A framework for evaluation and design of an integrated by Carl Henrik Hall.

By Carl Henrik Hall.

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All passengers request transportation from some point of origin inside the area to the city centre, as described in Figure 15. In this way only journeys to the city centre are simulated and no concern is taken to where the travelers actually are going. This is of course a simplification of the real situation, but sufficient for these tests. In Figure 16, the simulated area of G¨avle, including the road network and the centroid zones is visualized, and Figure 17 shows the locations of bus stops within that area.

First of all, data can be exported from the GIS to the modeling tool and vice versa. In this way all computation is done in either the GIS or in the modeling tool. As an example, input data can be prepared in the GIS, exported to the external modeling tool and computed there, and thereafter exported back to GIS for visualization or further analyzes of the results. This can either be done manually, or called from the GIS interface. If done manually, the new functionality of the modeling tool is actually never added to the GIS.

The work of Wilson et al. (1976) is more focused on algorithms for planning the journeys. The problem has a passenger utility function as its objective, and this function is maximized subject to a series of level of service constraints. In this way, the costs of the operator are not included explicitly in the model. A trip insertion heuristic is used to schedule both passenger and vehicle trips. Opposite to this, the work of Liaw et al. (1996) has a model for the integrated problem with the operating costs as its objective.

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