Hybrid Evolutionary Metaheuristics for Concurrent Multi-Objective Design of Urban Road and Public Transit Networks
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DOI: 10.1007/s11067-011-9163-x
- Cite this article as:
- Miandoabchi, E., Farahani, R.Z., Dullaert, W. et al. Netw Spat Econ (2012) 12: 441. doi:10.1007/s11067-011-9163-x
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Abstract
This paper addresses a bi-modal multi-objective discrete urban road network design problem with automobile and bus flow interaction. The problem considers the concurrent urban road and bus network design in which the authorities play a major role in designing bus network topology. The road network design deals with the decision making for new street constructions, lane additions to existing streets, lane allocations for two-way streets, and the orientations and locations of one-way streets. The bus network design is performed by keeping the terminal stations of the existing bus lines unchanged and redesigning the forth and back routes of each line. Four measures, namely user benefit, the demand coverage of the bus network, the demand share of the bus mode, and the average travel generalized cost of bus passengers, are used to evaluate the network design scenarios. The problem is formulated as a multi-objective optimization model in which a modal-split/assignment model is included to depict the mode and route choice behaviors of travelers. The model is solved by the hybrid genetic algorithm and the hybrid clonal selection algorithm. The performance of these algorithms is presented and investigated by solving a number of test networks.
Keywords
Bimodal Transit network design Road network design Multi-objective optimization Elastic demand Hybrid metaheuristics1 Introduction
One of the most challenging issues in which authorities in urban areas always face with is to cope with the ongoing growth of travel demand and increasing volumes of traffic in urban transportation networks (Miandoabchi et al.2011). Many network improvement plans including street expansion and reconfiguration plans, traffic control system adjustment plans, public transport improvement plans, etc. are usually implemented in urban transportation networks to cope with the problem. These network improvement plans can be studied and analyzed under the branch of “Urban Transportation Network Design Problems” (UTNDPs) that deal with the designs of road or public transit networks. UTNDPs can be further classified into four categories, namely the “Road Network Design Problem” (RNDP), the “Transit Network Design Problem” (TNDP), the “Bimodal Network Design Problem” (BMNDP), and the “Multi-Modal Network Design Problem” (MMNDP).
The RNDP is often called “Network Design Problem” (NDP) and is modeled as the Stackelberg (or leader-follower) game. Government as the network authority plays the role of the leader who decides to change the network design, and network travelers react with the decision of the leader and determine their travel routes. Besides, travelers compete with each other to choose the required routes. As a result, the problem can be expressed as a bi-level mathematical program, in which the upper level problem simulates the leader’s decision making based on the existing constraints and specific criteria, and the lower level problem simulates the travelers’ response to the leader's decisions. The lower level problem itself is modeled using the Nash-Cournot equilibrium concept to depict the competition of the travelers.
The RNDP generally does not differentiate different modes. This problem can be classified into the Discrete NDP (DNDP), the Continuous NDP (CNDP), and the Mixed NDP (MNDP). The DNDP deals with discrete decision variables such as the construction of new streets and defining the orientation of the streets. The CNDP is concerned with continuous network attributes such as toll setting. The MNDP deals with both discrete and continuous decision variables. Comprehensive reviews on the RNDPs can be found in Magnanti and Wong (1984), Friesz (1985), Migdalas (1995), Yang and Bell (1998) and Lin et al. (2011).
The TNDP is concerned with public transport network design in terms of network attributes and the operational conditions of the public transit vehicles. Every public transport network is composed of a set of transit routes which are defined by predetermined sequences of stations between two terminals. A group of transit vehicles such as buses, metro, trains, trams, etc., operates based on a predefined schedule on each route. A significant body of research exists in the field of the TNDP, and a large portion of it is directed towards bus network design. The hierarchy of bus network design decisions in the TNDP can be presented as strategic, tactical, and operational levels (Ceder and Wilson 1986): network or topology design (strategic level), frequencies setting, timetable development (both tactical), bus scheduling, and driver scheduling (both operational). These problems are studied individually or in combination with each other, and a wide spectrum of related works exists as the result of different assumptions, modeling and solution approaches. The use of bi-level programming such as in the RNDP is not common in all TNDPs; for example network topology design problems are often modeled as single level problems assuming shortest path selection or other simple user route selection behaviors. On the other hand, equilibrium route choice behavior (bi-level programming) is mainly used when frequency setting is the sole or one of the decisions of the problem. Desaulniers and Hickman (2007) and Guihaire and Hao (2008) provide a comprehensive review of the TNDPs.
RNDPs and TNDPs usually assume fixed demand share and also do not consider the impact on the decisions on the mode under focus on the other existing modes; while the decisions of road network might affect the performance and demand share of the public transportation network and vice versa. The interaction of automobile and bus flows is considered in a few studies in TNDPs (e.g., Fernández et al.2008) and RNDPs (e.g., Cantarella and Vitetta 2006).
The BMNDP is concerned with both public transit and private automobile modes, while the MMNDP considers at least three modes. In contrast to most of RNDPs and TNDPs, in these problems demand for each mode is elastic, and also the effects of decisions of one mode on the performance and demand share of the other modes is taken into account. Studies in the MMNDP and BMNDP focus on both general cases (e.g., Van Nes 2002; Clegg et al. 2001) and specific problems such as pricing problems (e.g., Bellei et al. 2002; Ying and Yang 2005; D’Acierno et al.2006; Hamdouch et al.2007), the transit fare or frequency setting problem (e.g., Lo et al.2003; D’Acierno et al. 2005; Uchida et al.2007), and the simultaneous road toll, ticket price, and transit frequency setting problem (e.g., Ferrari 1999).
As can be seen from the literature, TNDPs ignore the existing road network restrictions and at most consider a set of two-way streets network as the base for the design of bus network. In realty one-way streets may cause complications on TNDPs as the forth and back routes of a bus line cannot be on the same one-way street. On the other hand, RNDPs and especially those with street orientation decisions do not consider the interferences with the existing bus network, and the decisions may result in a disconnected bus network.
Although usually private companies operate bus lines, there are cases all over the world that public authority operates the bus lines and that the private bus line operators have the least authority to decide to modify the existing bus routes in the network. In such cases, where public authority has the main role in determining the bus network design, if the redesign of the bus network is possible when deciding to invest on road network improvements, advantages can be gained by improving both networks simultaneously. The decisions of both networks can be made jointly to improve the performances of both networks, leading to a more efficient bus network and a less congested road network.
- a.
Constructing new streets;
- b.
Adding new lanes to the existing network streets;
- c.
Determining the directions and locations of one-way streets;
- d.
Determining lane allocations in two-way streets, and
- e.
Determining the topology of the bus network.
Items (a) to (d) are related to discrete road network design decisions. These decisions have been studied in many works, individually or in combination with each other. New street construction has been investigated as an individual decision and very often together with lane additions (e.g., Steenbrink 1974; LeBlanc 1975; Poorzahedy and Turnquist 1982; Poorzahedy and Abulghasemi 2005; Poorzahedy and Rouhani 2007). Street capacity expansion has usually been studied as a continuous decision variable, as a huge body of research in the RNDP belongs to the CNDP with street expansion (e.g., Dantzig et al. 1979; Patil and Ukkusuri 2007; Ukkusuri et al. 2007; Ukkusuri and Waller 2008; Chung et al. 2011; Karoonsoontawong and Waller 2010). Discrete capacity expansion in the form of lane addition has also been studied in the literature of the DNDP. Lane addition has been studied in the form of do not-do decision, together with decisions such as road resurfacing or lane capacity enhancement (e.g., LeBlanc 1975; Jeon et al.2006). The street orientation problems in either all one-way or mixed one-way and two-way form have been studied by some authors (e.g., Roberts and Xu 1988; 1989; 1992; 1994; Lee and Yang 1994; Drezner and Wesolowsky 1997; Drezner and Salhi 2000; 2002). The orientation of streets has been considered together with signal timings in Cantarella et al. (2006) and Gallo et al. (2010), and together with street construction in Drezner and Wesolowsky (2003). Reallocations of street lanes in peak hours has been studied in Zhang and Gao (2007), and the simultaneous considerations of lane allocations, street orientations, signal timings and parking lane allocations have been investigated by Cantarella and Vitetta (2006).
In the previous works of the authors, a multi-objective DNDP (Miandoabchi et al.2010), and a multi-objective BMNDP (Miandoabchi et al.2011) were proposed. The former work considers decisions (a) to (d) in two problem variations in terms of two-way streets lane allocations. The latter considers decision set (a)-(d) together with allocation of exclusive bus lanes, assuming a fixed existing bus network. The present work involves bus network topology design decision as the fifth decision, which leads to a completely new BMNDP that has been never investigated before. The concurrent design of bus and road networks requires a compromise between the performances of both networks. As the result, the problem is formulated as a multi-objective mixed-integer nonlinear bi-level programming model with a combined modal-split/assignment problem in its lower level. As the model is highly complex and non-convex, two multi-objective hybrid metaheuristics, namely multi-objective hybrid genetic algorithm and multi-objective hybrid clonal selection algorithm, are developed to solve the model. Both algorithms have incorporated simulated annealing and attempt to obtain a set of Pareto-optimal solutions.
- 1.
A new multi-objective, bi-modal network design problem with bus and automobile flow interaction is proposed which includes both the DNDP and bus network topology design decisions.
- 2.
Two new hybrid meta-heuristics for the problem are proposed.
The rest of the paper is organized as follows: Section 2 presents the problem definition. The problem formulation and the notations are described in Section 3. Section 4 depicts the hybrid genetic algorithm and the hybrid clonal selection algorithm. The computational results are discussed in Section 5. Finally, Section 6 gives the conclusions and the suggestions for the future research.
2 Problem definition
The problem under consideration is to design a bimodal urban transportation network under a multi-objective decision-making framework taking into account the effects of automobile flows on bus flows or vice versa. All types of streets in road networks are called “link”. Each two-way link consists of two arcs and each one way link consists of one arc. Each arc has a number of lanes allocated to it. If a movement is not allowed in one direction of a link, no arc will exist in that direction.
A bus network is defined by a set of “bus lines” which operate on their specified routes. In this paper, the design of the bus network is carried out by keeping the terminal stations unchanged and redesigning the forth and back routes of each existing bus line. A bus line is identified by two sequences of road network nodes, as the forth and back routes between two terminal stations, in which a group of buses operate on it. The forth and back routes may or may not pass the same sequence of nodes. Arcs of the road network can be distinguished as two types: (1) arcs that bus lines pass through them are referred to as “bimodal arcs”, and (2) arcs that no bus lines pass through them are referred to as “auto arcs” (Miandoabchi et al.2011).
2.1 Assumptions
A basic road network with all two-way links exists in advance;
A previous bus network exists in which it is intended to be redesigned by keeping the existing bus lines, but modifying their forth and back routes;
Links are allowed to have different numbers of lanes in each direction;
Travel demand between each origin and destination (OD) pair is fixed and known, but the travel demand for each mode is elastic and is determined by a logit modal split function;
Auto and bus flows influence each other, and thus the travel cost function for each mode is asymmetric;
The forth and back routes of a bus line are not restricted to pass through the same set of nodes;
Automobile drivers follow the deterministic user equilibrium principle in selecting their paths whereas bus passengers select bus lines based on the shortest hyperpath (e.g., Nguyen et al.1998; Spiess and Florian 1989; De Cea and Fernández 1993) and;
Automobile flows and bus passenger flows are determined by solving the combined modal-split/traffic assignment problem.
2.2 Inputs
The estimated total travel demand matrix;
The terminal node pair and frequency for each bus line;
Maximum allowable round trip time for each bus line;
Network link attributes including capacities, investment costs, and travel cost functions;
Candidate new link construction projects and their costs (a link construction project includes construction of a new street between two nodes of the network). The candidate link construction projects consist of a set of possible street constructions that has been identified by the network authority;
Maximum allowable number of lane additions to network links and their costs (a lane addition project includes construction of a pair/s of new lanes on each side of the existing street). This number is determined by the network authority;
Budget limit for lane addition and link construction projects, and
The values of walking, waiting and travel times, auto toll, and bus fare.
2.3 Outputs
The orientation and locations of one-way links;
The number of lanes allocated to each direction of each network link;
New link constructions;
Lane additions to the existing network links, and
Forth and back routes of each bus line.
3 Mathematical models and notations
Let G (N, A) be the directed graph for the existing transport network, where N is the set of nodes (including intersection, origin, and destination nodes), and A the set of existing network arcs. In such a network, an automobile network and a basic bus network can be distinguished. The former corresponds to the road network and the latter is defined by a set of bus lines passing the road network arcs. Each bus line is defined by a set of binary variables, stating the arcs that the bus line passes through in its forth and back routes between the two bus terminals.
Since this study focuses on bus network planning rather than actual bus operation, the formulation proposed must be able to handle large bus networks. Therefore, the frequency-based approach (e.g., Teklu 2008 and Li et al.2009) is more suitable than the schedule-based approach (e.g., Nuzzolo et al. 2001) to model passenger assignment. Among the existing frequency-based modeling frameworks, the modeling framework proposed by Uchida et al. (2007), which is derived from De Cea and Fernández (1993), can handle larger transit networks compared with those proposed by Nguyen et al. (1998) and Spiess and Florian (1989) because some of line sections in the bus network are combined. Moreover, Uchida et al. (2007) is able to cope with the interaction between multiple modes and the in-vehicle congestion effect whereas Nguyen et al. (1998) and Spiess and Florian (1989) cannot. Therefore, the modeling approach of Uchida et al. (2007) is adopted and modified to consider different road network design decisions.
In the modeling approach of Uchida et al. (2007), a modified bus network is derived from the basic network and then combined with the automobile network to form a hyper-network. Since in our problem the bus routes are designed for each network design scenario \( {\mathbf{y}} \), a modified network is created for each scenario. Each modified network is denoted by \( \hat{G}(\hat{N},\hat{A}({\mathbf{y}})) \) where \( \hat{N} \) is the subset of road network nodes, and \( \hat{A}({\mathbf{y}}) \) the set of the walking links and route sections. A route section is defined by a portion of a route between two consecutive transfer nodes and is associated with a set of attractive lines (Li et al.2009). The set of attractive lines for each route section is obtained by solving the common line minimization problem (De Cea and Fernández 1993; Uchida et al. 2007). Walking links are used to capture the effect of walking time on travel choice in our proposed model and connect bus stops to Origin/Destination nodes as well as these nodes to the parking locations of the expanded automobile network where candidate new links are included. To simplify the hyper-network, walking time in the automobile network is assumed to be negligible in this network, and bus stops are assumed near the head or tail of the arc. The first assumption is justifiable as the walking distance from the origin to the parking location is short, and only the difference of the walking time to the bus stop and that to the parking location is important to determine the mode choice. The second assumption is not too unrealistic since there are some real world examples such as the city of West Lafayette to support this assumption.
3.1 Sets
- N
set of network nodes i, j, p, q, p', q'
- \( \hat{N} \)
set of modified bus network nodes \( \hat{i},\hat{j} \)
- A
set of existing network arcs (i, j)
- A'
set of candidate new network arcs (i, j)
- \( \hat{A}({\mathbf{y}}) \)
set of modified bus network arcs \( (\hat{i},\hat{j}) \) for a specific design scenario y
- \( {\tilde{A}_{\hat{i}\hat{j}}}({\mathbf{y}}) \)
set of road network arcs which affect the travel time on modified bus network arc \( (\hat{i},\hat{j}) \) for a specific design scenario y
- L
set of existing network links l
- L'
set of candidate new network links l'
- S_{l}
set of arcs corresponding to existing network link l
- S_{l'}
set of arcs corresponding to candidate new network link l'
- W
set of all OD pairs (p, q)
- E
set of bus lines e
- \( {\hat{E}_{\hat{i}\hat{j}}}({\mathbf{y}}) \)
set of bus lines passing through modified bus network arc \( (\hat{i},\hat{j}) \) for a specific design scenario y
- \( {\bar{E}_{\hat{i}\hat{j}}}({\mathbf{y}}) \)
set of attractive bus lines passing through modified bus network arc \( (\hat{i},\hat{j}) \) for a specific design scenario y
- R_{pq}
set of auto routes r between OD pair (p, q)
- \( {\hat{R}_{pq}}({\mathbf{y}}) \)
set of bus routes \( \hat{r} \) between OD pair (p, q) for a specific design scenario y
- T_{e}
set of terminal node pairs corresponding to bus line e
- \( \hat{W}({\mathbf{y}}) \)
set of OD pairs that are connected by the bus network (\( \hat{W} \subset W \)) for a specific design scenario y
3.2 Decision variables
- y_{l}
number of lanes added to existing link l
- u_{l'}
binary variable, which equals 1 if link l' is built, and zero otherwise
- z_{ij}
binary variable, which equals 1 if arc (i, j) is built or present, and zero otherwise
- k_{ij}
number of auto or shared auto-bus lanes allocated to arc (i, j)
- \( \lambda_{ijoo'}^e \)
binary variable, which equals 1 if the route in bus line e which starts from terminal node o and ends in terminal node o', passes through arc (i, j) and is zero otherwise
- \( X_r^{pq} \)
auto traffic flow on route r ∈ R (vehicles per hour)
- \( \hat{X}_{\hat{r}}^{pq} \)
bus passenger flow on route \( \hat{r} \in \hat{R} \) (passengers per hour)
- y
vector of design variables representing a design scenario, \( {\mathbf{y}} = \left[ {{y_l},{u_{l'}},{z_{ij}},{k_{ij}},\lambda_{ijoo'}^e} \right] \)
- x
vector of path flows, \( {\mathbf{x}} = \left[ {X_r^{pq},\hat{X}_{\hat{r}}^{pq}} \right] \)
3.3 Parameters
- \( {\bar{d}_{pq}} \)
total travel demand between OD pair (p, q)
- B
budget limit for lane addition and link construction projects
- y_{l}^{max}
maximum allowable number of lanes added to each side of existing link l
- H_{e}
maximum allowable round trip time of bus line e
- K_{l}
current number of lanes on existing link l
- K_{l'}
number of lanes on candidate new link l'
- \( {\delta_{ijr}} \)
binary variable, which equals 1 if route r uses arc (i, j), and zero otherwise
- \( {\delta_{\hat{i}\hat{j}\hat{r}}} \)
binary variable, which equals 1 if route \( \hat{r} \) uses arc \( (\hat{i},\hat{j}) \), and zero otherwise
- π
auto occupancy (average number of passengers in one auto)
- M
a large positive number
- Ψ
bus-specific constant, \( \psi \geqslant 0 \)
- θ
mode choice parameter, \( \theta \geqslant 0 \)
- \( {\rho_{ij}} \)
auto toll on arc (i, j)
- \( {\hat{\rho }_{\hat{i}\hat{j}}} \)
the fixed bus fare for traveling between \( \hat{i} \) and \( \hat{j} \)
3.4 Functions of decision variables
- w_{pq}
binary variable, which equals 1 if OD pair (p, q) are connected in the bus network or a person from p can reach q through the bus network
- \( \xi_{ijoo\prime }^e \)
binary variable, which equals 1 if a person from node i can reach node j by bus line e with the starting terminal node o and ending terminal node o', and zero otherwise
- d_{pq}
auto demand between OD pair (p, q) (passengers per hour)
- \( {\hat{d}_{pq}} \)
bus passenger demand between OD pair (p, q) (passengers per hour)
- x_{ij}
auto traffic flow on arc (i, j) (vehicles per hour)
- \( {\hat{x}_{\hat{i}\hat{j}}} \)
bus passenger flow on arc \( (\hat{i},\hat{j}) \) (passengers per hour)
- \( {\tilde{x}_{\hat{i}\hat{j}}} \)
the sum of bus passenger flow boarding the lines passing through arc \( (\hat{i},\hat{j}) \) before \( \hat{i} \) and alighting after \( \hat{i} \) and the bus passenger flow boarding at node \( \hat{i} \) and alighting after \( \hat{j} \) (passengers per hour)
- \( \chi_{\hat{i}\hat{j}}^e \)
bus passenger flow of line e on arc \( (\hat{i},\hat{j}) \) (passengers per hour)
- \( \tilde{\chi }_{\hat{i}\hat{j}}^e \)
bus passenger flow competing line e with the passenger flow on arc \( (\hat{i},\hat{j}) \)(passengers per hour)
- Λ_{ij}
binary variable, which equals 1 if arc (i, j) is bimodal, and zero otherwise
- g_{l}(y_{l})
investment cost function for the expansion of existing link l, when y_{l} lanes are added to both sides of the link
- g'_{l'}(u_{l'})
investment cost function for the construction of candidate new link l'
- \( t_{ij}^1 \)
travel cost function of the auto mode on arc (i, j) in the absence of bus flows
- \( t_{ij}^2 \)
travel cost function of the auto mode on arc (i, j) in the presence of bus flows
- \( t_{ij}^3 \)
travel cost function of the bus mode on arc (i, j)
- \( {\hat{t}_{\hat{i}\hat{j}}} \)
in-vehicle travel cost function for bus passengers on arc \( (\hat{i},\hat{j}) \)
- \( \hat{\tau }_{\hat{i}\hat{j}}^e \)
in-vehicle travel cost function for bus passengers of line e on arc \( (\hat{i},\hat{j}) \)
- \( t_{\hat{i}\hat{j}}^a \)
access time cost function of bus passengers on arc \( (\hat{i},\hat{j}) \)
- \( {\tilde{t}_{\hat{i}\hat{j}}} \)
waiting time cost function of bus passengers on arc \( (\hat{i},\hat{j}) \)
- h_{pq}
minimum generalized travel cost of auto between OD pair (p, q)
- \( {\hat{h}_{pq}} \)
minimum generalized travel cost of bus passengers between OD pair (p, q)
- \( {\sigma_{p\prime q\prime ij}} \)
binary variable, which is equal to 1 if arc (i, j) is on the shortest auto path connecting OD pair (p', q') and is equal to zero otherwise
- Z_{1}
first objective function—total user benefit
- Z_{2}
second objective function—the demand share of the bus mode
- Z_{3}
third objective function—the demand coverage of the bus network
- Z_{4}
fourth objective function—average generalized travel cost of a trip by bus
3.5 Mathematical model
As shown above, this problem has four objectives. The first objective of our problem as stated in (1) is to maximize total user benefit. This objective is commonly considered in UTNDPs and seeks to benefit all users of the network on average regardless of the mode they use (Miandoabchi et al.2011). Encouraging travelers to take buses is also a common approach taken by government authorities. Thus the second objective as depicted by (2) seeks to maximize the passenger demand share of the bus mode. The third objective as given in (3) is to maximize the total demand coverage provided by the bus network (i.e., the total demand for OD pairs connected by the bus network, divided by the total travel demand in the network.). The third objective aims at maximizing accessibility by covering as many demand nodes by bus network as possible (i.e., service coverage), and at the same time minimizing the disconnectivity of OD pairs within the bus network (i.e., maximizing the connectivity of the bus network). Note that this is not the same as the second objective, since demand share for some covered OD pairs may be low at the design time, but it can be planned to increase the share by improving frequencies etc. The last objective as shown in (4) is to minimize the average generalized travel cost between OD pairs connected through the bus network. In other words, it seeks to minimize the average generalized travel cost for a bus mode trip.
Constraints (5)-(14) are related to design constraints for the automobile network. Constraint (5) restricts the total cost of lane additions and link constructions not to be greater than the available budget. Constraint (6) imposes limits to the lanes that are added to the existing links. Equations (7) and (9) allocates the existing and new lanes on each existing (candidate) link. Constraint (8) ensures that there is at least one arc on each existing link. Constraints (10)-(11) ensure that at least one arc is built for each candidate link to be constructed. Constraints (12)-(13) assure that no lane is assigned to non-existing arcs. Constraint (14) ensures the strong connectivity of the network, which means a route exists between any pair of nodes. This is equivalent to restricting the minimum travel time cost between any pair of nodes to be smaller than a very large number.
Constraints (15)-(27) are bus network design constraints. Constraint (15) ensures that bus routes are not built on non-existing arcs. Constraint (16) requires that at least one bus line passes through a bimodal arc and no bus lines passing through an auto arc. Constraints (17)-(19) and (20)-(22) respectively restrict the forth and back routes for bus lines to be built between the assigned terminal pairs. Constraints (17)-(18) and (20)-(21) assure that only one arc is assigned to the start arcs of forth and back routes of each bus line respectively. Constraints (19) and (22) assure that forth and back routes between terminal nodes pair for each bus line are connected and without cycles and backtracks. Constraint (23) restricts that the forth and back routes of each bus line do not pass the same arc to avoid the confusion of passengers. Constraint (24) restricts the round trip time of each bus line. In this paper, it is assumed that a feasible frequency has already been defined for each line after considering the available fleet and desired bus line frequencies (e.g., the frequencies of the basic unimproved transit network or new frequencies based on specific policies). The predefined frequencies and the maximum allowable round trip time implicitly impose transit budget limit on operational cost, which is directly proportional to the number of buses serving each line and roughly proportional to the travel distance or travel time of buses. Constraints (25)-(27) determine whether an OD pair is connected by the bus network.
Constraints (28)-(29) define the design variables' feasible domains. Constraints (30)-(31) are the variational inequality formulations of the lower level problem, which is a combined modal-split/assignment problem. These constraints calculate the deterministic user equilibrium traffic flows and travel demands for automobile and bus modes. Since the automobile and bus travel times are interdependent and the effect of one mode on other is not symmetric, it is not possible to formulate the problem as an equivalent minimization program (Dafermos 1972; Miandoabchi et al.2011) but is possible to formulate the problem as the finite-dimensional variational inequality (30)-(31) in terms of arc flows and bus demand. It is assumed that OD demand for the bus mode can have a positive value only if the OD pair is connected by the bus network or by at least one path.
3.6 Modal split and travel cost functions
- The travel cost function for autos on auto arcs is defined by the well-known BPR function (see U.S. Bureau of Public Roads 1964; Szeto and Lo 2005, 2006, 2008; Lo and Szeto 2009) and the value in-vehicle travel time VOT_{t}, and is given as follows:where α and β are parameters, c_{ij}(k_{ij}) is the capacity of arc (i, j) dependent only on k_{ij}, and \( t_{ij}^0 \) is the free flow travel time of automobiles on arc (i, j) in minutes.$$ t_{ij}^1 = t_{ij}^0\left( {1 + \alpha {{\left( {\frac{{{x_{ij}}}}{{{c_{ij}}{(}{k_{ij}}{)}}}} \right)}^\beta }} \right)VO{T_t} $$(35)
- The travel cost function of autos on bimodal arcs is defined by Eq. (34) (see Uchida et al. 2007):where parameter μ converts the bus flow into the equivalent auto flow, \( {\bar{f}_{ij}} \) is the total frequency of buses on arc (i, j). i.e., the fixed flow of buses passing through arc (i, j), which is computed by \( {\bar{f}_{ij}} = \sum\limits_{e \in E} {{f_e}\left( {\lambda_{ijoo'}^e + \lambda_{ijo'o}^e} \right)} \), where f_{e} is the frequency of bus line e per hour; λ^{e}_{ij} is the binary variable, which equals 1 if bus line e passes through arc (i, j) and equals zero otherwise.$$ t_{ij}^2 = t_{ij}^0\left( {1 + \alpha {{\left( {\frac{{\mu {{\bar{f}}_{ij}} + {x_{ij}}}}{{{c_{ij}}{(}{k_{ij}}{)}}}} \right)}^\beta }} \right)VO{T_t} $$(36)
- The travel cost function of bus passengers on bimodal arcs is similar to that of auto in bimodal arcs and is defined as follows:$$ t_{ij}^3 = \hat{t}_{ij}^0{ }\left( {1 + \alpha { }{{\left( {\frac{{\mu { }{{\bar{f}}_{ij}} + {x_{ij}}}}{{{c_{ij}}({k_{ij}})}}} \right)}^\beta }} \right)VO{T_t} $$(37)
4 Solution procedures for the problem
Previous studies indicate that bi-level programming problems are NP-hard (Ben-Ayed et al.1988). Even a simple bi-level linear programming problem is still NP-hard (Ben-Ayed et al.1988). Moreover, many bi-level programming problems are non-convex. There is no guarantee for a bi-level problem to be convex even when both upper and lower level problems are convex (Miandoabchi et al.2010; 2011). Furthermore, although Branch and Bound algorithms can be applied to solve these problems optimally in small sizes, they are not able to solve real size problems (Miandoabchi et al.2010; 2011). Consequently, in recent decades, there has been a growing interest to employ to metaheuristics and their hybrid versions to solve UTNDPs.
In the previous work of the authors (Miandoabchi et al.2010; 2011), genetic algorithm, particle swarm optimization and harmony search algorithm were hybridized with simulated annealing to solve their proposed problem. In the present paper, two hybrid multi-objective population-based metaheuristics are proposed to solve the problem: A multi-objective Hybrid Genetic Algorithm (mHGA), and a new multi-objective Hybrid Clonal Selection Algorithm (mHCSA) which is a variation of immune based methods, hybridized with simulated annealing. mHCSA and even its single form without hybridization have never been employed to solve UTNDPs before. The fitness value calculation method is adapted from SPEA2 (Strength Pareto Evolutionary Algorithm2), a multi-objective genetic algorithm proposed by Zitzler et al. (2001). In the next sub-section, the common attributes and general characteristics of the algorithms are described.
4.1 Similarities and comparison of the proposed algorithms
In this sub-section the common characteristics of the developed algorithms are described.
4.1.1 Pareto-optimal set generation
Since the objective functions are not combined using weights, the algorithms deal with separate objective functions rather than a single objective function. Thus a set of Pareto-optimal solutions is defined to keep the non-dominated solutions found throughout the solution process. Each new solution enters the set if it is not dominated by any of the existing solutions. After adding the new solution, dominated solutions are deleted from the set. The fitness calculation method used in this paper requires that the Pareto-optimal set is updated at the end of each iteration in the developed algorithms, instead of checking the set for updating every time when a new solution is generated.
4.1.2 Calculation of fitness values
- Find the solutions in both the population and Pareto-optimal set which dominate O', and calculate the first part of the fitness value:$$ R(O') = \sum\limits_{O \in P \cup \bar{P},O \succ O'} {S(O)} $$(46)
- Compute the relative distance of O' to each solution O in the Pareto-optimal set or population, where \( Z_i^{\min } \) is the minimum value of the minimization objective Z_{i}, \( Z_j^{\max } \) is the maximum value of the maximization objective function Z_{j}:$$ d(O',O) = \sqrt {{\sum\limits_{i = 2,3,4} {{{\left( {\frac{{{Z_i}(O) - {Z_i}(O')}}{{Z_i^{\min }}}} \right)}^2}} + \sum\limits_{j = 1} {{{\left( {\frac{{{Z_j}(O) - {Z_j}(O')}}{{Z_j^{\max }}}} \right)}^2}} }} $$(47)
Sort the values of d(O',O) in an ascending order, and select the k^{th} lowest value of d(O,O') as the k^{th} nearest neighbor to solution O', σ^{k} where \( k = \sqrt {{\left| {P \cup \bar{P}} \right|}} \).
- Calculate the density estimate as the second part of the fitness value:$$ D(O') = \frac{1}{{{\sigma^k} + 2}} $$(48)
- Calculate the fitness value of solution O' as follows:$$ F(O') = R(O') + D(O') $$(49)
The fitness value calculation method used in this paper slightly differs from its original version. A denominator is added in (45) to normalize the S values because of the large variations in the values since they depend on the number of Pareto-optimal and population solutions. Also the objective values are normalized in the distance calculation step because of the significant differences between value ranges of the four objective functions.
- 1.
Set all the \( \upsilon_e^{\hat{i}\hat{j}} \) values to 1.
- 2.
Based on the values of \( \upsilon_e^{\hat{i}\hat{j}} \), solve VI (30)-(31) to obtain \( \tau *_{\hat{i}\hat{j}}^e \), i.e., the optimal value for \( \tau_{\hat{i}\hat{j}}^e \).
- 3.
Based on the values of \( \tau *_{\hat{i}\hat{j}}^e \), solve problem (43)-(44) to find \( \upsilon *_e^{\hat{i}\hat{j}} \).
- 4.
If \( \upsilon *_e^{\hat{i}\hat{j}} \)=\( \upsilon_e^{\hat{i}\hat{j}} \), stop. Otherwise, set \( \upsilon_e^{\hat{i}\hat{j}} \)=\( \upsilon *_e^{\hat{i}\hat{j}} \). Go to step 2.
Dafermos (1982) and Florian and Spiess (1982) have discussed the sufficient conditions for the convergence of the diagonalization algorithm for asymmetric traffic equilibrium assignment problems and multimodal traffic assignment problems including ours. The former gives the global convergence results under the assumption of the uniformly monotone link cost function. The latter gives a sufficient condition for the local convergence under the assumption of monotone link cost function and \( \left\| {{\mathbf{I}} - {\mathbf{D}}{{\left( {{\mathbf{v}}*} \right)}^{ - 1/2}}{\mathbf{B}}\left( {{\mathbf{v}}*} \right){\mathbf{D}}{{\left( {{\mathbf{v}}*} \right)}^{ - 1/2}}} \right\| < 1 \), where \( {\mathbf{B}}({\mathbf{v}}*) \) is the Jacobian of the link cost function at equilibrium link flows \( {\mathbf{v}}* \)and \( {\mathbf{D}}({\mathbf{v}}*) > {\mathbf{0}} \) is the diagonal of \( {\mathbf{B}}({\mathbf{v}}*) \).
This diagonalization algorithm looks very crude, but it is commonly used to solve asymmetric traffic equilibrium and multimodal traffic equilibrium problems because of easy implementation (De Cea and Fernández 1993). Moreover, as stated in De Cea and Fernández (1993), those conditions are sufficient for convergence but not necessary, and the diagonalization algorithm has shown to have good convergence properties in practice even when the monotonicity condition is not satisfied. In our problems, the convergence was observed in all our test instances.
4.1.3 Checking the feasibility of solutions
Each new solution generated by each algorithm is checked for feasibility. There are two types of feasibility checking, namely checking for the strong connectivity of the road network and checking for the route trip time of each bus line. For checking the strong connectivity, each solution generated by in each of the algorithms is checked in two phases. First, the algorithm checks whether the solution satisfies the “necessary” condition of the strong connectivity (i.e., all nodes have at least one outgoing and one incoming lane). If the solution satisfies the necessary condition, then the algorithm attempts to find the shortest paths between all OD pairs using Dijkstra's algorithm. If at least one of the OD pairs is disconnected, i.e., no shortest path can be found between this OD pair, then the generated network is rejected because it is impossible for this network to have one path connecting each OD pair. Because the first phase screens out some of infeasible solutions, this two phase checking procedure can help to reduce the use of the shortest path algorithm and hence computation time compared with just using the shortest path algorithm for checking.
Checking the feasibility of the round trip time of each bus line is performed after a bus network is generated from scratch or after a solution is modified by the SA. A solution is discarded if the round trip time of at least one bus line is found to be longer than the maximum allowable round trip time. Connectivity of bus routes is another important feasibility issue. However, this is not required to be checked in both algorithms, as the route construction heuristic and the bus network mutation sub-routine depicted later implicitly avoid the generation of any disconnected bus route.
4.1.4 Initial population generation
In the first phase, a random feasible set of lane addition or link construction projects is defined. In the second phase, forth and back routes for bus lines are defined by using a route construction heuristic procedure. First, a set of random forth routes and a set of random back routes of a bus line are constructed. Then, all possible combinations of forth and back routes are checked, and among the combinations with feasible round trip time of the bus line, one is selected randomly. The procedure is repeated for each bus line separately.
In order to generate sets of random forth and back routes for each bus line in the first part of the second phase, a heuristic sub-routine is developed. The idea of generating random route sets is to start from a shortest route between a pair of terminal nodes and to extend the route in a random manner until several random feasible routes are generated. Experiments indicate that this method can provide adequate diversity for bus routes. Applying the shortest path concept offers two advantages; first, connected routes can be generated and modified easily without the need of time consuming path enumeration methods, and second, the routes are generated and modified in a controlled manner so that the resulting routes may not have unacceptably long round trip times.
Find the shortest path between two terminals of the bus line and add the path to the set of routes.
- Repeat the following until the travel time of the last generated route exceeds the maximum allowable round trip time of the bus line:
Select the last generated route in the route set, and choose a random sub-sequence of its nodes.
Generate the shortest route connecting the start and end nodes of the sub-sequence without passing any arc on the last generated route (to avoid generation of cycles and backtracks).
Replace the selected sub-sequence in the last generated route with the generated shortest route to obtain a new route.
Add the new route to the set of routes.
Note that free flow bus travel times are used for the shortest path calculations, since the equilibrium travel times are not known at this stage.
Finally, in the third phase, lanes are allocated to network arcs. The phase consists of three steps. In order to reduce the possibility of generating disconnected networks, in the first step, lanes are allocated in such a way that each node has at least one outgoing and one incoming lane. This can ensure that the necessary condition for network connectivity is satisfied. To do this, first, for each link, a lane is allocated randomly to one of the arcs to have at least one lane on each link. Next, for each node without outgoing lanes, one lane is allocated to one of its outgoing arcs, and for each node without incoming lanes, one lane is allocated to one of its incoming arcs. In the second step, the connectivity of bus line routes is checked. If there is no lane on a bimodal arc but at least a bus route must pass through this arc, a lane is allocated to this arc. The last step is to randomly allocate the remaining lanes to the network arcs.
At the end, the generated solution is discarded if the network is disconnected and the three phases are repeated again to obtain another initial solution.
4.1.5 Comparison of the proposed algorithms
Comparison of the developed algorithms
Algorithm | Number of iterations | Solution generation method | Evolution strategy |
---|---|---|---|
mHGA | G generations | Selecting two parents, applying crossover, and applying SA on some of the offspring solutions | Replacing a number of population solutions with offspring solutions |
mHCSA | T iterations | Selecting a number of solutions, making copies of them, and applying SA on the produced copies. | Replacing each selected population solution with the copied and improved solutions |
4.2 Multi-objective hybrid genetic algorithm
- Phase 1:Generate an initial population of NP solutions:
- Repeat the following until NP solutions are generated:
Generate an initial solution randomly using the initial solution generation procedure.
Check the road network connectivity, and the feasibility of the round trip time of each bus line.
If the solution is feasible, add it to the population; otherwise discard it.
Compute the S values for population solutions.
Build the initial Pareto-optimal set from the initial population.
Compute the fitness values of population and Pareto-optimal solutions.
- Phase 2:Repeat the following procedure for G generations:
- Repeat for an offspring set with NO feasible offspring solution is generated:
Select the first parent randomly from population (using the roulette wheel selection rule) or Pareto-optimal solutions (using pure random selection).
Select the second parent randomly from population (using the roulette wheel selection rule) or Pareto-optimal solutions (using pure random selection).
Apply the crossover operator to obtain two offspring solutions.
Check the feasibility of each offspring in terms of network connectivity and discard it if the network is disconnected.
Check each offspring for the compliance of the budget constraint and apply the sub-routine for budget reduction if necessary. Discard any infeasible solution if it cannot be repaired.
Compute the fitness value for each feasible offspring solution.
- Evolve the population by replacing the population solutions:
Select the population solutions to be eliminated and the offspring solutions to be inserted into the population.
Update the population by applying SA on a number of best offspring solutions.
Update the Pareto-optimal set using all offspring and the solutions generated by SA.
Recalculate S values and fitness values of population and Pareto-optimal set.
4.2.1 Solution encoding
Each solution is encoded as a chromosome. The chromosome contains the information such as the street directions, lane allocations, lane or link additions, and finally bus routes. Due to the variety of solution attributes, two chromosome presentations are used. Both configurations of the road network and the bus network are depicted by a 2-rows matrix chromosome. In the road network matrix chromosome, each column corresponds to an existing or a candidate link and thus the total length of each chromosome equals L + L'. The first and second rows of each column denote the lane allocations of arcs (i, j) and (j, i) of link l or l'. The bus network matrix chromosome has two rows, each indicating the forth and back routes of the bus lines in the form of a sequence of road network nodes. The complete chromosome is the concatenation of routes of all bus lines. The length of the chromosome is not fixed and depends on the number of nodes covered by bus lines.
4.2.2 Crossover operator
The crossover operator used here is a specific operator customized for the problem under study. The operator combines two parents to form two offspring in three phases.
One arc has state A, and the other arc has state A or C or D: the lane allocation is determined by the first parent.
One arc has state B, and the other arc has state B or C or D: the lane allocation is determined by the second parent.
One arc has state C, and the other arc has state C or D: the lane allocation is randomly determined by one of the parents.
One arc has state A, and the other arc has state B: the lane allocation is randomly determined by one of the parents.
The last selection rule may lead to lane allocations with zero lanes for one of bimodal arcs. Such infeasible solutions are repaired; if there is any bimodal arc with zero lanes, one lane is moved from the other arc on the same link to the current arc.
Check every possible swap of lane addition or link construction projects; i.e., omission of an existing project and inclusion of another project.
Exclude the swaps with candidate links with bimodal arcs.
If there is at least one feasible swap after considering the budget limit and the network connectivity, select a random swap and apply it.
If there is not a feasible swap, then check whether it is possible to omit at least one current project in terms of network connectivity.
- If there is at least one feasible omission, then repeat the following steps until the budget level is not exceeded or the network becomes disconnected:
Omit the project with maximum cost.
If the omitted project belongs to an existing link, reallocate the lanes to maintain the previous arc directions and in case of links with bimodal arcs to maintain the bus route connectivity too.
If the road network becomes disconnected, then report infeasibility and stop.
The key modification of the budget reduction sub-routines of Miandoabchi et al. (2011) is to add a step to exclude the swaps including candidate links with bimodal arcs.
4.2.3 Embedded SA algorithm
Here, instead of using a classical mutation operator, a short version of SA is applied to a subset of offspring solutions as in Miandoabchi et al. (2010; 2011). However, the SA used in this paper has additional attributes compared to those in the previous works. SA as a mutation operator has two advantages compared to simple small perturbation mutation as in classic GA. First, SA can explore the neighborhood of the produced offspring in the hope of finding better solutions in the unexplored solution space areas (Miandoabchi et al.2010; 2011). Second, SA can provide a series of random perturbations to the selected offspring solution (Miandoabchi et al.2010; 2011). Nevertheless, because of the high computational requirements, SA is only applied on a subset of offspring solutions instead of all of them. In the developed SA, one iteration is performed per temperature. A move that generates a new solution consists of two sub-routines: One applies random perturbation to the bus network and the other applies random changes to the lane allocations.
The bus network mutation sub-routine applies random changes to each bus line; for each forth and each back route of each bus line, it is randomly decided to change the sequence of that route. The change in the sequence is performed by selecting a random sub-sequence of the route and by replacing it with a new sub-sequence. The new sub-sequence is generated in the same way explained in the second phase of the initial population generation procedure. Similarly, free flow travel times of arcs are used to generate shortest paths. Note that in some cases, no path may be found to substitute the selected sub-sequence. In such cases another sub-sequence is selected. Necessary changes in lane allocations are done after the replacement of the new sub-sequence to repair any disconnectivity in bus routes by allocating one lane to bimodal arcs with zero lanes. After applying random changes to each forth or back route of a bus line, the round trip time of the bus line is checked and if it exceeds the maximum allowable round trip time, the replacement of sub-sequence is discarded and another sub-sequence is selected randomly. The procedure is repeated until a feasible bus line in terms of round trip time is obtained.
The lane allocation mutation sub-routine applies changes to the lane allocations by iteratively selecting links and changing their lane allocations randomly; i.e., the links are selected one-by-one and the following steps are carried out for each chosen link: (1) Randomly decide to change the link, (2) Randomly change the lane allocation of the link.
k'_{ip}, k'_{pi}, k'_{jp}, and k'_{pi} are the current values for the lane allocations of the road links that are connected either to i or j. k'_{ij} and k'_{ji} denote the current lane allocation of the selected link (i, j) (i.e., for arcs (i, j) and (j, i), respectively). Λ'_{ij} and Λ'_{ji} indicate the presence or absence of bus routes on arcs of the selected link. Φ_{i} and Φ_{j} are correspondingly the sets of adjacent nodes to nodes i and j. The variables k_{1ij} and k_{1ji} indicate the minimum allowable number of lanes on arc (i, j) and (j, i) respectively and the variables k_{2ij} and k_{2ji} indicate the remaining number of lanes on those arcs. The above constraint set limits the possible alternatives for the lane allocation of a selected link while keeping current lane allocations of the other related links fixed such that the number of incoming and outgoing lanes of i and j nodes do not become zero. Moreover, they maintain the connectivity of bus line routes and ensure that at least one lane must be allocated to the arc of the selected link if required.
By choosing a random value for k_{2ij} from the interval, the value of k_{2ji} can be obtained by constraint (55).
When a new solution is generated, it is checked for the connectivity of the road network, and the feasibility of the round trip time of each bus line. If the solution is infeasible, it is discarded and another solution is generated. This is repeated until the obtained solution is feasible.
4.2.4 Evolution mechanism
Find the set of population solutions that are worse than at least one offspring solution and denote the set by S'.
If |S'| ≥ |S_{0}|, where S_{0} is the set of offspring solutions, then apply SA to a proportion of solutions in S_{0} and replace |S_{0}| worst population solutions with all members of S_{0}
If |S'| < |S_{0}|, then apply SA to a proportion of |S'| best offspring solutions and replace |S'| worst population solutions with |S'| best offspring solutions.
4.3 Multi-objective hybrid clonal selection algorithm
The second algorithm mHCSA developed in this study is a kind of Clonal Selection Algorithm (CSA), a member of classes of metaheuristic algorithms which are inspired by the defense strategies used by the immune cells of the human body called Artificial Immune Systems. This class of algorithms has come into the focus of researchers during the recent decade. All the algorithms in this field are based on the clonal selection theory which is the foundational principle of immunology. The theory explains how the body's immune cells defeat the deceases and more importantly, how this complex system memorizes decease fighting experiences to use them in the future for the same or a range of similar deceases.
CSA was first proposed by De Castro and Von Zuben (2000; 2002), and now is one of the most popular immune based algorithms. The solution strategy adopted by the algorithm can be explained using technical terms of biological science. Note that the real immune systems’ elements and their behavior are highly complicated and the concepts have been simplified to a great degree to be embedded in the algorithm. The algorithm maintains a set of solutions as the population of immune system's lymphocytes (B-cells). Each B-cell has a receptor called antibody that is used to defeat the foreign molecules which are named antigens. When the immune system is exposed to an antigen, a number of B-cells which their antibodies highly match the antigen (i.e., are most suitable to defeat it) become activated and are cloned to form a population of cells with high affinity antibodies. Affinity here means the matching degree of B-cell's antibody and the antigen. In the rest of the text, the term antibody will be used as the counterpart of B-cells'. After exposition to the antigen and defeating it, the cloned antibodies are subjected to affinity maturation or hypermutation. Hypermutation is a mutation process applied to the antibody, which is inversely dependent to the affinity level. The cloned and hypermutated antibodies are inserted in the population. Then, the receptor editing is performed by replacing a number of low affinity antibodies with entirely new antibodies. In receptor editing, a number of antibodies with low affinity are deleted and are replaced with entirely new antibodies. The repetition of the whole procedure of selection, cloning, hypermutation, and receptor editing by the immune system provides enhanced responsiveness of the body to the future infections.
- Phase 1:Generate an initial population of NP solutions:
- Repeat the following until NP solutions are generated:
Generate a solution using the initial solution generation procedure.
Check the road network connectivity, and the feasibility of the round trip time of each bus line.
If the solution is feasible, add it to the population; otherwise discard it.
Compute the S values for population solutions.
Build the initial Pareto-optimal set from the initial population.
Compute fitness values of population and Pareto-optimal solutions.
- Phase 2:Repeat the following procedure for T iterations:
Select NC solutions with highest affinity levels (lowest fitness values).
Clone each selected solution by replicating it Beta × NP times.
- For each solution in the produced clone, repeat:
Hypermutate the solution by applying SA.
Compute its fitness value.
Compose the new population using the best solutions among the clone and the current population solutions.
Update the Pareto-optimal set using all solutions generated by SA.
Recalculate S values and fitness values of population and Pareto-optimal set.
Select RE population solutions with highest fitness values, and replace them with new randomly generated solutions (receptor editing).
Update the Pareto-optimal set again using the newly inserted solutions to the population.
Recalculate S values and fitness values of population and Pareto-optimal set.
4.3.1 Hypermutation process
As noted earlier, SA is used in the hypermutation step. The extent and scale of hypermutation is inversely proportional to the affinity level of the solution In other words, the extent and scale of the changes on the selected solution using SA must be higher for lower affinity degree solutions, and vice versa. Thus, not all the solutions in the clone must be undergo the same hypermutation process in the SA algorithm. Here, different combinations of move generation methods are used to reflect different degrees of changes caused by SA.
In general, three types of move generation methods are used; (a) a sub-routine to change the bus network topology, (b) a sub-routine to change the lane addition or link construction projects, and (c) a sub-routine to change the link lane allocations. The first and the last sub-routines are the same as is described for mHGA. The second sub-routine consists of swapping a present lane addition or link construction project with a new project, subject to the conditions that the construction cost does not exceed the budget limit and the omission of the present project does not lead to disconnectivity of the road network or bus routes.
Each of the proposed sub-routines can produce different types and scales of change in the solution, and the scale of the change increases if they are used in combination. Definitely, the combination of (a) to (c) causes more changes than the combination of only two sub-routines, and this in turn causes more changes than single sub-routines. It is not easy to predict which of the three sub-routines produce greater changes, but it can be said that (a) is more likely to cause more changes in the solution than (b) and (c). Sub-routine (a) makes major changes by modifying bus routes, since besides the bus network it may transform some one-way links to two-way links in need of providing lanes for new bimodal arcs. Sub-routines (b) and (c) produce fewer changes compared to (a). Based on the above explanations, the combinations of sub-routines are divided into four categories: (1) all sub-routines, (2) sub-routines (a)-(b) or (a)-(c), (3) sub-routines (b)-(c), (4) sub-routine (a), (b) or (c).
For the values in [F_{min}/F_{max}, F_{min}/F_{max} + 0.25 F'), randomly select to apply one of sub-routines (a), (b) or (c).
For the values in [F_{min}/F_{max} + 0.25 F', F_{min}/F_{max} + 0.5 F'), apply both sub-routines (b) and (c).
For the values in [F_{min}/F_{max} + 0.5 F', F_{min}/F_{max} + 0.75 F'), randomly select to apply either the combination of sub-routines (a)-(b) or the combination of sub-routines (a)-(c).
For the values in [F_{min}/F_{max} + 0.75 F', 1], apply all sub-routines.
The rest of SA attributes are similar to the one described in mHGA. Similarly, any infeasible solution (leading to a disconnected network or bus lines having infeasible round trip times) is discarded, and the procedure is repeated again.
5 Computational results
5.1 Test instances and data
There is no benchmark instance to assess the performance of the algorithms, because of the novelty of the problem. Thus, a number of test examples from other related references in the field of NDPs and TNDPs were adapted and necessary attributes were included in them. These test examples are divided into three general types; three small networks, three medium networks, and one large network. Additional required data was provided for the networks, by choosing reasonable values for the parameters such as lane addition and link construction projects, budget limit, the number of lanes in each street, bus lines, service frequencies, walking times related to the bus mode, passenger capacities of buses, etc. Construction costs are assumed to be linear functions of the number of lane. The maximum allowable round trip times were set to be equal to or slightly greater than the round trip times of existing bus lines. The increased round trip times reflect the possible improvements on the size of the fleet.
The following values or ranges were used for other parameters: π = 2; μ = 3; ψ = 0.2 min; θ = 0.45 min^{-1}; \( {\bar{t}_{\hat{i}}} \) = (5, 10) minutes; n_{e} = 40; f_{e} = (3, 12) buses per hour; \( {\rho_{ij}} \)=0.4*\( t_{ij}^0 \) monetary unit; \( {\hat{\rho }_{\hat{i}\hat{j}}} \) =0.25 monetary unit; VOT_{t} = 0.333; VOT_{a} = 0.333; VOT_{w} = 0.667, all in monetary unit per minute; α = 0.15; β = 4; α' = 0.1 and β' = 4; \( \hat{\alpha } \) = 0.1 and \( \hat{\beta } \)= 4. The monetary unit used in this paper is 1,000 Rials (Currency in Iran), which is about 0.096 USD. To limit computational complexity, all bus lines are considered as attractive lines and connectivity is only considered for OD pairs.
Test examples and their attributes
Network size | Network adopted | Notation | No. of Nodes | No. of Links | No. of OD Pairs | No. of Bus Lines |
---|---|---|---|---|---|---|
Small | The Abdulaal and LeBlanc (1979) network | AL | 9 | 12 | (16) | (2) |
The Nguyen and Dupuis (1984) network used in Kov et al. (2010) | ND | 13 | 19 | 4 | 2 | |
A reduced version of Sioux Falls network used in LeBlanc et al. (1975) | SF1 | 14 | 19 | 176 | (4) | |
Medium | The Nagurney (1984) network | NA1 | 20 | 28 | 8 | (5) |
The basic Sioux Falls network of LeBlanc et al. (1975) used in Abdulaal and LeBlanc (1979) | SF2 | 24 | 37 | 528 | 5 | |
The Nagurney (1984) network | NA2 | 25 | 37 | 6 | (4) | |
Large | The Nagurney (1984) network | NA3 | 40 | 66 | 6 | (5) |
5.2 Parameter setting
Parameter settings for the algorithms
Algorithm | Main parameters | SA parameters |
---|---|---|
mHGA | NP (Population size) = 60 | Start temperature T_{start}: 5 |
G (Number of generations) = 200 | Reduction rate R: 0.85 | |
NO (Number of offspring to generate) = 0.25 × NP | Stop temperature T_{stop}: 1 | |
Proportion of solutions to apply SA = 1/4 | ||
mHCSA | NP (Population size) = 50 | Start temperature: 5 |
T (Number of iterations) = 21 | Reduction rate: 0.85 | |
NC (Selected solutions number) = 0.1 × NP | Stop temperature: 1 | |
Beta (Cloning coefficient) = 0.2 | ||
RE (Receptor editing number) = 5 |
To have a fair comparison of the performance of the two algorithms, the total computational effort of the two algorithms is required to be as close as possible to each other. The maximum number of the solutions generated by each algorithm indicates the approximate total computational effort and hence can be used as a guideline for setting the parameters (Miandoabchi et al. 2010; 2011). Since the parameters of mHGA are set previously, the number of solutions generated by mHGA can be used as a guideline for parameter setting in mHCSA.
For mHGA, the number of solutions generated is equal to \( G \times NO \times (1 + 1/4 \times Itr) \), because for G generations, NO offspring are generated and evaluated once, and SA is applied on 1/4 of them for Itr iterations, where Itr is equal to \( 1 + \left[ {{{{\log \left( {\frac{{{T_{stop}}}}{{{T_{start}}}}} \right)}} \left/ {{\log (R)}} \right.}} \right] \). The proportion 1/4 is chosen to deal with the trade-off between high computational effort and the solution quality. For mHCSA, the number is equal to \( T \times \left( {(NC \times Beta \times NP) \times Itr + RE} \right) \), because for T iterations, NC solutions are selected, and each is cloned to produce Beta × NP solutions, all clone solutions are subjected to hypermutation by SA with Itr iterations, and at the end RE new solutions are produced and are inserted in the population.
To set the parameter values for mHCSA, the combination of the parameter values must be chosen so that the above numbers are equal or very close to each other. Therefore, the parameter combinations used for experiments were chosen to comply with the above rule. The same SA parameter setting in mHGA was used for hypermutation.
5.3 Software and hardware
All algorithms were coded by Matlab R2007a and the tests were carried out on a laptop with a Core2Duo T7500 2.2 GHz CPU, and a 2 GB RAM. Each algorithm was run 5 times for each test instance.
5.4 Performance comparison
The multi-objective nature of the problem implies that the performance evaluation of the algorithms is not possible through the comparison of single objective function values. Since both algorithms produce the Pareto-optimal solution set, the dominance and non-dominance of the obtained solution set is used to investigate the quality of the sets. On the other hand, it is possible to check the best values of each single objective function to identify the extent of the ideal Pareto-optimal solution space that has been explored.
Summary of computational results
Test example | mHGA | mHCSA | ||||
---|---|---|---|---|---|---|
M_{1} | M_{2} | Runtime^{a} | M_{1} | M_{2} | Runtime^{a} | |
AL | 133 | 0.95 | 1,960 | 123 | 0.03 | 2,078 |
ND | 368 | 0.47 | 2,302 | 304 | 0.18 | 3,580 |
SF1 | 227 | 0.82 | 6,699 | 131 | 0.03 | 7,536 |
NA1 | 270 | 0.51 | 11,085 | 191 | 0.19 | 11,718 |
SF2 | 124 | 1 | 20,800 | 129 | 0.06 | 18,940 |
NA2 | 207 | 1 | 8,227 | 104 | 0.08 | 8,061 |
NA3 | 217 | 0.90 | 20,844 | 76 | 0.01 | 18,957 |
The best objective function values
Test example | mHGA | mHCSA | ||||||
---|---|---|---|---|---|---|---|---|
Z_{1} | Z_{2} | Z_{3} | Z_{4} | Z_{1} | Z_{2} | Z_{3} | Z_{4} | |
AL | 171,580 | 0.167 | 1 | 8.7 | 141,200 | 0.052 | 1 | 8.8 |
ND | 5,477,700 | 0.599 | 1 | 13.7 | 2,802,700 | 0.607 | 1 | 13.4 |
SF1 | 843,810 | 0.543 | 1 | 4.1 | 725,720 | 0.542 | 1 | 4.0 |
NA1 | 722,980 | 0.492 | 1 | 34.9 | 801,580 | 0.492 | 1 | 36.7 |
SF2 | 4,956,200 | 0.529 | 1 | 5.5 | 4,076,000 | 0.521 | 1 | 4.9 |
NA2 | 519,070 | 0.492 | 1 | 35.9 | 463,560 | 0.492 | 1 | 33.5 |
NA3 | 237,840 | 0.495 | 1 | 47.1 | 199,250 | 0.494 | 1 | 49.3 |
An investigation of the values in Table 5 reveals that mHGA has reached 6 best and 1 s best values for Z_{1}, 4 best and 1 s best values for Z_{2}, and 3 best and 4 s best values for Z_{4}. mHCSA has reached 1 best and 6 s best values for Z_{1}, 1 best and 4 s best values for Z_{2}, and 4 best and 3 s best values for Z_{4}. Both algorithms have obtained similar values for Z_{2} for test examples NA1 and NA2. In conclusion, the results in both tables suggest that mHGA outperforms mHCSA in terms of both measures M_{1} and M_{2}, and can obtain the best values for each individual objective function.
Summary of computational results for mHGA and mGA
Test example | M_{1} | M_{2} | Z_{1} | Z_{2} | Z_{3} | Z_{4} | Runtime^{a} |
---|---|---|---|---|---|---|---|
mHGA | |||||||
AL | 133 | 0.67 | 171,580 | 0.167 | 1 | 8.7 | 1,960 |
ND | 368 | 0.40 | 5,477,700 | 0.599 | 1 | 13.7 | 2,302 |
SF1 | 227 | 0.41 | 843,600 | 0.541 | 1 | 4.1 | 6,699 |
mGA | |||||||
AL | 242 | 0.29 | 167,050 | 0.075 | 1 | 8.8 | 3,016 |
ND | 521 | 0.23 | 5,244,500 | 0.538 | 1 | 11.4 | 2,142 |
SF1 | 224 | 0.37 | 870,260 | 0.541 | 1 | 4.0 | 10,889 |
The results in Table 6 indicate that hybridizing GA with SA significantly improves the performance of GA, both in terms of measures M_{1} and M_{2}, and the best values of individual objective functions. It can be observed that mHGA outperforms mGA in nearly all three test examples, except for Z_{1} and Z_{4} in test example SF1, and Z_{4} in test example ND.
6 Conclusions and future research
In this paper, a multi-objective bimodal urban transportation network design problem is investigated, which includes automobile and bus modes. The problem consists of simultaneously designing road and bus networks, and considers the influences of flows of both modes on each other. The decisions considered for the road network are: constructing new streets, adding lanes to the existing streets wherever it is possible and benefical, determining the directions and locations of one-way streets, and determining lane allocations in two-way streets. The design of the bus network is performed by keeping the terminal stations of the existing bus lines unchanged and redesigning the forth and back routes of each existing bus line. The main contribution of the paper is proposing a new road network design problem with the inclusion of bus network decisions. This is based on the fact that the changes in road network design and bus network topology cannot be made without taking into account the effects of auto and bus flows on each other, and that street lane allocations and street directions cause restrictions on the bus network and vice versa. The problem is modeled as a bi-level mathematical problem with equilibrium constraints in which the upper level problem corresponds to the network authority’s problem, and the lower level problem corresponds to the modal-split/assignment problem.
Since the bi-level problem is complex and non-convex, two multi-objective hybrid metaheuristics are proposed to solve the problem. The proposed algorithms are the hybrid genetic algorithm, and the hybrid clonal selection algorithm. The algorithms generate a set of Pareto-optimal solutions using a fitness value calculation method previously proposed for a famous multi-objective genetic algorithm. Three types of test instances are selected from the literature and are customized for the problem, in order to evaluate the proposed algorithms. Two types of measures and the best values obtained for each objective function are used to compare the performances of the algorithms. The computational tests indicate that the proposed hybrid genetic algorithm outperforms the hybrid clonal selection algorithm.
This paper proposes a new research field for urban transportation network design, which is mostly suitable for urban areas in which government plays the major role in designing the bus network. For instance, another problem can be considered by allowing the entire topology of the bus network including the terminal node pairs and forth and back routes to be determined endogenously or by considering the allocation of exclusive bus lanes throughout the entire network.
Acknowledgements
The authors are grateful for the two anonymous referees and Prof. S.V. Ukkusuri for their constructive comments. The research was jointly supported by a grant (200902172003) from the Hui Oi Chow Trust Fund and two grants (201001159008 and 201011159026) from the University Research Committee of the University of Hong Kong.