CHAPTER VII

Prof. Ir. A. Caroline Sutandi, S.T., M.T., Ph.D., IPU

Civil Engineering Department

Parahyangan Catholic University
2023
INTRODUCTION [1, 3, 4, 6, 7]

A system of transportation consists of:

• the network of fixed facilities (links,

interchanges, terminals, maintenance
facilities)
• vehicles
• a plan for the operation of the system
INTRODUCTION [1, 3, 4, 6, 7]

The operations plan specifies how these

various elements will be used to move
passengers and freight to be transported
and how this traffic will be passed
through terminals and routed from origin
to destination.

Operation plans vary from relatively

simple to extremely complex.
INTRODUCTION [1, 3, 4, 6, 7]

Appropriate public transport modes:

✓ The bus operates as a single vehicle

can share road space with other traffic,
and can combine with the local feeder;
✓ The train operates on segregated track
which may be on the surface,
underground, or above ground;
✓ The tram operates usually with electric
traction on steel rail.
INTRODUCTION [1, 3, 4, 6, 7]

The planning and control of transit

system operation include:

▪ route location
▪ stop location
▪ route scheduling
▪ vehicle and labour scheduling
▪ route evaluation
TRANSIT OPERATION [1, 3, 4, 6, 7]

Example:

Urban Bus Systems

ROUTE LOCATION [1, 3, 4, 6, 7]

Route location involves decisions about:

➢ the overall configuration of the

transit network;
➢ the spacing of routes;
➢ and their detailed location.
ROUTE LOCATION [1, 3, 4, 6, 7]

Radial -concentric Grid

Multicentered

Configurations of transit systems (or other

transportation network) [1]
ROUTE LOCATION [1, 3, 4, 6, 7]

Route spacing (coverage) for bus

systems is normally based on assumed
maximum walking distances for
passengers (0.4 km).

Route location is based on a number of

considerations: closest access to transit
users and streets involved for bus traffic
(geometric, structural load limit, traffic
congestion and signal control).
STOP LOCATION [1, 3, 4, 6, 7]

Stop location includes determination of:

❖ spacing of stops on the route

(based on walking distance and
bus travel time);
❖ the location (near side, far side,
midblock, 2 up to 5 stops per km);
❖ size of each stop (single loading
area or number of loading areas –
number of buses- needed).
STOP LOCATION [1, 3, 4, 6, 7]

Near side Far side Midblock

Bus stop locations [1]

STOP LOCATION [1, 3, 4, 6, 7]

Stop times consist of:

❑ clearance time: the time spent in

decelerating and accelerating the
vehicle and in opening and closing the
doors;
❑ dwell time: the time spent loading and
unloading passengers
STOP LOCATION [1, 3, 4, 6, 7]

Sizing of bus stops

3600(g/C)
Bbb =
tc + (g/C) td + Za cv td
Bbb = maximum number of buses per berth per hour
g/C = effective green time per signal cycle
td = dwell time, s
tc = clearance time between successive buses, s
Za = one-tail normal (based on probability of queuing, 1.960-1.040)
cv = coefficient of variation (standard
deviation/mean, 0.6) of dwell time
STOP LOCATION [1, 3, 4, 6, 7]

td = Pa ta+ Pb tb + toc
td = dwell time, s
Pa = alighting passengers per bus through the
busiest door during the peak 15 min, p
ta = passenger alighting time, s/p
Pb = boarding passengers per bus through the
busiest door during the peak 15 min, p
tb = passenger boarding time, s/p
toc = door opening and closing time, s
STOP LOCATION [1, 3, 4, 6, 7]

Example : [1]

Headway of a bus route in a city is 2 min. On

average, 10 passengers per bus board using
front door at a near-side stop and 8 passengers
alight (4 using front door and 4 using back
door). Fare collection is single coin (ta = 2 s and tb = 3
s). Time to open and close the door is 3 s,
clearance time is 15 s, maximum allowable of
bus queuing = 7.5%, g/C ratio is 0.5.
How many loading areas are required?
STOP LOCATION [1, 3, 4, 6, 7]

Number of buses: N = (60 min/h) / (2 min/bus)

= 30 buses/h

Clearance time tc = 15 s

Dwell time td = Pa ta+ Pb tb + toc

= (4)(2) + (10)(3) + 3
= 41 s
STOP LOCATION [1, 3, 4, 6, 7]

Za = 1.440 (corresponding to a probability of queuing of 7.5%)

(g/C) = 0.50; cv = 0.60

3600(g/C)
Bbb =
tc + (g/C) td + Za cv td
3600(0.5)
=
15 + (0.50)(41) + (1.440)(0.60)(41)
= 25 buses/h
STOP LOCATION [1, 3, 4, 6, 7]

25 buses < 30 buses → need 2 loading

areas

Therefore, Bbb for 2 loading areas

= 1,85 x 25
= 46 buses/h

Note:
ON LINE: Use of second berth is 85% of the first and
Use of third is 60% of the second;
OFF LINE: 85% and 75% respectively.
ROUTE SCHEDULE [1, 3, 4, 6, 7]

Route schedule (timetable) give the times

that successive buses pass points called
time points.

Timetable (during peak/off-peak priods, night

service, late night, weekends, and holidays)
are distributed to the public and also
important to calculate requirement
vehicles and drivers.
ROUTE SCHEDULE [1, 3, 4, 6, 7]

Headways

In general, headways are influenced by

the demand for service.
The shortest headways (capacity
headways) are during peak hours.
The maximum headways (policy
headways) are during off peak hours.
ROUTE SCHEDULE [1, 3, 4, 6, 7]

Headways should consider:

• The minimize sum of operating costs

• The value of time spent by passengers
waiting for services.

The capacity headway and the fleet size

to operate are given by:
ROUTE SCHEDULE [1, 3, 4, 6, 7]

h = ML / rP N=/h

h = headway
M = bus seating capacity
L = maximum acceptable average load factor
P = total patronage for the route in passengers
per hour
r = ratio of maximum load to passengers per trip
N = number of vehicle needed to operate the route
 = the cycle time
ROUTE SCHEDULE [1, 3, 4, 6, 7]

c0 = 0 N = 0  / h cw = (w P h)/2

c = c0 + cw = (0  )/ h + (w P h)/2

c0 = operating cost
0 = operating cost per vehicle hour operation
cw = total cost of passengers‘ waiting time
w = the value of passengers waiting time ($/h)
c = total cost of operating the route
ROUTE SCHEDULE [1, 3, 4, 6, 7]

Optimum headway (c is equal to zero),


20 
h=
w P

The convenient interval of headways is

10, 15, 30, 60 minutes. The interval is
also easier for passengers to remember.
ROUTE SCHEDULE [1, 3, 4, 6, 7]

Example:
An urban bus route has a patronage of 500
passengers/h and a cycle time of 2.5 h. Buses has
seating capacity of 50 passengers. The operating
cost is $60/bus-h and the transit operator believes
that passengers value waiting time at $10/h. The
ratio of maximum load to the total number of
passengers boarding is 0.60 and the operator’s
maximum load factor standard is 1.20. Determine the
capacity headway, the optimum headway.
ROUTE SCHEDULE [1, 3, 4, 6, 7]

Capacity headway:
h = ML / rP x 60 min/h
= (50)(1.20)(60) / (0.60)(500) =12min (use)

Total cost minimum headway (optimum

headway):

 
20  60 min 2(60)(2.5)
h= x = =15 min
w P h (10)(500)
ROUTE SCHEDULE [1, 3, 4, 6, 7]

Constructing Timetables

Once headways are determined for each

schedule block, the actual route timetable
can be constructed.

Given a headway and travel times, the

cycle time and number of vehicles
needed to operate the route may be
determined.
ROUTE SCHEDULE [1, 3, 4, 6, 7]

 = T + tL ; T =  ti + tl ; tl = max (t , tw)

i

N = / h = (T + tL) / h → tL = Nh - T

 = cycle time;
ti = travel time on segment i;
tL = excess layover time;
tl = minimum layover required;
tw = layover required to provide breaks for drivers;
t = layover required to dampen variations in travel
time
VEHICLE /LABOUR SCHEDULING [1, 3, 4, 6, 7]

Route schedules are the basis of

vehicle and labour schedule.

Vehicle and labour schedule have to

consider proper equipment available,
moving vehicle from one garage to the
ends of the route and back at the
beginning and end of day.
VEHICLE /LABOUR SCHEDULING [1, 3, 4, 6, 7]

The process of determining labor

schedules is called runcutting.
Runcutting is the process of
determining what runs will be available
for assignment. Runcutting is a
complicated problem because transit
system have to cover considerable
fluctuations in demand, and are often
constrained by complex work rules.
CONTROL OF OPERATION [1, 3, 4, 6, 7]

Specific goals of real time control are

control of headways and control of
operations at transfer points to ensure
that transfers take place as planned.

Major needs for real time control include

emergencies (accidents), crimes,
extreme traffic congestion, equipment
failure, illness of passengers and drivers,
routine mistakes.
CONTROL OF OPERATION [1, 3, 4, 6, 7]

For most transit systems, control of

operations is accomplished by a
combination of dispatchers at
headquarters and field inspectors.

Major issues in the real time control of

public transport systems are:
• transfer coordination;
• prevention of vehicle bunching.
ROUTE EVALUATION [1, 3, 4, 6, 7]

A periodic route evaluation is needed for

public tranport that use fixed facilities.
A number of performance indicators are:
• total ridership for the route;
• average demand;
• overloading (average number of standees);
• revenue collected on the route;
• estimated cost of operating the route;
• ratio of fares to cost;
• public complaints and suggestions.