Coordination Of The First And Last Subway Timetabling Under The Condition Of Network Operation

Nowadays,more and more cities enter the era of rail transit network.How to take a good operation strategy,maximize the performance of urban rail transit network,and improve level and quality of service,has become the focus of research.The coordination of the first and last train timetable is an important part in the urban rail transit timetabling.The optimization of the first train schedule should improve the satisfaction of passengers’ transfer,while the last train timetabling should try to meet the needs of passengers’ travel at night,and reduce the failure of passengers’ transfer during the last train period.In order to solve these two problems,this paper studies as follows:1)Some suggestions are put forward for the coordination of the first and last train timetabling:as for the optimization of the first train timetabling,it’s crucial to consider passengers’ psychology and try to cater to the comfortable waiting time of passengers,so as to improve the service level of the first train of urban rail transit.For the optimization of the last train timetabling,it is necessary to consider the passengers’ transfer demand in the last train period.In addition,the operation delay of the last train has an important influence on the coordination effect of the timetable.2)We construct the transfer waiting time satisfaction function according to the changing rules of waiting time satisfaction.A survey is designed to investigate the passengers’ transfer waiting psychology during the first train period to obtain relevant data,and to improve the functional relationship between the passenger waiting time and the waiting satisfaction.Based on this function,this paper proposed a novel model to optimize the first train timetables for urban rail transit networks with the goal of maximizing passengers’ transfer waiting time satisfaction.An artificial bee colony algorithm is developed to solve the timetabling model.Through a real-world case studies on Shanghai urban rail transit network,and founds that passengers’ satisfaction degree increased by 32.77% compared with the original first train schedule.The number of people who transferred with the most tolerable waiting time also increased to 3010,with 35.55% of time reduced in waiting and the average waiting time which went down from 9.43 to 6.07 minutes.After publishing the timetables,extremely long waits are completely eliminated,the average transfer waiting time is cut in half and the total time satisfaction is increased by 16.38%.3)This paper also analyzes the shortcomings of the existing model of maximizing the number of successful transfer passengers,proposes the optimization model of minimizing the number of failed transfer passengers in the last train period,and establishes the evaluation method of the delay impact of the last train schedule.Through a real-world case study on Shanghai urban rail transit network,the results show that compared with the original last train schedule,the number of failed transfer passengers in the whole network is reduced by 40.25%.For the optimized last train schedule,only one or the concurrent two last trains have influenced the schedule due to its delays at transfer station,and the total influence degree is 21.8 and 17.98 respectively.The top ten stations with the largest number of passengers affected by the delay of the last train are listed,and it can be discovered that the last train in the line direction passes through more transfer stations(especially the transfer stations with multiple lines intersecting)with the greatest impact on passenger transfer.Further,this paper also lists the top ten most vulnerable transfer relationships which have the common features of relatively shorter waiting time and higher demand of transfer passengers.