of a feeder service. Demand responsive transportation (DRT) combines aspects of both buses and taxis: passengers travel together, but not necessarily to or from the same locations. A simple form of demand-responsive service is that of a feeder bus, permitting passengers to connect to a mass transit service such as a train. A DRT service can run by getting passengers to book ahead or by allowing requests to arrive at the last minute, however the performance of the system may differ under different mixes of these requests. The ratio of the immediate (last minute) requests to total requests is known as the degree of dynamism. The impact of the degree of dynamism is measured by the total vehicle kilometres travelled (VKTs), the success rate (the ratio of requests that actually got served) and the waiting time for customers. This paper simulates a DRT service using an event-based model where requests arrive during a simulated day for booking of both book-ahead and immediate requests. A booking system assigns the request to an appropriate time slot if possible and then an optimiser finds efficient routes to pickup and drop-off the customers at the required locations. Finally a dispatching system notifies and updates the driver of the vehicle with the current route. To optimise the route, the customer demands are modelled as a series of vehicle routing problems that optimise the total distance travelled, with the current solution used as the starting point for the next iteration. A solution method using adaptive large neighbourhood search attempts to fit the new customer request into the existing routes while still allowing the feeder service to meet the scheduled train. Three scenarios are tested using multiple vehicles. Instances with realistic demand and 250 customers are generated using realistic distributions derived from the Victorian Integrated Survey of Activities and Travel. The first scenario varies the degree of dynamism across different instances. A second scenario varies the degree of dynamism with a spatial distribution of immediate requests reflecting distance to the train station. We also investigate the impact of train frequencies on the feeder service by altering the headway between trains. More frequent trains leaves less scope for optimisation and the longer headway has a higher success rate as the vehicle has time to pick everyone up. Overall we find that the most inefficient service occurs around 80% degree of dynamism.
Highlights
Traditional public transportation services generally run to fixed timetables and routes, only being reviewed occasionally
The experiments consist of three scenarios which test the degree of dynamism under a range of conditions
For each degree of dynamism between 0% and 100% with 10% steps, immediate requests are selected from customers closest to the station
Summary
Traditional public transportation services generally run to fixed timetables and routes, only being reviewed occasionally. This is efficient for moving large numbers of passengers around, for example, to the city centre in the morning peak for work-related activities. Some public transport services, such as those laid on for travellers with restricted mobility, are offered for individuals rather than crowds, and at much shorter timescales of days or hours. Not knowing demand in advance could lead to inefficiencies for operators, such as increased vehicle-kilometres and excessive detouring to collect last-minute passengers. Unknowns like these are a serious implementation impediment for largescale (crowd-serving) demand-responsive public transport systems
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