Showing papers on "Bus network published in 1974"

A mathematical programming model for bus traffic in a network

Abstract: Assume that a bus network is given, i.e. We are give a network of streets on which certain bus lines have been set up. Let the total number of buses be given. Assume furthermore that the total demand for bus transportation is given in the form of the marginal totals of an origin-destination matrix, i.e. The total demand for travel from certain origins as well as the total demand for travel to certain destinations is given. By utilising Tomlin's combined distribution assignment approach the problem of determining the complete travel pattern and deciding which bus frequencies to use on the various lines is formulated as a non-linear programming problem with some interesting features. /TRRL/

Optimization of a simple model bus network

Abstract: THIS PAPER PRESENTS A SIMPLE MODEL WHICH DESCRIBES THE WAY IN WHICH A BUS SERVICE NETWORK IS ABLE TO SERVE ITS PASSENGERS IN A LARGE AREA OF CONSTANT UNIFORM TRAVEL DEMAND. THE MODEL DETERMINES THE GENERALISED COST OF TRAVEL TO THE PASSENGER IN TERMS OF TIME SPENT WALKING, WAITING AND TRAVELLING, AND THE BUS FARE, WHICH WILL DEPEND UPON THE COST OF PROVIDING THE GIVEN LEVEL OF SERVICE. THE SERVICE NETWORK IS ADJUSTED TO PROVIDE AN 'OPTIMUM' SERVICE (I.E. THAT WHICH MINIMISES THE TOTAL GENERALISED COST OF TRAVEL, BUT WITHOUT ANY CONSIDERATION OF GENERATED OR SUPPRESSED TRIPS) IN TERMS OF THE AVERAGE SPACING BETWEEN ROUTES, THE AVERAGE DENSITY OF BUSES PER UNIT AREA, AND THE AVERAGE SPACING OF BUS STOPS. OPTIMISATION IS ALSO CONSIDERED FOR THE CASE WHERE TRAVEL DEMAND CAN BE DESCRIBED IN TERMS OF A CONSTANT OFF-PEAK LEVEL OF DEMAND, AND ANOTHER CONSTANT LEVEL OF DEMAND DURING THE PEAK PERIODS, IN A SITUATION WHERE THE COST OF PROVIDING A BUS IN THE PEAK IS GREATER THAN THE COST OF AN OFF-PEAK BUS, THE DIFFERENCE IN COST DEPENDING ON THE RELATIVE NUMBERS OF BUSES IN SERVICE IN THE PEAK AND OFF-PEAK. THE MODEL IS CALIBRATED AGAINST DATA FOR BOTH CENTRAL LONDON AND CENTRAL GLASGOW, AND THE OPTIMUM ROUTE PARAMETERS SUGGESTED BY THE MODEL ARE SEEN TO BE IN REASONABLE AGREEMENT WITH PRESENT PRACTICE IN BOTH CASES. (A).