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Paper Title (Use Style: Paper Title) ADVANCES in NATURAL and APPLIED SCIENCES ISSN: 1995-0772 Published BYAENSI Publication EISSN: 1998-1090 http://www.aensiweb.com/ANAS 2017 April 11(4): pages 388-394 Open Access Journal A Bus Bridging Optimization Model for Single Point Operational Disruption of Urban Rail Transit Jianhui Sun, Hua Hu, and Zhigang Liu College of Urban Rail Transportation,Shanghai University of Engineering Science Shanghai, China. Received 28 February 2017; Accepted 22 March 2017; Available online 25 April 2017 Address For Correspondence: Jianhui Sun, College of Urban Rail Transportation,Shanghai University of Engineering Science Shanghai, China. E-mail: [email protected] Copyright © 2017 by authors and American-Eurasian Network for ScientificInformation (AENSI Publication). This work is licensed under the Creative Commons Attribution International License (CC BY). http://creativecommons.org/licenses/by/4.0/ ABSTRACT Rail transit is an important means of transport in the city,as a relatively closed, passenger-intensive network system, the event of long-term operational disruption not only will lead to the backlog of passenger flow in station, and will cause line-related order randomlyand passengers stranded, which will have a serious impact onnormal travel of passengers and the normal operation of the metro. How to provide the bridge service for the affected passengers from the existing bus stations or the first and last stations to the interrupted railway stations is the necessary means to improve the emergency management level and the service reliability of the urban public transport system. This paper mainly analyzes how to transfer the nearby public transportation in the time of the interruption of the rail transit operation and quickly evacuate the passenger flow at the interruption point and establish the optimization model of the bus connection. KEYWORDS: Rail transit, Operational disruption, Bus bridging, Optimization model. INTRODUCTION Rail transit is an important part of urban public transport system, sharing most of the passenger flow in the city, which plays a decisive role in the smoothness of urban traffic. However, with the increasing mileage of rail transit operation, the probability of failure of rail transit equipment also increases, and almost can not be avoided. Once the rail transit in the process of running out of a sudden failure of operation, which will cause a large number of passengers stranded and cause serious impact.Therefore it is necessary and timely to Deploy buses from the near bus station and the buses are running a certain amount of public transport to the interruptional rail station to evacuate passenger, and It is necessary to establish an optimization model of bus connection under the disruption of rail transit operation. Many cities in China also increase the bus connection program in the rail transit emergency response system, which has been applied in practice. However, the current study and optimization of bus connections are still in a relatively basic stage, the bus connection is based on a relatively rough contingency plans and the existence experience to deal, there are many areas where can be optimized and improved.Abroad Kepaptsoglou[1], according to the layout of the bus network, will put minimizing the passenger travel time and the bus connection distance as the goal, through the design of the genetic algorithm to solve and select the final bridging route. Xiao Guan-yu[2] proposed a road network topology model, and established an optimal feasible path set model. Through combining the improved deletion algorithm[3] with the traditional one Diikst algorithm[4] to solve this model, so as to get the optimal path.TENG Jing[5] taking the fully play bus capacity and reduce operating costs, put forward designated area of responsibility for public transport in the rail transit network, and use this as a unit ToCite ThisArticle: Jianhui Sun, Hua Hu and Zhigang Liu., A Bus Bridging Optimization Model for Single Point Operational Disruption of Urban Rail Transit. Advances in Natural and Applied Sciences. 11(4); Pages: 388-394 389 Jianhui Sun et al., 2017/Advances in Natural and Applied Sciences. 11(4) April 2017, Pages: 388-394 to allocate reasonably public transport vehicles and usethe scheduling program of the appropriate Level according to the extent of the impact of emergencies. The above research mainly focuses on the model optimization and algorithm solving of bus connection route, and less attention is paid to the dispatching and shuttle connection of emergency bus, and the optimization of the number of bus connections is not considered.Therefore, this paper establishes an optimization model for the bus connection of single station to the up and down adjacent reentry station, and designs an optimization algorithm to solve the problem of bus connection in the case of interruption of rail transit. I. DESCRIPTION OF BUS BRIDGING PROBLEM At present, large and medium-sized cities in China's public transport passenger flow is mainly undertaken by the rail transit and public transport, and rail transportation passenger flow is gradually increasing, showing the trend of the main rail transit supplemented by buses. Passenger flow characteristics of rail transport is a large flow, high density, concentrated and strong, rail transit trial operation stage or late stage of equipment instability, there is a possibility of single site or the full line operational interruption. In order to solve the transportation problem of the passenger stranded in the interruption of rail transit operation, this chapter will establish the optimization model of bus connection under the rail interruption. Bus connection refers to dispatch a certain amount of public transport vehicles to provide safe evacuation and alternative transport services for affected passengers several times between the interruption station and the normal operation station along the track line up and down the direction of operation from the nearby bus station or terminal station, as well as special emergency points during the operational interruption period of rail transit.This paper is mainly aimed at under the single-point rail transit operation interruption condition how to use the ground bus system to evacuate the passenger site.Bus connection diagram of single-point interruption is shown in figure 1. Fig. 1: Bus bridging diagram of single-point interruption The occurrence of unexpected events in the rail transit network is completely random, and the rail transit operators will formulate contingency plans for all kinds of specific emergencies, starting bus emergency linkage[1] when usually only happenthe event of a "larger" level rail traffic emergencies. In practice, starting the bus bridge transport when rail transit operations happen long-term interruption (such as operational interruption events for more than 30min), and taking the corresponding transport organization forms of the size of the track(normal section of the track operation) and bus short bridging (Rail operational interruption sections) to maintain the basic service level of the urban public transport system. It can be seen from Fig. 1 that the bus connection problem includes two processes, one is the emergency bus resource scheduling from the bus emergency interruption sending station and the interruption operation station,the other is the dredging path planning between the interruption operation station and the normal operation station of the emergency buses. Due to the limited resources of the emergency bus and the large number of passengers to be evacuated, usually emergency buses needs to be rounded up and down direction in order to complete the evacuation of all affected passengers. Therefore, the number of Circulatory transportation of the emergency bus vehicles should be optimized. Model Establishment: A. Related variables and parameters a location of operation discontinued stations; Q（t） the number of stranded passengers at t time at the station, including two part passenger flow; Q（u t）the number of stranded passengers in the up direction; d Q（t）the number of stranded passengers in the down direction; Q（u t）、 Q（d t）Calculation formula as follows: u N（t） the number of buses from up direction adjacent station to the interrupted station; 390 Jianhui Sun et al., 2017/Advances in Natural and Applied Sciences. 11(4) April 2017, Pages: 388-394 N（d t） the number of buses from down direction adjacent station to the interrupted station; C standard passenger capacity of buses; full load coefficient of the buses. N（j bus） the number of buses on the j Line in the City; N（j bus） the number of emergency buses on the j Line in the City; u N（j bus ） the number of buses from up direction adjacent station to the interrupted station on the j line; d N（j bus ） the number of buses from down direction adjacent station to the interrupted station on the j line; u d Lbus Lj，Lj a set of all emergency bridging lines; u Lj the j emergency bridging line between the uplink adjacent station to the interrupted station; d Lj the j emergency bridging line between the downlink adjacent station to the interrupted station; N the maximum passenger capacity of the bus in j line; Cj t(vj,v(a)) the shortest time from the j line to the operating interrupted station; t(v（a1）,v(a)) the time from the operating interrupted station to uplink adjacent station; t(v（a）,v(a1)) the time from the operating interruption station to downlink adjacent station. u Ta the total bridging time in up direction; d Ta the total
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