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Motivated by the lack of microeconomic models that optimize time-dependent transit fares based on realistic demand formulations, this paper presents a microeconomic model for the design of a time-dependent transit pricing scheme considering elastic and spatiotemporally distributed demand. To model the spatial distribution of demand, a transit line with multiple origin–destination pairs is considered. To model the cyclical demand fluctuations, transit operations in one day are divided into multiple time periods. In the proposed model we optimize fares, headway, vehicle capacity, and maximum fleet size, with the objective of maximizing social welfare, subject to fleet size and vehicle capacity constraints. We find time-dependent pricing could avoid cross-subsidization among travelers in different time periods. Under both pricing schemes, the time-dependent headways satisfy the same optimality condition: the total rider waiting cost equals the total fixed cost on the supplier side. We also demonstrate that both resource constraints (vehicle capacity and fleet size) can be binding in multiple time periods, unlike the usual assumption in the literature that resource constraints are binding only in the period with the highest demand. Two extensions (considering a financial constraint and a variable roundtrip time) are also investigated. The developed models can be used to facilitate the design of time-dependent pricing schemes for practical applications.

Layouts of bus networks in cities are always irrational currently, transport service frequencies also need to be optimized according to the real network layouts, operation conditions and travel experience of passengers, so it is essential to optimize bus transit network layouts and transport service frequencies systematically. Different stakeholders are involved in the optimization of urban bus transit network layouts like the government, operators and passengers, whose interests are always contradictory. In order to optimize transit network layout and service frequencies from the view point of operators and utilizers, this research constructs a multi-objective model and proposes a solution algorithm. The proposed multi-objective model is established from the perspective of operators with the goal of minimizing total operating costs for one day, and from the perspective of the utilizers to minimize the total travel time, respectively. Also with the application of electric bus in cities, buses in this research are electric buses all for green travel. Moreover, a solution algorithm is proposed in this research to solve the proposed multi-objective model with simulated annealing algorithm and genetic algorithm. Simulated annealing algorithm is used as the main framework of the solution algorithm from the perspective of operators to minimize operating costs, while genetic algorithm is used as the subroutine of simulated annealing algorithm to optimize total travel time. Verification of the proposed model and the solution algorithm is based on an intuitive network. The application results of a numerical experiment verified that the proposed optimization model and the solution algorithm are able to optimize the network layout and service frequencies at the same time.

Mass transit operators apply operating plans where less frequented stations are not served by all trains, with the aim to shorten the overall passenger travel time. In this paper, we develop two mathematical models in which we explore the possible benefits from two different skipping-stop strategies. In the first model, some stations are skipped by every second train, with the guarantee that every origin-destination pair is feasible without transfer. In the second model, some stations are also skipped by every second train, but without necessarily guaranteeing that every origin-destination pair is feasible without transfer. We adopt here an existing discrete event modeling approach. To have a better overview of the impact of such “skipping stop” policies, we simulate the train dynamics and analyze the skip-stop effects on the service offered to passengers, with our proposed models, and compare the results with those of the case where all trains stop at all stations. The comparison is done in terms of average train frequency and passenger travel time.

This study analyzes the risk involved in riding various transit modes during and after a global pandemic. The goal is to identify which factors are related to this risk, how such a relationship can be represented in a manner amenable to analysis, and what a transit operator can do to mitigate the risk while running its service as efficiently as possible. The resulted infection risk model is sensitive to such factors as prevalence of infection, baseline transmission probability, social distance, and expected number of human contacts. Built on this model, we formulate, analyze and test three versions of a transit operator’s design problem. In the first, the operator seeks to jointly optimize vehicle capacity and staff testing frequency while keeping the original service schedule and satisfying the infection risk requirement. The second model assumes the operator is obligated to meet the returning demand after the peak of the pandemic. The third allows the operator to run more than one transit line and to allocate limited resources between the lines, subject to the penalty of unserved passengers. We find: (i) The optimal profit, as well as the testing frequency and the vehicle capacity, decreases when passengers expect to come in close contact with more fellow riders in a trip; (ii) Using a larger bus and/or reducing the testing cost enables the operator to both test drivers more frequently and allow more passengers in each bus; (iii) If passengers weigh the risk of riding bus relative to taxi, a higher prevalence of infection has a negative effect on transit operation, whereas a higher basic transmission probability has a positive effect; (iv) The benefit of improving service capacity and/or testing more frequently is limited given the safety requirement imposed. When the demand rises beyond the range of the capacity needed to maintain sufficient social distancing, the operator has no choice but to increase the service frequency; and (v) In the multi-line case, the lines that have a larger pre-pandemic demand, a higher penalty for each unserved passenger, or a greater exposure risk should be prioritized.

Our research question is the usefulness of a high level of spatial granularity for the travel demand when planning a transit line. We formulate a new optimization model for the technology selection and design of a transit line where the spatial attributes of the travel demand can be finely set. The solution method relies on approximated formulae, and we establish relationships with a classic result for the optimal stop spacing. We also present a refinement of the in-vehicle passenger crowding for an existing transit design model where demand spatial attributes are set synthetically. We call ``spatially disaggregate'' and ``spatially aggregate'' the former and the latter model, respectively. These two models are compared by numerical experiments on a scenario for three semi-rapid transit technologies where two variants consider opposite demand profiles in terms of spatial distribution. We conclude that the spatially aggregated model is sufficient when the main goal is technology selection, whereas the spatially disaggregate model is best for design and benchmarking purposes.

Public transportation systems in metropolitan areas carry a high density of daily traffic, heterogeneously distributed, and exposed to the negative consequences derived from service disruptions. Breakdowns, accidents, strikes, etc., require on-line operation adjustments to address these incidents and thus reduce their side effects, such as passenger extra-waiting times, complaints, potential operational dangers, etc. The Vehicle Rescheduling Problem consists of defining a new schedule for a set of previously scheduled trips, given that one/several trips cannot be carried out. This paper addresses the rescheduling problem in a transit line that has suffered a fleet size reduction (also denoted as Reduced Fleet Rescheduling Problem). We present different modeling possibilities depending on the assumptions that must be included in the modelization and we show that the problem can be rapidly solved using a reformulation that will be proven to have the integrality property. We test our results in a testbed of random instances outperforming previous results in the literature. We also include a real-world case of the commuter trains of Madrid, Spain to illustrate our solutions.

The merits of selected heuristics to obtain transit line structures are analyzed, applying them on a synthetic parametric description of a symmetric city that allows representation of different city types (mostly monocentric, polycentric, or dispersed) and varying number of trips. Predetermined basic strategic designs are used as references for comparison considering operators and users costs. We show that (a) line structures that emerge from heuristics dominate the comparison for most types of cities; (b) these line structures are of the direct type; (c) the virtues of a heuristic depend on the level and, most importantly, the spatial structure of transport demand; and (d) new types of heuristics should take into account the structural characteristics of cities, allowing for potential non-direct-type solutions. The online appendix is available at https://doi.org/10.1287/trsc.2018.0833 .

Efficient planning for demand responsive transit (DRT) can contribute to fulfilling the first/last mile transport needs for users of a major transit line. With the advancement in communication technologies, the internet is expected to assist this growing need of providing first/last mile connectivity. This is proposed to be achieved through a network created by Internet of Things (IoT). This paper evaluates the effect of implementation of IoT on service quality (or disutility) of DRT for two scenarios - with enabled-IoT (e-IoT) and with disabled-IoT (d-IoT). Data from five different DRT-like systems known as Call-n-Ride (CnR) routes operating in Denver, Colorado, are used for evaluation purposes. These CnR routes are Meridian, Interlocken, South Inverness, Broomfield and Louisville. Results show that, in general, all CnR routes would experience more than a 58 percent decrease in disutility if their operations were based on `with e-IoT' operations. Interlocken would record the largest percentage decrease (74 percent) in disutility if its route service switched from the `with d-IoT' to the `with e-IoT' scenario.

Given a many-to-one bi-modal transportation network where each origin is connected to the destination by a bottleneck-constrained highway and a parallel transit line, we investigate the parking permit management methods to minimize traffic time cost and traffic emission cost simultaneously. More importantly, the optimal supply of parking spots is also discussed in the policies of parking permit. First, we derive the total travel costs and emission costs for the two cases of sufficient and insufficient parking spot provisions at the destination. Second, we propose a bi-objective model and solve the Pareto optimal parking permit distribution, given a certain level of parking supply. Third, we investigate the optimal parking supply in the policy of parking permit distribution, with the objectives of minimizing both total travel cost and traffic emission. Fourth, we provide a model of optimizing parking supply, in the policy of free trading of parking permits. Finally, the numerical examples are presented to illustrate the effectiveness of these schemes, and the numerical results show that restricting parking supply at the city center could be efficient to reduce traffic emission.

This thesis explores the use of a housing pathways framework to understand how households impacted by mass transit-induced gentrification and displacement in a neighbourhood in Bangkok navigate the field of housing and experience neighbourhood change. It focuses on the experiences of both gentrifiers and long-term residents of a neighbourhood, including those displaced. The housing pathways approach is framed around a combination of the theory of the habitus as interpreted by Bourdieu and phenomenological philosophy.\ud Findings are based on a case study area of neighbourhoods close to a recent mass transit line extension, where two new stations were built. The study consisted of in-depth interviews with households living in the condominiums, in the neighbourhood, and in cases outside of the neighbourhood if they had been displaced from the area. There were also in-depth interviews with individuals from estate agencies, development companies, the Bangkok planning department, and the national low-cost housing provider.\ud The research contributes to knowledge by adding to the literature on housing pathways. This is achieved through employing the concepts of the structural and biographical habitus and using vignettes to bridge these two approaches. It also contributes to knowledge by adding to the literature on gentrification, finding that although contextual factors must be considered, the theories developed in the West can provide significant insights when applied to neighbourhood change in Bangkok. The first key finding is that housing pathways have been shown to be complex in nature, influenced by traditional values but intertwined with emerging cultural shifts within contemporary Thai society. Another key finding of this study is that gentrification is intrinsically linked to aspects of mobility and proximity, similar in nature to the gentrification in the West seen by those as driven by practical considerations. Like in the West, it has also been found that social mixing between the new and old populations is limited and that displaced households and those in insecure tenurial positions suffered significantly in dealing with gentrification and attempting to resettle if they had been forced to move.

In connection with the important role of the road network and connectivity of public transport in the area of the City of Depok, there is a problem called the missing link. The purpose of this study is reviewed from the aspects of road network performance, connectivity of activity centers, TOD areas and transportation nodes, then obtained by loading the Origin Destination Matrix (MAT) to the road network with the help of transportation modeling software using Saturn. Travel speed between cities/regencies in Jabodetabek or the origin destination of Depok City does not reach the target speed of 40 km/hour, and speeds between regions and within regencies/cities in Depok city. Tangerang Regency and Bekasi Regency have the lowest speeds, with the lowest values being 25.06 km/hour and 25.39 km/hour. So that the need to increase the capacity of the road network to and from Tangerang and Bekasi districts, for Depok city the average speed that occurs within the city is 28.81 km our, so it is necessary to increase the capacity of the road network. The TOD area will have a missing link if the TOD has no connectivity with the mass transit node at a distance of more than 800 meters and is not on the main high-capacity mass transit line, such as the Cinere TOD. The need for handling the missing link TOD area of the road network in the Greater Jakarta area, mainly Cinere - Fatmawati Station. And there is 1 PKN that is not connected by public transportation to other PKN and is not connected with PKW in the same City, namely Cimanggis District, Depok City.

Objectives. To determine whether 2012 to 2015 (times 1–3) ridership changes correlated with body mass index (BMI) changes after transit line completion in Salt Lake City, Utah. Methods. We used Global Positioning System/accelerometry–measured transit ridership measures in 2012 to 2013 (times 1–2) to compare objective and self-reported ridership. Regression models related changes in objectively measured ridership (times 1–2) and self-reported ridership (times 1–2 and times 1–3) to BMI changes, adjusting for control variables. Results. Objective and self-reported ridership measures were consistent. From time 1 to 2 (P = .021) or to 3 (P = .015), BMI increased among self-reported former riders and decreased among new riders (P = .09 for both times 1–2 and times 1–3), although the latter was nonsignificant. Time 3 attrition adjustment had no effect on results. Adjusting for baseline BMI, the nonsignificant effect for new riders remained nonsignificant, indicating no BMI change; the BMI increase after discontinuing transit remained significant. Conclusions. Observed BMI increases subsequent to stopping transit ridership persisted for more than 2 years (postintervention). These results suggest that transit ridership protects against BMI gains and support the need to provide convenient transit for public health.

This paper proposes a frequency based transit assignment model that accounts for online information and strict capacity constraints. A heuristic is proposed to solve the problem, which first applies an unconstrained transit assignment procedure and then handles only the over-loaded transit line segments, re-assigning the surplus passengers. The developed procedure is efficient, requiring very short running times compared to existing capacity constrained transit assignment models. The model assumes passengers receive online information of both predicted arrival time and occupancy condition. Two cases of occupancy information are considered: (1) passengers are informed of the vehicle occupancy, and may change their route selection accordingly, (2) passengers have no occupancy information and in case their boarding is denied, they are enforced to choose a later departing alternative. The model is applied for the Winnipeg network, and as expected the inclusion of capacity constraints increases the average travel time compared to the unconstrained model. However, prior knowledge of the occupancy condition was found to reduce the additional travel time. This result emphasizes the potential benefits of providing occupancy information to passengers.

Based on the analysis of main factors of Nanjing railway transit line 3, including the function location, station distribution and passenger flow characteristics, the article proposes five alternative routing operation schemes. Taking service quality, turn-back ability, safety and flexibility of the operation organization, operation cost and long-term development ability into consideration, the evaluation system of operation scheme of Nanjing railway transit line 3 is constructed. With a comparative study of the five schemes through analytic hierarchy process, the best operation scheme of long and short routing mode of Nanjing railway transit line 3 is obtained.

In this paper, we deal with the problem of determining when and where a bus should short-turn on a single bi-directional line in real-time. We formulate a decision rule for when to short-turn among candidate short-turning locations that is based on the objective of minimizing total generalized passenger travel cost including waiting times and forced transfer. Computational results and analysis are provided via a simulation study in BusMezzo, a dynamic, agent-based transit operations and assignment model that represents both vehicle as well as passenger progression. The simulation framework allows us to evaluate the resulting trade-off between passenger costs and transit performance that occur when a decision to short-turn is made. The proposed short-turning strategy is applied to a real-world high-frequency transit line in Stockholm, Sweden.

Lintong Metro Line is one intercity railway transit line of the “Xi’an urban rail transit network (revision)”. This line forms an important link between Xi’an and Lintong.The main modes of this link are cars, buses, subway and intercity railway. To determine different modes of traffic corridors sharing ratio, this paper determines the logit model coefficients by analyzes the characteristics of different traffic modes, according to the person trip survey of Xi’an. Then finalizing the sharing ratio range of different traffic modes as well as the shared variability when the intercity railway is not repaired.

In recent years the attention to the green transport and emission reduction has been increased significantly. European directives and national ones have introduced restrictions and target for the pollutant emissions. Urban transport systems play the main role. Transport systems based on electric mobility are suitable for green transport. If the market of private electric cars is still too small, public authorities have to implement and to develop strategies for the construction and the use of electrical systems. Considering local public transport, tramway and electric bus lines seem to be the best solution for this objective. This research wants to analyse the emission carried out from a bus line and a tramway line in urban area. Particularly the analysis focuses on to the operational emission and the construction one. Often the emissions related to the construction are ignored while in many cases, especially in urban context, these emissions can reach significant values. A model has been developed to compare the impacts on the emissions related to the construction of a new tramway and/or electric bus line. Which is the total emission reduction if a tramway line or electric bus line replaces a traditional one? The research, through the designed model, tries to answer to this question.A first case study has been analysed considering a 4.5 kin long transit line. Results show that the tramway system can save up to 75% of CO emission. (C) 2013 The Authors. Published by Elsevier Ltd. Selection and/or peer-review under responsibility of Scientific Committee

Transit systems play a vital role in the economic development of a region by providing commuters access to industry hubs and centers. The first/last mile transport connectivity to/from a major transit line further extends the opportunities of access to an increased number of industrial hubs and places of interest to an increased number of commuters from a remote community. This paper analyses the accessibility impacts for first/last mile transport connectivity to/from the major transit line using two most common feeder transit services – fixed route transit (FRT) and demand responsive transit (DRT). Analytical results show that for impedance decay factor (β) values equal to 1, the potential accessibility is a monotonically increasing function with respect to number of fixed stops visited by the FRT shuttle and number of passenger demands served by the DRT. The value of β greater than 1 results in maximizing the potential accessibility at an optimal number of fixed stops for FRT and an optimal number of passenger demand being served in a cycle for DRT. However, with a fractional value for β, there is no maximum or minimum potential accessibility that can be obtained either for the FRT or the DRT. Further, we illustrate the effects of impedance decay factor on accessibility using sensitivity analysis for the FRT and using simulations with real feeder like services operating in Denver, Colorado for the DRT. The handy formulas and equations developed in this paper can be extremely useful to transit planners and policy-makers in quickly deciding on an optimal feeder service operating policy for maximizing accessibility to/from a major transit line stop.

Recent research has demonstrated the importance of soundscape characterization, modeling, and mapping with regard to their potential to highlight noise levels that can adversely affect fish behavior. Models and noise maps are seen as valuable tools for generating comprehensive information at relatively low costs; a model-based approach presents a powerful and cost-effective way to evaluate noise levels. This research aims to develop a vessel noise modeling method using Automatic Identification System (AIS) and online data. The vessel noise map is produced using estimated source levels of individual ships at each AIS transmission point along a vessel transit line. The accumulation and propagation of these transit line emissions, in 1 km grid squares, produces an ocean shipping noise map showing average received levels over the desired time period. The results show temporal and spatial differences in vessel noise emissions, with summer months nosier than winter months, and coastal areas and known shipping channels much nosier than the open ocean. Unlike many previous models, this approach uses individual vessel source emissions, and is very computationally efficient even for large datasets.

The major western cities of China are beginning to suffer the growing traffic congestion problems, which eastern cities of China has experienced. Learn lessons from eastern cities on traffic issues as soon as possible, dealing with the diversified modes of public transportation problem of convergence effectively, providing condition for integration development of urban public transport in the west is the main goal in this paper. This paper takes Subway transit Line 6 in Chongqing as a bus connection example. On the basis of passenger volume forecast, integrated public transport optimization theory and method are used to study Chongqing subway transit Line 6 along the feeder site optimization program , it can provide the theoretical foundation and technical support for the public transport network optimization of Chongqing.

In the paper,using graph theory,set theory and iteration,we give gradual search algorithm with number of transfer acting as parameter. Through dealing with data of traffic line, line is united in algorithm,and computational model is simplified. Through optimization of left and right in circuit site and same line repeating site, the shortest timing function in circuit is realized. We consider the subway and walking time of all sites furtherly.

This study focuses on how to determine the skip-stop scheduling for a congested urban transit line during the morning rush hours. A transit schedule with uneven headways and skip-stop operations is adopted to match the time-dependent demands and accelerate the circulative utilizations of vehicles. This schedule allows the buses to run on unequal vehicle-departure intervals and to skip some stations. A nonlinear programming model is formulated to minimize the overall waiting times and the in-vehicle crowded costs subjected to a limited number of vehicles. According to the layered characteristics of the skip-stop scheduling, a bilevel genetic algorithm is developed to solve the proposed model. The possible departure times of vehicles at the terminal are searched by the outer genetic algorithm and the skip-stop operations are solved by the inner genetic algorithm. Finally, the proposed model and algorithm are successfully tested with the help of a real-world case.

This manuscript examines employees’ participation in a free and discounted try-transit program called “Dump the Pump” (DtP) in Los Angeles, California. DtP offered eligible employee drivers a 12-week free transit pass and a discounted transit pass after the free trial as long as the employee drivers continued buying transit passes. By one-year after the program’s introduction, DtP attracted 33% more transit riders to the system. At the program’s zenith, 5% of the eligible drivers who lived within a half-mile from a direct transit line to their workplace had switched. Drivers were more likely to try the program under conditions in which (1) gas prices were relatively high and (2) the travel time difference between driving and transit was relatively low. After trying transit, participants remained on transit longer if they had no children, were unresponsive to lower gas prices, and had a bus schedule that matched their travel needs. The DtP experience indicates recruitment programs can attract drivers over ...

This paper relies on Chongqing City Transit Line 6 which is from Wulidian Station to Shanyanggou Reservoir Station nodal project, focusing on the monitoring and comparative analysis of ground sedimentation of the nearby housing estate, bridge abutment as well as the flat surface of the test section (mileage K17+300~K17+600), otherwise, monitoring and comparatively analyzing the deformation of the supporting structure inside the tunnel. This is the first application of TBM in the urban mass transit and the research achievement will accumulate valuable experience and data for the application of TBM in the urban mass transit.