Integrated Optimization of Stop Location and Route Design for Community Shuttle Service

Abstract

The community shuttle system plays an important role in serving communities with a heavy travel demand for the metro service. Stop location and route design are the two main decisions of planning a community shuttle service. Those two decisions are interrelated and interact, and are strongly related to the user cost and operating cost. The optimal stop location and route can help to reduce the walking distance of passengers and the route length. To make a trade-off between the walking distance of passengers and route length, we propose a discrete optimization problem. A single integrated formulation is established to optimize stop location and route design. Planners can decide the stop location and route design of the community shuttle system simultaneously based on this formulation. Then, we present a non-dominated sorting genetic (NSGA-II) based algorithm to obtain the non-dominated solutions of the discrete optimization formulation. The numerical experiments and a case study based on real-world data are used to demonstrate that the proposed solution method can yield a set of plans of stop location and route in a reasonable time. We also find that when the maximum tolerable walking distance is set to 418 m, the trade-off between the total walking distance of passengers and route length can be obtained.

The Impact of Community Shuttle Services on Traffic and Traffic-Related Air Pollution

“…Constraint 2-1: Subway connection constraint . With the function of shuttle service, each route needs to connect to at least one subway station [ 2 , 32 ], i.e., where route k denotes the set of all stops of the k th route, stop i represents the i th shuttle stop, and sub denotes the subway station. The I function is an indicator function that takes value 1 when the condition meets, otherwise it takes value 0.…”

“…Designing public transit is a complicated process that mainly comprises route network design, frequency setting, timetabling, vehicle scheduling, and crew scheduling [ 31 ]. Route network design and frequency setting influence the overall operational efficiency of the public transport system [ 32 ] and determine passenger choices for public transit [ 2 ]. Kuah and Perl [ 33 ] formally defined the Feeder Bus Network Design Problem (FBNDP) using a mathematical programming model in which the route and the frequency are optimized with the objective function of minimizing the total costs.…”

“…Considering locating shuttle stops, Xiong et al [ 37 ] and Guo, Song, He, Bi and Jin [ 32 ] selected candidate stops and generated optimal schemes using an optimization algorithm. However, due to the lack of demand investigation, the shuttle services in these studies are not demand-responsive.…”

Locating Movable Parcel Lockers under Stochastic Demands

“…Liu et al [24] designed a bi-level programming model to optimize the location of railway classification yards and used Gurobi software to solve it. Guo et al [25] studied the integrated optimization of community shuttle stops and routes, and developed a non-dominated sorting genetic based algorithm to solve the proposed bi-objective programing formulation. Guo et al [26] determined the stop location and running route of the feeder bus service for high-speed rail stations through a bi-objective mathematical model, and used the exact ε-constraint method to solve the problem.…”

The Use of Geolocation to Manage Passenger Mobility between Airports and Cities

“…In this sense, the planning of the route is manual. When the driver of the shuttle knows all the destinations of the passengers, then he or she can decide upon the necessary routes and stops [14]. To do this, the driver uses his or her knowledge of the city's communication and the average times that each road may require.…”