Orientations and matrix function-based centralities in multiplex network analysis of urban public transport

With the acceleration of urbanization, public transport networks are an important part of urban transport systems, and their robustness is critical for city operation. The objective of this study is to analyze the topological properties and robustness of an urban public transport network (UPTN) with a view to enhancing the sustainability of urbanization. In order to present the topological structure of the UPTN, the L-Space complex network modeling method is used to construct a model. Topological characteristics of the network are calculated. Based on single evaluation indices of station significance, a comprehensive evaluation index is proposed as the basis for selecting critical stations. The UPTN cascading failure model is established. Using the proportion of the maximum connected subgraph as the evaluation index, the robustness of the UPTN is analyzed using different station significance indices and deliberate attack strategies. The public transport network of Xuzhou city is selected for instance analysis. The results show that the UPTN in Xuzhou city has small-world effects and scale-free characteristics. Although the network has poor connectivity, it is a convenient means to travel for residents with many independent communities. The network’s dynamic robustness is demonstrably inferior to its static robustness due to the prevalence of cascading failure phenomena. Specifically, the failure of important stations has a wider impact on the network performance. Improving their load capacity and distributing the routes via them will help bolster the network resistance against contingencies. This study provides a scientific basis and strategic recommendations for urban planners and public transport managers to achieve a more sustainable public transport system.

In recent years, studies on smart cities have attracted much attention in the literature. In the smart city concept, urban public transportation network studies are one of the most important issues. Afterthe 2000s, smart cards have been widely used in city public transportation systems. Using the data collected through the smart card, many models have been created in line with the smart city concept. In the literature, there are various optimal route recommendation models using urban public transportation network and city smart card data. In this study, some current models built on the basis of urban public transportation network and smart card data are discussed. The specifications of the models, their important differences, the topologies they use, optimization criteria, and computational complexities are analyzed. Dijkstra’s algorithm, which is widely used for the solution of optimal route recommendation models, and its various modifications are analysed. Additionally, various models developed by applying fuzzy logic are examined. Comparative analysis of public transportation network models is given.

Currently, the trends in urban public transport have been changing over the years in developing countries for mobilization and accessibility development. Urban public transportation systems are the most popular in Selangor State, including big cities such as the Klang Valley Region. Objective measures of spatial pattern and hotspots have been used to understand how urban public transport development relate to open access. This method relies on specific spatial information and available web-based tool that shows the pattern primarily based on given vicinity and statistics connectivity. To date, several studies have finished tested in developed countries. In this study, we use Geographic Information Systems to analyse and consider hotspots identification precisely and efficaciously. Therefore, in this paper, we focus on two types of point sample evaluations – Gi* hot spot and point density analysis evaluation as statistical operations. Public rail transport was evaluated as a validation to describe the percentage of distribution of open access. The final result, GIS mapping capabilities to show that GIS's technology offers to the variation of urban public transport relate to public services, is to create maps and spatial interpretations.

This paper proposes an ad hoc A* algorithm to find a least time path under urban timetabled public transport network. Vehicles are assumed to run punctually associated with timetables. This work first formulate complex urban timetabled public transport network considering scheduled lines serving over it and walk between two nodes for transfer purpose. Then, multi-label arc, shorte for m-arc, is defined to represent detailed travel process, and timing of each m-arc is expounded, too. Path is composed of a sequence of m-arcs. To find a least travel time path from an origin with pre-specified initial time to a destination under urban timetabled public transport among a large number of candidates, an ad hoc A* algorithm is developed, which propose a strategy for estimating elapsed time of partial paths that ended at destination, to be a tight lower bound of associated real elapsed time for the purpose of trying to reduce searching scope. The proposed algorithm is proved to guarantee an optimal solution in theory and demonstrated with an application for its high efficiency.

Discuss the urban traffic line network optimization principle, objective and constraints.Presents mathematical expression for distinct optimum objects function form and corresponding constraints.Finally, varied objectives and programming model of public traffic line network optimization is produced, but evaluated and discussed the objective mathematical expression.The public transit optimizing model for medium city is established by analysing the optimizing aim and the restrictive condition.

The ability to use public transportation should be available throughout the whole service area and the public transportation network should be well connected. This research compared the potential coverage of a feeder bus network in support of urban rail transportation, as well as the impact of future transit network plans on public transportation accessibility in the city of Khoan Kaen, Thailand. The performance of the public transportation system was predicted based on multimodal transport and the completed urban rail public transportation plan, as projected in the year 2036, in order to fill gaps in the existing feeder bus network. The feasibility and characteristics of the route reformation policy concept should provide an effective feeder network for the urban rail system. A comparative study was conducted on stakeholder impact for a three-fold scenario: 1) separate individual lines for bus routes; 2) both forms of feeder bus networks (conventional and reformed); and 3) access to three designated utility areas from the entire feeder bus network. In this scenario, the most effective urban mobility support was provided by public facilities combined with a major roadway directly connecting to the designated positions. The time used on the extended bus route network increased by around 11% on average for the entire trip, while accessibility increased by approximately 67.75%, 47.9%, and 43.68% for the entire multimodal transport network. These analytical results make a significant contribution to future knowledge on urban transformation through urban mass transit projects. The contribution of land acquisition was significant. Also, the demand-responsive connection approach used in this study can be adopted to determine feeder bus reformation options, particularly in emerging economies.

Light rail in urban regions: what Dutch policymakers could learn from experiences in France, Germany and Japan

This paper presents a new evolutionary algorithm with a special geographic heuristics, which solves bi-criteria version of Routing Problem in Urban Public Transportation Networks often called Bus Routing Problem (BRP). Our solution returns a set of routes, containing at most k quasi-optimal paths with the earliest arrival in the first instance and with minimal number of transfers in the second. Effective algorithms for BRP are the heart of public transport routes planners. Proposed algorithm was compared with three another solutions for itinerary planning problem. This comparison is prepared on the base of experimental results which were performed on real-life data - Warsaw city public transport network. Conducted experiments confirm high effectiveness of the proposed method in comparison with comparable solutions for considered problem.Keywordsmulti-modal public transport networksitinerary planning problemtime-dependent k-shortest paths problemevolutionary algorithmgeographic heuristics

In the developing countries along with formal public transport network (FPTN), informal public transport network (IPTN) also plays an integral role by achieving high public transport ridership. IPTN caters effectively to the user’s expectations and appears to be highly integrated with urban fabric. IPTN either complements or compete with the existing FPTN, even though due credit is not given to IPTN and considered as unlawful entities. Efficiency and robustness of transport network is based on topological structure of network. To summarize which network is more efficient and robust, the study tests the network parameters of formal Public Transport Network and Informal Public Transport Network of Nagpur (India). A topological measure of network structure has tested based on elementary concepts of graph theory. We explore the network structure and their properties. The practical significance of the network parameters was then analysed. In the IPTN the degree of small-worldliness is smaller, as compared to FPTN, indicative of IPTN being more robust as compared to FPTN. This study provides an approach to understand the efficiency of an Informal public transport network in combination with Formal public transport network. The article identifies the importance of Informal public transport network to improve the Complementarity with the formal public transport network. Integrating formal and informal transportation network into a hybrid network has the potential to induce the desired relationships amongst FPTN and IPTN, i.e. competing or complimenting nature to improve the overall efficiency of FPTN.

The public transport network level is defined and is used to describe the performance and future improvement of the public transport system in Zurich, Switzerland. A public transport level is a specific type of service designed to serve a particular market. “Service” is defined as a combination of vehicles, infrastructure, and operating characteristics. A pure level occurs when the service is targeted specifically at one particular market. A hybrid level occurs when a service is targeted to serve several markets. Urban travel is generally described as three markets: short, inter mediate, and long-distance trips. Consequently many cities have developed three-level public transport networks: surface buses and trams to serve short trips, rapid rail to serve intermediate trips, and regional rail to serve longer-distance trips. Often, by design or for historic reasons, cities have additional levels, fewer levels, levels that are not precisely matched to their markets, or all three. For example, two-level networks are often found in medium-sized cities. Their advantage is lower costs, and their main disadvantage is a mismatch between transport mode and market that manifests itself in capacity limitations. The level concept to help analyze and plan public transport service is useful because it focuses attention on matching service qualities to markets. This approach, used here to analyze the success of the public transport system of Zurich, Switzerland, and to provide a structure for planning improvements that will be needed to meet rapidly increasing public transport demand, could help other cities design or redesign their public transport systems to be more attractive and efficient. More specifically, the approach could show how two-level public transport networks would be a viable option for medium-sized cities and large cities with dispersed settlement patterns.

Evaluation of public transport policy formulation and implementation: Case study of 24 mid-sized Nordic cities

Transportation is associated with environmental problems, economic losses, population health, and social inequities. This last problem, in particular, a negative impact on generates the urban public transportation of people with disabilities, which entails a methodology of interpersonal, social, technological and institutional challenge without neglecting the characteristics of design for disabilities, as well as sensory ones. The objective of this article is a design proposal for the public transport system of the Guayaquil city, in the field of artificial intelligence, the human factor and ergonomic design for the disabled with an inclusive model according to the World Health Organization and the World Bank. The needs of people with limited capacities in urban public transport are explored for recurring services and destinations. Through the experiences lived in the metrobus public transport service, based on two methodologies; “Intelligent urban public transport dedicated to accessibility for people with disabilities” and “The effect of transport accessibility on the social inclusion of wheelchair users: An analysis of mixed methods”. While modeling the behavior of people with disabilities is a complex task, it has a remarkable social and economic impact. Therefore, in this article, neutrosophic cognitive maps are explored to represent the behavior and functioning of such complex systems. This soft computing technique to model how Allows us make decisions based on travelers their knowledge of different modes of transport properties at different levels of abstraction. The results of the study will help transport are decision-makers to better understand the needs of people with disabilities and, as a result, help them to update their policy. At the end of the article, we discuss how the design proposal can be articulated metrobus within the urban transport system and the accessibility of the use of ICT to people with disabilities.

One of the major problems facing the Pitesti city is the road congestion that occurs in the central area of the city during the peak hours. With all the measures taken in recent years - the widening of road arteries, increasing the number of parking spaces, the creation of overground road passages - it is obvious that the problem can only be solved by a new philosophy regarding urban mobility: it is no longer possible to continue through solutions to increase the accessibility of the central area of the city, but it is necessary, on the contrary, to promote a policy of discouraging the penetration of vehicles in the city center, coupled with a policy of improving the connection between urban public transport and county public transport. This new approach is also proposed in the new Urban Mobility Plan of Pitesti city, under development. The most convincing argument for the necessity of this new orientation in the Pitesti city mobility plan is based on the analysis of the current situation of passenger transport on the territory of Pitesti city: the analysis of “public transport versus private transport” reveals a very low occupancy rate for cars and the fact that the road surface required for a passenger (the dynamic area) is much higher in the case of private transport than in the case of public transport. Measurements of passenger flows and vehicle flows on the 6 penetration ways in the city have been made and the calculations clearly demonstrate the benefits of an urban public transport system connected by “transshipment buses” to be made at the edge of the city, to the county public transport system. In terms of inter-county transport, it will continue to be connected to the urban public transport system by existing bus Station, within the city: South Bus Station and North Bus Station. The usefulness of the paper is that it identifies the solutions for sustainable mobility in Pitesti city and proposes concrete solutions for the development of the integrated passenger transport system.

Equal access to opportunities has emerged in public transport planning as a social objective that many transport agencies are trying to achieve. Yet in practice, not all public transport agencies are currently providing urban residents with comparable levels of service due to physical barriers in the public transport network that can significantly hinder the ability of individuals with physical disabilities to access opportunities. In countries without a strong federal accessibility act and/or with major financial constraints, some public transport agencies fall behind in applying universal access design principles, making it even harder for people with a physical disability to access opportunities. The objective of this study is to develop a methodology that can be used by public transport agencies or disability advocates to clearly highlight and quantify the performance of the public transport network in a region, in terms of providing transit services to people in a wheelchair and compare that to the service offered to an individual not in a wheelchair. In this study we use accessibility, the ease of reaching destinations, by public transport as the key performance measure in two major Canadian Cities (Montreal and Toronto). Furthermore, we focus on job accessibility in the most socially vulnerable census tracts in both cities, to evaluate levels of job accessibility for wheelchair users residing in socially vulnerable areas. The findings from our study show striking contrasts between the numbers of accessible jobs by public transport for wheelchair users compared to the general population. On average, wheelchair users in Toronto have access to 75% of jobs that are accessible to users that are not in a wheelchair, whilst their counterparts in Montreal have access to only 46% of the jobs accessible to other users. This research is expected to highlight for public transport engineers, planners, policy makers and advocates for those with disabilities, the importance of universal access in a region, especially along public transport networks, using a widely used land use and transport performance measure.

Routing in a multimodal urban public transportation network, according to the user's preferences, can be considered as a multi-objective optimisation problem. Solving this problem is a complicated task due to the different and incompatible objective functions, various modes in the network, and the large size of the network. In this research, two optimisation algorithms are considered for solving this problem. The multi-colony and multi-pheromone Ant Colony Optimisation (ACO) algorithms are two different modes of the Multi-Objective ACO (MOACO) algorithm. Moreover, according to the acquired information, the algorithms implemented in the public transportation network of Tehran consist of four modes. In addition, three objective functions have been simultaneously considered as the problem's objectives. The algorithms are run with different initial parameters and afterwards, the results are compared and evaluated based on the different obtained routes and with the aid of the convergence and repeatability tests, diversity and convergence metrics.