Computer-Aided Transit Scheduling: Proceedings of the Fourth International Workshop on Computer-Aided Scheduling of Public Transport

348 Pages·1988·5.18 MB·English

by  Josef Hoffstadt (auth.)

Lecture Note
in Economics
Mathematical Systems
Managing Editors: M. Beckmann and W. Krelle
308
Joachim R. Daduna Anthony Wren (Eds.)
Computer-Aided
Transit Scheduling
Proceedings of the Fourth International Workshop
on Computer-Aided Scheduling of Public Transport
Springer-Verlag
Berlin Heidelberg New York London Paris Tokyo
EdIIorIeI Board
H.A1bach M.Beckmann (Managin Editor) P.Ohrymes
G. Fandel G. Feichtinger J. Greer W. Hildenbrand W. Krelle (Managing Editor)
H.P.Kunzi K.Ritter RSato U.Sctlittko P.Schonfeld R.Selten
Managing Editors
Prof. Dr. M. Beckmann
Brown University
Providence, RI 02912, USA
Prof. Dr. W. Krelle
Institut fOr Gesellschafts-und Wirtschaftswissenschaften
der Universitiit Bonn
Adenauerallee 24-42, 0-5300 Bonn, FRG
~
Dr. Joachim R Oaduna
TREUARBEIT Unternehmensberatung GmbH
New-York-Ring 13,0-2000 Hamburg, FRG
Anthony Wren
Senior Lecturer
Operational Research Unit
School of Computer Studies, University of Leeds
Leeds LS2 9JT, Great Britain
ISBN 978-3-540-19441-5 ISBN 978-3-642-85966-3 (eBook)
DOI 10.1007/978-3-642-85966-3
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© Spring8J'oVeriag Berlin Heidelberg 1988
Softcover reprint of the hardcover 1 st edition 1988
Priimng and binding: Druckhaus Beltz, Hemsbach/Bergstr.
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Foreword
This volume consists of papers presented at the Fourth International Workshop on Computer-Aided
Scheduling of Public Transport, which was held in Hamburg from 28th to 31st July 1987.
The first of this series of Workshops was held in Chicago in 1975. Papers presented then tended to
look forward to what might be done in the future application of computers to problems in transit
scheduling. No presentations described systems which had been implemented and were being used on
a regular basis, although a few papers discussed apparently successful once-off applications in both bus
scheduling and bus crew scheduling (or run-cutting). However, within a few months of the end of that
first workshop some systems had been implemented, both in Europe and in North America.
By the time of the second Workshop, in Leeds in 1980, several systems were in regular use. Most of
the crew scheduling implementations were based on heuristic methods (e.g., RUCUS), although
mathematically based methods were being used in Quebec City and in Hamburg, and several papers
described further mathematical methods in the course of development. A wide variety of bus
scheduling approaches was reported, many of them being in regular use.
The third Workshop, in Montreal in 1983, confirmed the movement from heuristic to mathematical
methods for bus crew scheduling, and increased the range of techniques reported. A trend towards
interactive systems for some users, which had already been seen in bus scheduling in 1980, was by now
extended to crew scheduling. The 1983 Workshop was perhaps the first at which it was generally
accepted, by users as well as by researchers, that computer tools for transit scheduling were available
for general use; several systems were in fact reported as having a range of implementations.
Proceedings of the first Workshop were not published, although the major contributions were
summarised in a survey paper presented at the second Workshop. The second and third Workshops
were published, and are referenced frequently in the current volume.
By the time of the current Workshop, many ofthe methods reported at Montreal had been developed
into well-proven and relatively widely used systems; two of the presenters each claimed twentyfour
users, spread between them over four continents; other systems were also being used in several
different locations. However, the situation was not static. The proven systems were being extended
and refined, while a range of new systems had sprung up, particularly interactive systems designed to
solve relatively simple problems.
The scope of the Workshop was broadened for 1987, so that topics related to scheduling might be
introduced. The call for papers emphasised urban public transport: buses, suburban railways, trams
and trolleybuses. However, in addition to main line scheduling topics, papers were invited on
IV
personnel rostering, database management, network and timetable generating systems, and expert
systems for scheduling.
The Programme Committee consisted of:
A Wren, University of Leeds, United Kingdom (Chairman)
M. Ball, University of Maryland, United States
P. Beecken, Hamburger Hochbahn AG, Germany
J.R. Daduna, Hamburger Hochbahn AG, Germany
G. Gallo, Universita di Pisa, Italy
G. Girnau, Yerband Offentlicher Yerkehrsbetriebe yay, Germany
J. Hoffstadt, Hamburger Hochbahn AG, Germany
J.-M. Rousseau, Universite de Montreal, Canada
M. Schader, Universitat der Bundeswehr Hamburg, Germany
B.M. Smith, University of Leeds, United Kingdom
H.I. Stern, Ben-Gurion University Beersheva, Israel
AW. Wardrop, Colston, Budd, Wardrop & Hunt Pty, Ltd., Australia
A large number of abstracts was received, and for the first time, some papers had to be rejected, while
parallel streams were organised for some sessions. Fortytwo papers were presented in total. However,
it was not possible to include them all in this proceedings volume, and the Programme Committee had
to make a further choice. Those papers selected for publication include the mainstream system
presentations, the experience of users, the major new developments in scheduling, and some on
interesting related topics. The appendix contents a list with names and addresses of authors and a list
of those papers which are not included.
The papers have been divided into five groups for the purposes of this volume. The first consists of a
single background paper by Hoffstadt outlining the history of computer-aided scheduling and surveying
current systems.
The remaining classification was not easy. Since several papers cover both bus and crew scheduling, it
was decided that it would not be appropriate to separate these two areas. Instead, an attempt has been
made to place papers which give theoretical bases for scheduling systems in the second group, while
those describing systems themselves are in the third group. Some papers clearly fulfil both roles, and
have been classified according to what is seen as the most relevant; this does not imply that they do
not contribute to the other group. In particular, papers which provide the theoretical basis for
implemented systems are in the second group, even if they describe implementations.
The fourth group consists of three papers from users of some of the most widely used systems, SAGE
(Campbell), BUS MAN (Elms) and RASTUS (Lamont). Other systems with many users have been
discussed within earlier groups (for example HOT by Daduna and Mojsilovic).
The final group contains some papers on line network planning which have a particular affinity with
scheduling.
v
We are very grateful for the co-operation of the Institut fur Informatik of the UniversWit der
Bundeswehr who made available the meeting rooms for the Workshop, which provided an excellent
location for all our activities, and who helped with administrative arrangements. We also wish to
express our thanks to the Hamburger Hochbahn AG, who managed the administrtation, provided
excellent hospitality, and assisted with these proceedings.
The workshop owed much to its sponsors, who helped in many ways, and we thank them for this:
Brown, Boveri & Cie AG
Daimler-Benz AG
Hamburg-Consult
Linke-Hofman-Busch GmbH
Hans Rudolf Schmidt & Co.
SiemensAG
Unisys Deutschland GmbH
At the close of the Workshop a meeting was held which looked forward to the next Workshop in the
series. The fifth Workshop will be held in Montreal in 1990, and will be organised by J.-M. Rousseau,
whose address will be found in appendix 1.
Joachim R. Daduna
Anthony Wren
Table of Contents
Part 1
Computer-aided scheduling in urban mass transit companies: Past, present 1
and future.
J. Hoffstadt; Hamburg, Germany
Part 2
ALIAGES: A system for the assignment of bus routes to garages. 8
J.-M. Rousseau, R. Lessard, M. Dl5silets; Montrl5a1, Canada
The multiple vehicle DIAL-A-RIDE problem. 15
J. Desrosiers, Y. Dumas, F. Soumis; Montrl5a1, Canada
Bus scheduling with a rlXed number of vehicles. 28
J. Paixiio, I.M. Branco; Lisboa, Portugal
An interactive system for extra-urban vehicle and crew scheduling problems. 41
E. Tosini, e. Vercellis; Milano, Italy
A Lagrangian relaxation based heuristic for the urban transit crew scheduling 54
problem.
M. Ball; College Park MD, United States; H. Benoit-Thompson; Montrl5al, Canada
BDS: A system for the bus drivers' scheduling problem integrating 68
combinatorial optimization and logic programming.
P. Carrares~ N. Ciaramella, G. Gallo, L. Lucchesi; Pisa, Italy; P. Lullia; F"trenze, Italy
CREW-OPT: Crew scheduling by column generation. 83
M. Desrochers, F. Soumis; Montrl5al, Canada
Aspects of bus crew scheduling using a set partitioning model. 91
J.e. Falkner, D.M. Ryan; Auckland, New Zealand
Experiences with a crew scheduling system based on set covering. 104
A. Wren, B.M. Smith; Leeds, United Kingdom
Planning shift work and duty roster for personnel with variable workload. 119
L. Sohngen; Ottobrunn, Germany
Part 3
Computer-aided vehicle and duty scheduling using the HOT programme 133
system.
J.R. Daduna, M. Mojsilovic; Hamburg, Germany
Development and implementation of an automatic system for bus and 147
crew scheduling at RN -Portugal.
J.R. Eusebio, L. Amado, L. Fragoso, J. Paixao; Lisboa, Portugal
The development of Micro-BUSMAN: Scheduling on micro-computers. 160
A. Wren; Leeds, United Kingdom; M. Chamberlain; Manchester, United Kingdom
Overview of HASTUS current and future versions. 175
J.-Y. Blais, J.-M. Rousseau; Montrl5al, Canada
Scheduling on microcomputers using MICROBUS. 188
H.-H. Bertram; Braunschweig, Germany; J. Winckler; Berlin, Germany
VIII
INTERPLAN -An interactive program system for crew scheduling and 200
rostering of public transport.
P. Mott, H. Fritsche; Karlsruhe, Germany
OPTIBUS: A scheduling package. 212
A. Ceder; Haifa, Isral; B. Fjomes; Oberwil, Switzerland; Hl. Stern; Beersheva, Israel
Integrated decision support systems for urban transport scheduling: 226
Discussion of implementation and experience.
K. Darby-Dowman; London, United Kingdom; J.K. Jachnik; Richmond, United Kingdom;
R.L. Lewis; London, United Kingdom; G. Mitra; Uxbridge, United Kingdom
CHIC Graphic and CHIC Services: RATP-developed software packages 240
for time-scheduled design.
J.-C. Urvoy; Paris, Frabce
Scheduling railway motive power. 250
A.W. Wardrop; Chatswood, Australia
• Part 4
The use of computers in bus and crew scheduling by London Buses and 262
its predecessors: A user's view.
J.M. Elms; London, United Kingdom
The transition to computerized bus and crew scheduling at the Montreal 272
urban community transit company.
J. Lamont; Montr6al, Canada
The SEMTA experience with computer-aided scheduling. 279
R.L. Campbell; Detroit, United States
• Part 5
Designing transit short-turn trips with the elimination of imbalanced loads. 288
A. Ceder; Haifa, Israel
Co-ordination of joint headways. 304
R.S.K. Kwan; Leeds, United Kingdom
Computer-aided line network design (DIANA) and minimization of 315
transfer times in networks (FABIAN).
W. Keudel; Hamburg, Germany
Schedule synchronization for public transit networks. 327
W.-D. K1emt, W. Stemme; Berlin, Germany
Appendix 1 337
Appendix 2 339
Computer-Aided Scheduling in Urban Mass Transit
Companies:
Past, Present and Future
Josef Hoffstadt, Hamburger Hochbahn Aktiengesellschaft
Hamburg, Germany
Urban mass transit companies are forced to look for new methods for reducing the conflict between
demand retention or even expansion of available services and decreasing subsidies. A practicable way of
overcoming this situation consists in establishing computer-aided planning systems. All phases of the
planning process must be included in these efforts as strategic and operational planning as well as
implementation and critical appraisal.
In the past development of computer-aided planning started at first with data management. The progress
in computer technology and optimisation techniques offered the possibility for processing these basic data
in order to solve isolated problems.However, on account of the required performance only mainframes
have been suitable to handle such problems.
During the last years, decentralized hardware using interactive and graphic mode as well as relational data
base systems have come to force. Today different software packages exist which are used in practice. They
are running on micro and mini computers, treating planning problems at each phase.
In future, further developments will be concentrated not only on available hardware but also on the basic
software. Making purposeful use ojreiational data base systems, it will be possible to connect planning
processes to be solved in the different phases. Important aspects will also be undoubtedly the evaluation in
the field of artificial intelligence and optimisation procedures.
1 Introduction
Urban mass transit companies are forced today, as they have been in the past, to look for new methods
to reduce the conflict between demand for retention or even expansion, of available services and
decreasing subsidies. This situation results from different interests of the groups concerned, for
example, transport authority management, politicians and passengers; it remains insoluble.
Nevertheless, it is possible to take the edge of this conflict without neglecting any of the competing
positions. A practicable way of escaping from this situation consists in establishing computer-aided
planning systems.
2
2 The Planning Process In Urban Mass TransH
The business of urban mass transit companies is to arrange the supply of travel demand. The planning
process involved in this business can roughly be divided into four phases which are treated successively
but iterated cyclicly for each timetable revision.
• Planning the service level (strategic planning)
This phase essentially covers the determination of line networks and offered trips. The service level
thus established yields the input for operational planning.
• Planning vehicle and staff operations (operational planning)
Vehicle and duty schedules, and duty rosters, are determined at the operational level. The results
of this planning process are the detailed instructions for carrying out vehicle and staff operations.
• Carrying out and controlling the plan (implementation)
Controlling the execution of vehicle operations and the deployment of staff are the most important
tasks during this phase. However, it is necessary, not only to supervise the implementation of the
plans, but to consider action to be taken to deal with day to day variations in operation, whether
planned or resulting from emergencies.
• Analysing the execution (critical appraisal)
The results of comparing planned and actual operations must be analysed. From this analysis follows
a feed-back to vehicle and staff operations for the current time-table through marginal adjustments,
as well as an input to planning future time-tables.
3 The Objectives of Computer-Aided Planning
In using software packages for planning, the objective is to improve the determination of service level
as well as to devise plans for vehicle and staff operations. To attain such a global objective many actions
are necessary. There is in fact an interdependent and conflicting system of sub-objectives. This situation
arises because of the different views of the groups concerned with the planning process.
Management's objectives include obtaining an increased demand as a result of improvements in the
service level as well as acquiring additional tools for decision support. The most important factors are:
• Increasing the use of public transport to gain more revenue, thereby reducing subsidies;
• Reducing operating costs for a given timetable or providing increased capacity for given costs;
• Reducing medium-term capital investment;
• Analysing the consequences of changing some of the parameters governing the operation;
• Supporting decision processes by simulating different scenarios.
3
Advantages for planning staff consist principally of improved working conditions. In addition, better
results are obtained by using computer-aided planning systems. Particular benefits are:
Handling time-absorbing routine work on a computer;
o
Utilising the savings in labour time for more intensive checking as well as for handling additional
timetables in order to adapt the service level to seasonal variations;
Shortening the planning time-scale by applying optimisation techniques to construct admissible
solutions;
Reacting immediately to interruptions in the traffic network and alterations in the service level.
Last, but not least, economic and political aspects must be considered. By reducing private transport
in favour of public transport, it is possible to save energy and reduce air pollution.
4 The Evolution of Computer-Aided Planning
The fundamental developments in computer-aided planning originate from the time of World War II
and the years which followed. As in many other spheres, it would seem that the coincidence of military
requirements and scientific basic research led to important progress (c.f. Dantzig [3]). It is apparent
that these developments still have a significant effect today. The results of the Cowles Commission
Conference (Koopmans [7]), together with the work of Beckman, McGuire and Winsten [1], represent
landmarks in this evolution.
The field of public transport has, of course, benefitted, as the development of computer techniques
and formalised solution procedures, especially using optimisation algorithms, has often been
independent of application area. This is, for example, the case in the transit vehicle scheduling problem
which may be solved using assignment codes (e.g., Hoffstadt [6] and Mojsilovic [11]), for which the
theoretical basis was published by Kuhn [8] and Tomizawa [15], or network codes (Luedtke [9]), treated
first by Orden [12], introducing the transshipment problem.
In parallel with the above developments, specialised heuristics have been evolved both for vehicle
scheduling (e.g., Wolfenden and Wren [17], Wren [18]) and for certain specialised driver scheduling
problems (Wilhelm [16], Manington and Wren [10] and Parker and Smith [13]).
The use of computational tools in public transport companies, of course, did not originate with planning
the service level or vehicle and duty schedules. Initially, only time-table data was processed to yield
different lists and forms.
Because these data were stored and because of the progress in optimisation and other computational
techniques, it was natural to establish methods to solve network planning and scheduling problems by
computer. However, since the cost-to-performance ratio of available computers and the efficiency of
existing algorithms were not sufficient, it was not possible in earlier times to introduce such software
systems into practical operations.