How to Improve the Transit Service with Integrated Operational Strategies Considering Emissions under Heterogeneous Demand
Publication: Journal of Urban Planning and Development
Volume 149, Issue 4
Abstract
Recently, traffic problems such as congestion and emission have been increasing. Transit travel is considered to be one of the effective ways to relieve these problems. The attractiveness of transit travel can be improved by integrating operational strategies with multitype services. Therefore, a study focusing on tapping the potential of integrated operational strategies, which combine local services, skip-stop services, and short-turning services, considering emissions under heterogeneous demand, was conducted. Two types of integrated service patterns were proposed. Pattern 1 comprised local services, skip-stop services, and short-turning services, all operating simultaneously and independently, while Pattern 2 comprised the combined local services and skip-stop services with a flexible route length. The estimation of heterogeneous travel demand for different services and high-resolution bus emissions based on short trips between stops and at stops was conducted. The optimized models to minimize system costs considering passengers, agencies, and environmental interests were developed to explore the effectiveness of integrated operational strategies for performing the transit service. The real-world cases of Bus Route 4 and Route 543 in Beijing, China, were studied. The performances of the proposed strategies under the two integrated service patterns were compared with the baseline. The results showed that the total costs of two integrated service patterns are reduced significantly, with a maximum reduction of above 30%. Moreover, under the route of limited vehicles and denes travel demand, Pattern 2 implementing skip-stop services in a flexible route length had more advantages over Pattern 1, where all three services existed simultaneously. The finding can be used to design the preferred transit development strategy and improve the service quality.
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Acknowledgments
The authors acknowledge that this paper is supported by the National Natural Science Foundation of China (NSFC) under Grant #71871013. Thanks are extended to the anonymous reviewers for their helpful comments on this paper.
Notation
The following symbols are used in this paper:
- C
- vehicle-rated passenger capacity (persons);
- C′
- total cost (RMB);
- CE
- emission cost (RMB);
- CO
- operation cost (RMB);
- CP
- travel time cost (RMB);
- i, j, k, p
- stop numbers;
- ,
- number of emissions of pollutant k for all-stop services and skip-stop services (g), respectively;
- F
- fleet size (vehicles);
- fi,j, fb
- frequencies of all-stop services and skip-stop services (veh/h), respectively;
- fuel1, fuel2
- fuel consumption of all-stop services and skip-stop services (g), respectively;
- hmin, hmax
- lower or upper limit of headway (s);
- L
- total route length (m);
- Li, Lj
- route length from stop i or j to the origination stop (m);
- M, N
- short-turn points M and N, respectively;
- n
- total number of stops;
- number of passengers choosing all-stop services (persons);
- number of passengers choosing skip-stop services (persons);
- number of passengers choosing to transfer (persons);
- T
- duration of the statistical period (h);
- tI
- in-vehicle time (s);
- tR
- transfer time (s);
- tW
- waiting time (s);
- uW
- unit time value for waiting time (RMB/s);
- uR
- unit time value for transfer time (RMB/s);
- uI
- unit time value for in-vehicle time (RMB/s);
- us
- unit time salary of crew members (RMB/h);
- uv
- unit purchase costs per vehicle (RMB/vehicle*h);
- uf
- unit price of LNG (liquefied natural gas) (RMB/g);
- uk
- unit emissions costs of pollutant k (RMB/g);
- v1, v2
- average speed of all-stop services and skip-stop services (m/s);
- maximum load factor;
- 0–1 variable, in which = 1 if passengers board at stop p from stop i to stop j; otherwise, ηs = 0;
- 0–1 variable, in which ηs = 1 if passengers pass through stop p from stop i to stop j; otherwise, ηs = 0;
- λi
- 0–1 decision variable, in which λi = 1 if stop i is permitted to provide skip-stop services; otherwise, λi = 0; and
- λp
- 0–1 variable, in which ηs = 1 if skip-stop services are provided at stop p; otherwise, ηs = 0.
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© 2023 American Society of Civil Engineers.
History
Received: Jul 19, 2022
Accepted: May 24, 2023
Published online: Aug 3, 2023
Published in print: Dec 1, 2023
Discussion open until: Jan 3, 2024
ASCE Technical Topics:
- Air pollution
- Benefit cost ratios
- Buses
- Business management
- Chemical properties
- Chemistry
- Emissions
- Engineering fundamentals
- Environmental engineering
- Financial management
- Heterogeneity
- Highway transportation
- Infrastructure
- Models (by type)
- Optimization models
- Pollution
- Practice and Profession
- Traffic congestion
- Traffic engineering
- Traffic management
- Transportation engineering
- Travel demand
- Travel patterns
- Vehicles
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