Simultaneous Frequency and Capacity Setting in Uncapacitated Metro Lines in Presence of a Competing Mode

De-Los-Santos, Alicia; Laporte, Gilbert; Mesa, Juan A.; Perea, Federico

doi:10.1016/j.trpro.2014.10.008

Cited by 9 publications

(13 citation statements)

References 7 publications

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“…Compute the net profit of the RN assuming the following frequencies for the two lines: [1,1], [2,2], [3,3], [4,4]. Assume that the best profit is given by configuration [3,3], that is, both lines have a frequency of three services per hour. 2.…”

Section: A Local Search Heuristicmentioning

confidence: 99%

“…In this phase, the neighbors of [3,3] are { [4,3], [2,3], [3,4], [3,2]}. Assume that the configuration [3,4] yields the highest profit, so we keep this solution, and use it in the next phase. 3.…”

Section: A Local Search Heuristicmentioning

confidence: 99%

“…3. From solution [3,4], we increase the frequency of the first line (note that [4,4] does not have to be analyzed again, since it was computed in phase 1). We then analyze [1,4] (since frequency 5 is not feasible), then [2,4], and so on, until we stop improving the profit.…”

Section: A Local Search Heuristicmentioning

confidence: 99%

“…If at the first iteration of mov+ ( [1,4]), a better profit is not obtained, we decrease the frequency of the first line in the same way as mov+. We do the same for the second line ℓ 2 and find [3,1] as the best solution obtained with movements on this line. Then we choose between [1,4] and [3,1] the frequency combination that has the best profit.…”

Section: A Local Search Heuristicmentioning

confidence: 99%

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The railway line frequency and size setting problem

De-Los-Santos

Laporte²,

Mesa

et al. 2017

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The problem studied in this paper takes as input data a set of lines forming a railway network, and an origin-destination (OD) matrix. The OD pairs may use either the railway network or an alternative transportation mode. The objective is to determine the frequency/headway of each line as well as its number of carriages, so that the net profit of the railway network is maximized. We propose a mixed integer non-linear programming program for this problem. Because of the computational intractability of this model, we develop four algorithms: a mixed integer linear programming (MIP) model, a MIP-based iterative algorithm, a shortest-path based algorithm, and a local search. These four algorithms are tested and compared over a set of randomly generated instances. An application over a case study shows that only the local search heuristic is capable of dealing with large instances.

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Section: A Local Search Heuristicmentioning

confidence: 99%

Section: A Local Search Heuristicmentioning

confidence: 99%

Section: A Local Search Heuristicmentioning

confidence: 99%

Section: A Local Search Heuristicmentioning

confidence: 99%

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The railway line frequency and size setting problem

De-Los-Santos

Laporte²,

Mesa

et al. 2017

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“…Concerning the railway network, De Los Santos et al [20] developed a heuristic algorithm in order to define, for each line, the number of services per hour and the number of carriages of a defined metro, improving the satisfaction for users. Tu et al [21] demonstrated the advantages of using a metaheuristic method based on a bi-level Voronoi diagram to approach the VRP.…”

mentioning

confidence: 99%

Optimal Alignments for Designing Urban Transport Systems: Application to Seville

et al. 2019

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The achievement of some of the Sustainable Development Goals (SDGs) from the recent 2030 Agenda for Sustainable Development has drawn the attention of many countries towards urban transport networks. Mathematical modeling constitutes an analytical tool for the formal description of a transportation system whereby it facilitates the introduction of variables and the definition of objectives to be optimized. One of the stages of the methodology followed in the design of urban transit systems starts with the determination of corridors to optimize the population covered by the system whilst taking into account the mobility patterns of potential users and the time saved when the public network is used instead of private means of transport. Since the capture of users occurs at stations, it seems reasonable to consider an extensive and homogeneous set of candidate sites evaluated according to the parameters considered (such as pedestrian population captured and destination preferences) and to select subsets of stations so that alignments can take place. The application of optimization procedures that decide the sequence of nodes composing the alignment can produce zigzagging corridors, which are less appropriate for the design of a single line. The main aim of this work is to include a new criterion to avoid the zigzag effect when the alignment is about to be determined. For this purpose, a curvature concept for polygonal lines is introduced, and its performance is analyzed when criteria of maximizing coverage and minimizing curvature are combined in the same design algorithm. The results show the application of the mathematical model presented for a real case in the city of Seville in Spain.

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