Abstract
Special event traffic planning and management needs to accommodate high traffic demand volume and special distribution patterns with dramatic structural deviations from the normal conditions. To provide sufficient transportation service supply that matches non-typical demand needs, this paper explains how to systematically optimize the locations of park-and-ride stations, the number of additional parking lots, and the bus rapid transit schedules. The goal is to maximize the number of travelers who can complete their activity tours within a reasonable travel time budget. Based on a space–time network construct, this paper formulates a network design problem to maximize the system-wide transportation accessibility from different origins to activity locations at special event sites. A linear integer programing model is proposed to formulate the joint optimization of the location and capacity of parking lots associated with mega-event sites. Illustrative and real-world examples are used to examine the effectiveness and practical usefulness of the proposed modeling framework.
Highlights
1.1 Motivation and Problem IllustrationFor regular days, transportation demand can be represented as a repeated stochastic process with similar within-day dynamic patterns
Many regional planning organizations are actively involved in the medium-term transportation planning of mega events, for example, major trade shows such as World Expo, large sport events such as Olympics Games, to boost the regional economic attractiveness and competitiveness
We extend a recent network design model by Tong et al [48] that maximizes space–time accessibility, based on a space– time prism analysis framework established by Miller [42]
Summary
Transportation demand can be represented as a repeated stochastic process with similar within-day dynamic patterns. To improve the accessibility to the mega-event site, we will determine the locations and capability of park-and-ride (P&R) stations, which is critically important because they can facilitate the interchange between the private/lower occupancy mode to the public/higher occupancy mode This will further help to complete trip chains through a sustainable multi-modal service network provision [2]. From a transportation system management perspective, when the detailed transit fare has not been finalized yet, it is better to consider system-wide objectives such as minimizing the total travel time or maximizing the space–time accessibility to the event site, that is, the number of travelers who can complete their tours within a reasonable travel time budget In this case, there are still a wide range of traveling options available and many of them are dependent on the locations and capacity of parking lots, traffic condition on the (driving) road network, as well as the capacity and schedule of transit services. We consider more realistic but potentially complicated dynamic route/mode choice behaviors
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