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Public-Transport Automated Timetables Using Even Headways and Even Loads Concepts 32 nd ATRF 2009, Auckland, NZ, 1 st October 2009 Avishai (Avi ) Ceder University of Auckland, NZ Email: [email protected]

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Page 1: Public-Transport Automated Timetables Using Even … · Public-Transport Automated Timetables Using ... (PT) timetables would ... Public-Transport Automated Timetables Using Even

Public-Transport Automated Timetables Using

Even Headways and Even Loads Concepts

32nd ATRF 2009, Auckland, NZ, 1st October 2009

Avishai (Avi ) Ceder

University of Auckland, NZ

Email:

[email protected]

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Time = $

Great moments

in science:

Einstein discovers that time is actually money

Outline

Current Practice

Alternative Timetables

Evenly Spaced Headway

Even Loads at Max-Load Stop

Even Load at Individual Max-Load Stop

Example from L.A

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Land use characteristics

Authority Constraints

Passenger demand by time of day, day-of-week

Service standards

Comparison Measures

Interlining, Dead-Heading and Shifting Departure Times Criteria

Crew List

Cost elements and Operator’s constraints

Crew Work and Rotation Rules and Constraints

Relief Points

Determination of Interchanges and

Terminals

Design of Network of Routes and Stops

Settings Frequencies and Timetables

Interchanges and

Terminals

Vehicles Scheduling

Fixed Routes and

Stops

Trip Departure Times

and Public

Timetables

Vehicle Schedules

Crew Schedules and

Duty Rosters

Crew Scheduling and Rosters

Travel Times (service and deadheading)

1

2

3

4

INPUT

INPUT COMPONENT OUTPUT

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1. Running times are established for each route

2. The calculated bus speeds are examined (to

correct special cases of speeding-up and slowing-

down)

3. Headways are determined at the peak point

4. Initial departure times are set at the peak point

5. Departure times are set at all route time points

6. The departure times are adjusted at the peak

point (to include practical elements)

7. The final route Timetable is completed

8. Updating and transfer to marketing

Current Practice

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LA Metro files include 40,000 trips. The data

is collected manually and then key punched

About 40% of the scheduler’s time is devoted

to data entry and proofreading generated

reports

Current Practice Example:

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“A stitch in time would have confused Einstein”.

… many stitches in public-transport (PT) timetables

would confuse the passengers.

PT timetable is one of the predominant bridges

between the operator (and/or the community) and the

passengers.

More attention should be provided for the

construction of PT timetable in order to improve its

correspondence with the fluctuated passenger

demand.

Importance of PT Timetables

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Public-Transport (PT) timetable is perhaps the main

reference for defining unreliable transit service.

The assumption that passengers will adjust

themselves to given timetables (with headways of, say,

longer that 10 minutes) instead of adjusting the

timetables to the passenger demand is one of the

largest sources of unreliable service.

When passenger demand is not met, the PT vehicles

are slowing down (increased dwell time), behind the

schedule and entering the inevitable process of further

slow down.

Scope

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1. Evaluate alternative timetables in terms of required resources

2. Improve the correspondence of vehicle departure time with passenger demand while minimizing resources

3. Improve timetables for synchronization

4. To permit in timetable construction procedure, direct bus frequency changes for possible exceptions (known to the scheduler) which do not rely on passenger demand data

5. To allow the construction of timetables with headway smoothing techniques (similar to that performed manually) in the transition segments between adjacent time periods

6. Integrate different headway setting and different timetables construction methods

Objectives

Wish to

attain

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Alternative Timetables

Even headway

Max load (point

check) methods

Load profile (ride

check) methods

Intuitive or experience-

based determination

Daily Max load

(Method 1)Hourly Max Load

(Method 2)

With level-of-service

criterion (Method 4)

Predetermined number of departuresClock headways

Without level-of-service

criterion (Method 3)

Even average load

Method for

Setting

Frequencies

Special Requests

At individual vehicle

Max load point

At hourly Max load

point

Type of

Timetable

Public Timetable(list of departure times per timepoint)

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Three Procedures

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Example for the Three Procedures

Two basic assumptions: (a) the average load observed is a representative

value of the actual demand and it is independent of the exact setting of

departure times; (b) the passengers observed on-board are accumulated

at a uniform rate.

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Evenly Spaced Headways with

a Smoothing Technique

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Even Average Load at the Max Load Stop

How to

fix the

uneven

loads ?

Data given on

individual vehicles

average loads (at

Max-Load stop)

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Even Average Load on Individual Veh Max-Load Stops

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Comparing the Three Procedures

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Parameter file

Headway switch “1” = Even headways

“2” = Even-load headways

Frequency Method

(for Each operating

option) first period in which

the option is operated

last period

method used to determine

frequency

Clock headway switch “1” = clock headways

“0” = otherwise

Specified departures specified number of daily trips

“0” if not specified

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SCRTD line 217

Real-Life Example (bus line 217 in LA)

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Load(# of

Passengers)

Distance

(km)

Line 217 Morning-Peak Load Profile

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Line 217 Afternoon-Peak Load Profile

Load(# of

Passengers)

Distance

(km)

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Line 217 (South)

0

2

4

6

8

10

12

5 7 9 11 13 15 17 19 21 23

Time of day

Fre

qu

ency

(#

of

veh

icle

s) Observed Method 2

Method 3 Method 4 (20%)

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Line 217 (North)

0

2

4

6

8

10

12

5 7 9 11 13 15 17 19 21 23

Time of day

Fre

qu

en

cy (

# o

f v

ehic

les) Observed Method 2

Method 3 Method 4 (20%)

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Computer Generated Timetable of line 217 at the Fairfax/Rosewood Stop

Min single

route

required

fleet size=15

Min fleet size =

largest number

of buses

departing in any

time interval

of length T

T= round trip

time including

layover and

turn around

time

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Computer Generated Timetable of Line 217at the Fairfax/Rosewood Stop

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Computer Generated Timetable of Line 217at the Fairfax/Rosewood Stop

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Computer Generated Timetable of Line 217

at the Fairfax/Rosewood Stop

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Computer Generated Timetable of Line 217across all Stops

Nine-tenth of

wisdom

is being wise

in time

(Roosevelt)

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End of Presentation

Thank You!

Public-Transport Automated Timetables Using

Even Headways and Even Loads Concepts

32nd ATRF 2009, Auckland, NZ, 1st October 2009