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CONTENTS
Motivation of this work. Bus Bridging problem Statement of the problem Operational times review and modelization - Queues of buses at stations - Passenger queues
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Kepaptsoglou, K., Karlaftis, M.G. (2008) Bus Bridging Problem in Metro Operations: Mathematical Framework and Decision Support System. Transportation Research Board 87th Meeting, Washington USA.
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All lines are circular stopping twice at each intermediate stop. i.e.: L9:
At NM Ch NM At (although many other possibilities exist, i.e. asymmetric lines for asymmetric demand)
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CONTENTS
Motivation of this work. Bus Bridging problem Statement of the problem Operational times review and modelization - Queues of buses at stations - Passenger queues
19/07/2010
Problem statement
For a previously specified set of bus lines ( some of the bus lines to be discarded after the models run ) a) If no limitation on the fleets size available, which is number of units for each of the lines, taking into account o-d demand pattern, and the number of services? b) Where bottlenecks may occur? c) Take into account operational and service setting costs d) What is maximum capacity of the system?
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CONTENTS
Motivation of this work. Bus Bridging problem Statement of the problem Operational times review and modelization - Queues of buses at stations - Passenger queues
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Many of these times depend strongly on the physical configuration of the station
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pax
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L1 Waiting queue
L1 Waiting System
L0 and L1 are tandem queues with blocking of L1 on L0. L0 modelled as a GI/G/s queue. Approximate modelling of blocking
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- Operational service times of passengers (boarding, alighting) - Spillback of L1 waiting system on L0 waiting system. A bus cannot leave its berth after servicing passengers because there is another blocking bus ahead
Waiting times of buses increases cycle times - So, indirectly, the maximum number of services is reduced
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Piecewise linear approximation to Allen Cuneens formula for different number s of servers (berths)
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Piecewise linear approximation to Allen Cuneens formula for different number s of servers (berths)
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M/GX/s
(bulk service) The number of passengers that cannot board the first bus increases as passenger input flow increases at the station. Congestion is due to limited capacity of buses and probably busbunching.
Uncongested interval
Congested interval
(a)
(b)
O. Debesi. (1986) A mathematical model for headway variance of fixed route buses. Trans. Res.B N1
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Delays of passengers at stations effects on passengers travel times (A) Regularity of services may be affected by external factors (i.e. street traffic) dispersion of the bus headway distribution
Mean waiting times (minutes) at stations for passengers under ctant. bus headway (simulation for a 3 hours period)
Mean waiting times (minutes) for passengers at stations under exp. distributed bus headway (simulation for a 3 hours period)
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Effect of random servers capacity on passengers delay at stations For the M/G[X]/1 queue simulations confirm that the effect of random capacity of servers is moderate.
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Different queues interacting each other, one for each strategy, need to be considered.
(Cominetti, R., Correa, J., 2001. Common-lines and passenger assignment in congested transit networks. Transportation Science 35 (3), pp 250-267.)
CONTENTS
Motivation of this work. Bus Bridging problem Statement of the problem Operational times review and modelization - Queues of buses at stations - Passenger queues
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Network Model
Multidestination network flow problem
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( )
If is convex and increasing then is convex as well and can be approximated by a piecewise linear convex function
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F.Obj vs It
60000
55000
50000
45000
40000
35000 0 10 20 It 30 40
Time O-D (min) At Re 18.7 At NM 28.2 At Ch 38.3 Re At 12.3 Re NM 16.2 Re Ch 26.3 NM At 21.0 NM Re 10.7 NM Ch 11.8 Ch At 31.5 Ch Re 21.2 Ch NM 12.4
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110000
Sigma=0.0 eta=1.0 : z n C1 HH0 CCl L-L11 22 7 49.4 8.1 2200 L-L7 62 14 38.9 2.9 6200 L-L8 180 59 58.2 1.0 18000 Pcklen Cappck Pcksize T a Peu Tppax 12.0 100.0 1.0 0.116 27.5 : prklots prklength L0Q(m) L1spai L0SE L0SEoc At 5 64 180 24 20 20.26 Re 5 64 64 24 10 9.37 NM 5 64 64 24 10 8.01 Ch 5 64 250 24 25 17.07 : L1SE L1SEoc MaxPax PaxOc At 2 0.84 2500 2500.0 Re 2 1.00 900 797.2 NM 2 0.75 1200 40.0 Ch 2 1.10 800 202.1 : Zmaxb wpck rhob kappa At 202.9 2.53 0.782 3.48 Re 242.9 0.58 0.467 1.73 NM 212.0 0.50 0.433 2.16 Ch 341.0 1.57 0.675 2.30
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100000
90000
80000 0 10 20 It 30 40
Time OD At Re 24.0 At NM 30.4 At Ch 51.1 Re At 8.6 Re NM 34.5 Re Ch 27.1 NM At 17.9 NM Re 9.5 NM Ch 11.3 Ch At 27.9 Ch Re 19.3 Ch NM 11.4
km/h 5.0 9.1 9.0 14.0 4.5 12.5 15.6 16.4 15.9 16.5 17.5 15.8
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Sigma=0.0 eta=1.0 z n C1 H CCl L-L4 149 57 68.4 1.20 14900 L-L8 55 36 115.5 3.27 5500 Pcklen Cappck Pcksize T a Peu Tppax 12.0 100.0 1.0 0.202 41.8 : prklots prklength L0spai L1spai L0SE L0SEoc Time OD km/h At 5 64 180 24 20 20.3 At Re 24.0 5.0 Re 5 64 64 24 10 3.5 At NM 43.3 6.4 NM 5 64 64 24 10 7.1 At Ch 79.8 5.7 Ch 5 64 250 24 25 3.0 Re At 15.1 8.0 : L1SE L1SEoc MaxPax PaxOc Re NM 35.9 4.4 At 2 0.85 2500 2500 Re Ch 71.6 4.7 Re 2 0.85 900 298.3 NM At 34.5 8.1 NM 2 0.85 1200 51.9 NM Re 19.9 7.9 Ch 2 0.22 800 728.1 NM Ch 23.6 7.7 : Zmaxb wpck rhob kappa Ch At 66.1 6.9 At 204.5 2.52 0.785 3.46 Ch Re 51.5 6.6 Re 398.7 0 0.238 1.05 Ch NM 32.4 5.6 NM 249.7 0.38 0.391 1.72 Ch 460.5 0 0.203 3.32
135000 130000 125000 120000 0 10 20 It 30
40
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CONTENTS
Motivation of this work. Bus Bridging problem Statement of the problem Operational times review and modelization - Queues of buses at stations - Passenger queues
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A Bus Bridging (link restoration) network design model has been presented for modeling high levels of disrupted demand. The model assumes a system optimum behaviour and takes into account the main factors of highly congested situations :
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Passenger queues and passenger waiting times at stations Bus queueing and effects on bus cycles.
The model is computationally feasible and it is to be expected to solve much larger networks rather efficiently. It is solved heuristically and a consistent approximation by integer linear programming is being developed
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