Abstract
In this work we model and discuss how we can achieve coordination between different bus service lines. Key problem challenges are (a) the multiple conflicting priorities (on one hand the improvement of bus service regularity and on the other hand the reduction of passenger transfer waiting times) and (b) the computational complexity for re-scheduling the dispatching times of bus trips for meeting the conflicting priorities. Initially, a model for reducing the waiting times at bus transfer stations while also improving the operations of regularity-based bus services subject to operational constraints is introduced. Conflicting priorities are handled with the introduction of weight factors that allow bus operators to decide the trade-off between improvement of regularity-based operations and reduction of passenger waiting times at transfer stations. After that, an exterior point penalty function is introduced for handling operational constraints and a sequential hill-climbing search strategy is applied for converging to an approximate optimal solution. For our case study, we utilize general transit feed specification data from two regularity-based bus services in central Stockholm that intersect in five transfer stations. Experimental tests showcase a 13% potential waiting time improvement at transfer stations while sacrificing only 2.8% of service regularity and satisfying all operational constraints.
Highlights
An exterior point penalty function is introduced for handling operational constraints and a sequential hillclimbing search strategy is applied for converging to an approximate optimal solution
Attempts to improve the service quality of high and low frequency bus services have led to the introduction of several key performance indicators (KPIs) for bus operations such as the On Time Adherence (OTA) to the planned schedule or the excess waiting time (EWT) of passengers at bus stations
OTA is a widely used KPI for punctuality-based bus services where the performance of the bus operations is measured by comparing the real arrival times of buses at bus stops against the planned ones
Summary
Attempts to improve the service quality of high and low frequency bus services have led to the introduction of several key performance indicators (KPIs) for bus operations such as the On Time Adherence (OTA) to the planned schedule or the excess waiting time (EWT) of passengers at bus stations. Offline and real-time control measures such as departure time changes, speed control and bus holding have been proposed from several studies that try to meet the Public Transport Authorities (PTA) KPIs related to passenger waiting times at stops and in-vehicle travel times (Dessouky et al 2003; Cats et al 2012; Gkiotsalitis and Maslekar 2015; Fu and Yang 2002; Xuan et al 2011) Other works, such as Yu et al (2011), Chowdhury and Chien (2011), were more general by not focusing on PTA KPIs but trying to find an acceptable balance between passenger and operational costs to maximize service quality while reducing operational costs. It is evident that the coordination of various bus services is a trade-off between the reduction of waiting times at the transfer stops and the minimization of the passengers’ EWT of each specific service
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