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3 Frequency and HeadwayDetermination

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Daniel Cardenas Ruiz

on 1 October 2012

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Transcript of 3 Frequency and HeadwayDetermination

3. Frecuency and Headway Determination High service frequency for low passenger
demand is like trying to hit an apple
on the system’s head using a cannon forgetting is as important as remembering in the practical use of what is right to do. 3.5 Conclusion (two examples) One of the basic objectives in the provision of transit service is to ensure adequate space to accommodate the maximum number of on-board passengers along the entire route over a given time period 3.2 Max load (point check) methods Resource optimization and an effective level of transportation service. it is better to wear out by changing than to rust out by believing that what you
have is good enough. First Method Method one is based on data taken from the points up and taking control over the point of maximum rise along the route, taking into account the capacity of the vehicles and the frequency with which they are dispatched. The second point-check method, or Method 2, is based on the max load observed in each time period. Second Method Observations Although Method 1 has an advantage over Method 2 through cost saving in data gathering, it cannot be traded-off with accuracy of the results. That is, it is less costly and more convenient to retain a checker at one transit stop throughout the entire working day than to assign the same checker or others to a different stop at every period j. This section will use the ridecheck data for creating more alternatives to derive adequate frequencies, while assuming that the route remains the same. Nevertheless, we know that in practice the redesign of an existing route is not an activity often undertaken by transit agencies. 3.3 Load profile (ride check) methods This can be done by introducing frequency-determination methods based on passenger-km rather than on a max load measure. The first load-profile method considers a lower-bound level on the frequency or an upper bound on the headway, given the same vehicle-capacity constraint. We call this Method 3. Third Method Fourth Method This method establishes a level-of-service consideration by restricting the total portion of the route length having loads greater than the desired occupancy. It is a help for public transport companies to choose what is best according to their data and criteria between methods 1 and 2 on a profile of a checkpoint or methods 3 or 4 on the control of the route. 3.4 Criterion for selecting point check or ride check measuring the concentration increases in the parades of the routes Check the approximate load points and variability (log-Mormal) Using a mixed objective indirectly allows us to reach another key objective: sustainability (in particular, sustainable mobility and environmental sustainability). To obtain results much more important from the point of view of sustainability, it is important to consider also comovariable TNDP decision on the type of conveyance. If planned public transport system and optimized using these techniques, public transport becomes more attractive to users and not too costly for public transport companies. GRACIAS
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