Journal of Highway and Transponation Research and Development Vol. 9,No.

2(2015)96

Bus Scheduling Optimization Based on Queuing Theory*

JIAO Peng-peng(�Jtlj)tlj) **,WANG Hong-lin CE�Itt), DU Lin(,f±;M\)

( Beij1ng Urban Transpor tation Infrastructure Engineering Technology Research Center, Beijmg University of

C1vil Engineering and Architecture, Beijing 100044, Ch1na)

Abstract: Based on the summarization and analysis of existing bus scheduling models and according to Chinese conditions, the
bus route scheduling problem is studied using the theory of stochastic service system(queuing theory) . A mathematical model is
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established to achieve the bus route scheduling with travel demand as the fundamental data and with bus company interests and
passenger satisfaction as the objective functions. The process of objective function construction is described, the passenger satis­
faction function is introduced, and the algorithm of each component of constraints is designed. Finally, a case study is conduc­
ted on the basis of data from the national mathematical modeling competition. The model is solved using Matlab software. Re­
sults show that the model has advantages in solving and applicability and is thus practical for use in bus scheduling.
Key words: traffic engineering; scheduling optimization model; queuing theory; bus scheduling

with different passenger flows during different periods.

1 Introduction
Public transportation 1s a critical urban infrastruc­
ture. Effective bus scheduling is significant in improving
the urban traffic environment, resident travel conditions,
and the economic and social benefits of public transporta­
tion. For a long time, many researchers have been stud­
2 General queuing system optimization model
ying this problem with the use of different methods, such
as the 0 1 programming method[l) , numerical analysis
- Customer and service platforms are the two aspects
method[zJ , probability matrix approach[3J , time step
method[4l, equivalent time step method [sJ, and so on.
These methods have their own unique characteristics, but
some ignore the passenger flow change when a vehicle
runs across a period to simplify the actual conditions with
no practical significance. Despite having comprehensive
considerations, the mathematical model structure is too
complex to be solved effectively and quickly and is thus
difficult to apply in practice.
In this study, each bus line is viewed as a multi­
server queuing service system. According to the optimi­
zation of a queuing system, we calculate the number of
service platforms, that is, the number of buses combined
We then establish the departure intervals and the corre­
sponding bus-scheduling table during different periods
with consideration of passengers' satisfaction to meet the
interests of both the public transport enterprise and the
passengers.
of a queuing system that are brought together by a service
agency. Customers always want to be able to enter the
service system, receive service immediately, and leave
the system as soon as possible. Thus, more service plat­
forms result in higher service efficiency. From the service
aspect, investment and cost increase as services and
service rate increase , and idle services result in a waste
of equipment. Therefore, the benefits of customers and
services should be considered when designing and man­
aging a queuing system.
The uncontrolled input for most practical problems is
determined by objective conditions. Therefore, the key to
solving this problem is to determine the service rate, the

Manuscript received September 13, 2014

• Supported by the National Natural Science Foundation of China (No. NSFC51208024); the Science and Technology Project of
Ministry of Housing and Urban-Rural Development of China ( No. 2013 - K5 - 6) ; the Beijing Philosophy and Social Science
Project(No. 14 CSC014 ); the Excellent Talents Project of Beijing Municipal Committee Department of Organization
(No. 2013D005017000001); and the Importation and Development of High-Caliber Talents Project of Beijing Municipal Institutions
(No. CIT&TCD20 1404071)
• • E-mail address: jiaopengpeng@ bucea. edu. en

J. Highway Transp. Res. Dev. (English Ed.), 2015, 9(2): 96-102

 JIAO Peng-peng, et al: Bus Scheduling Optimization Based on Queuing Theory
number of service platforms, service rule, or a combina­
tion of several quantities above to achieve the optimum
performance. Optimization can be considered from the
service side or both the customer and service agency
sides (social benefit) comprehensively, and the optimi­
zation index can either be time or expense. From the ex­
pense side, optimization refers to the case in which the
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cost of customer waiting loss and service expense reach
the minimum value. Thus, this problem can be trans­
formed to select the appropriate service level as the opti­
mal service level, as shown in figure 1.
Fare
Total fare Service fare
v down the input of vehicles, personnel, and so on. How­
Service slay fare
oL______L_______,.
Oplimal service level Service level
Fig. 1 Relation of service level with service fare,
service stay fare , and total fare
Assuming that the loss induced by the stay of each
customer in the system per unit time is w yuan and that
the cost of each service platform per unit time is h yuan,
then the total cost per unit time is:
f(n) = wL, <nl + hn,
where, f ( n ) is the total cost when n platforms are
opened per unit time, and Ls ( n) is the queue length in
the system when n platforms are opened. The value of n
that comprises the minimum total cost is the optimal
number of service platforms that should be opened. Mar­
ginal analysis can be used to obtain the optimal value
of n. In this method, the desired value of n
meet the following constraints:
{f(n' ) < f(n' - I )
f(n' ) < f(n' + I)
The task of a service system manager is to keep the
system in an optimal operating condition according to the
regulation of the arriving passenger volume, which should
not only meet the requirements of customers, but also
minimize (or maximize) total social cost (or net service
income) while optimizing other optimal indicators[6J.
J. Highway Transp. Res. Dev. (English Ed.), 2015, 9(2): 96-102
97
3 Optimization model of bus-scheduling
Public transportation is a labor-intensive industry
that determines the high cost of enterprise operation. En­
terprises bear the cost of vehicle investment, mainte­
nance, personnel salary, enterprise management fare,
and a series of costs every year. Despite the vigorous
support from the government that depends on the passen­
ger volume achieved by the public transportation enter­
prise, the main income for public transportation comes
from ticket fares. Public transportation is a popular trans­
portation mode targeting the salaried class, because of
which price is determined by a low standard. The enter­
prise has to reduce cost to improve efficiency by cutting
ever, this practice sacrifices passenger benefits to a cer­
tain extent [7].
To sum up, passenger demand and public transport
enterprise interests are a pair of contradictions, that is,
the interests of the enterprise are sacrificed if the de­
mands of passengers are to be met, and vice versa. The
point of scheduling is to determine the equilibrium point
to formulate the corresponding vehicle scheduling on the
basis of queuing system optimization.
3. 1 Model hypothesis
The following hypotheses are made about the model:
(!) ( 1) Passengers will queue up when the vehicle ar­
rives and line up to get off according to the principle of
first come first serve. The boarding time obeys a negative
exponential distribution of parameter JL [s];
( 2) All the passengers waiting at the bus station
will go aboard without retention when the vehicle arrives;
( 3) The vehicles move with a constant velocity (the
* should average speed is 20 km/h) , ruling out congestion, traf­
fic accidents, and so on;
(2)
( 4) Bus ticket price, as well as bus cost per kilo­
meter (including fuel fare and salaries of bus conductors
and drivers) , is fixed;
( 5) Buses at the same route have the same capaci-
ty;
(6) Buses at the same route have two doors. Pas­
sengers get on the bus through the front door and get off
from the back door.
 98 Journal of Highway and Transportation Research and Development

3. 2 Objective function ing process. Thus, the buses arrival process could be
The model is established on the basis of a route seen as a Poisson process.
scheduling scheme of each period to simplify the struc­ According to the theorem that ' Supposing that there
ture and reduce computational complexity. are n events happening before t in a Poisson process,
For the balance of the public transport enterprise in­ then the time the events occur are uniform random varia­
terests and the social benefit, the benefit function of each bles between ( 0, t) [9]. Thus, the time of passenger arri­
period is established as follows: val before the x th vehicle arrives in the period i is a
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( 3) uniform random variable that is distributed in ( xT,, ( x +

where, B, is the benefit of period i; U, is the public 1) T,) , x = 1, 2, · · · , X , , such that the average expecta­
transport enterprise operating income of period i; C0, is tion of waiting time is:
the public transport enterprise operating cost of period i; E( t- xT,) = E( t) - E( xT,) =
eli is the loss of period i caused by waiting; and i = 1'2' ( x + 1) T, + xT, !_._
T' - ' (7)
_ _

3, , I, where I is the total operating time of that route

· · · 2 2 X

in a day ( hour is the model time interval) . where, t is the time the bus enters the station, and T, is
U, is determined by the product ticket price and the the original bus scheduling in period i.

number of passengers of that period: The service process where passengers get on and off
K
the bus abides the negative exponential distribution of the
U, = PL,nl ;k, ( 4)
k=l parameter f.L , then the expectation of on and off time is
where, P is the ticket price (yuan) ; n1ik is the number 1/J.L. Given that the model data include the number of
of passengers that gets on the bus at stop k of period i; passengers getting on and off the bus at each stop in each
and k = 1, 2, 3 · · · K, where K is the total number of stops period, we can infer that the number of passengers get­
between the origin and destination. ting on and off the bus at each stop in each period value
C01 is the total distance multiplied by the unit cost . nl ik , nzik,
lS where n2,k represents the number of passen-
and fixed cost per day: X X
' '
gers getting off the bus at stop k in the period i. Thus,
the waiting time of the passengers to get on the bus when
where, X, is the number of vehicles that departed for the bus arrived in the period i is the same. Let n,k equal max
period L is the total distance between the origin and
i, ( n1,k,n2,k) , passenger average waiting time is equal to
destination, Cv is the unit bus operating cost per kilome­ the summation of queuing time and on and off time:
ter and ch is the public transport enterprise fixed cost T, 1
' t =- +- .. (8)
per day. ' 2 J.L n'k
eli is the loss of waiting time equal to the product of Substituting equation ( 8) into equation ( 6 ) and
total waiting time and is converted to standard working then substituting equations (6) , (5) , and (4) into e-
hours and per capita GDP of that zone as follows: quation ( 3) yields
K K
A c A
eli =8x = PL,n11k- (X,LCv + --;) -8 X 60 •
60 ( t,L,n
k=l
lik) , (6) B,
k=l
where A is the per capita GDP per day, and t, is the ex­ [ � T, 1 n,k)
(- +- (9)
x, lik J
L... n
pectation of waiting time in the period i, that is, the av­ k=l 2 f.L - · ·

erage waiting time. Substitute the departing frequency of period i X, =

Buses of every route depart from the origin accord­ 60/T, into the above equation yields
ing to the scheduling scheme at a certain time interval in Ch
every period but will not arrive at the bus stop at equal
B, = PN1,- ( xLC
'
v +
I
)-
K
time intervals because of the influence caused by other A 1 . -n,k n ]
vehicles, intersections, stops, and so on, in the operat- 8X
__

60 [ �
�
( 30
k-1 Xi
+ -
f.L x.
lik '
'
) ( 10)

J. Highway Transp. Res. Dev. (English Ed.), 2015, 9(2): 96-102

 JIAO Peng-peng, et al: Bus Scheduling Optimization Based on Queuing Theory 99

K
where, M is the bus standard passenger capacity , and
where N1i =
kL"1 n1ik· Pmaxis the vehicle maximum load rate.
Above is the process of establishing the optimum ( 2) Passenger satisfaction function of waiting time
model on the basis of each period, such that the objec­ Passenger satisfaction is generally measured by wait­
tive function is: ing time; a longer waiting time results in lower satisfac­
max Bi = PN1, - ( X,LCv + �h)­ tion. However, considering the waiting time of each pas­

K
senger will lead to an overly complex calculation. A line­

:60[ � (�� + � • i�)n1ik ] ·

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( 11) ar relationship between satisfaction and waiting time is

8
considered to simplify the model and to ensure that satis­
3. 3 Analysis of constraints
faction is a dimensionless data. Passengers' waiting time
Passenger satisfaction is introduced to reflect that
at stop k in the period i is taken as 1 when less than or e­
the public transportation is a trip mode of social public
welfare and popularization better, and it should not fall
qual to the shortest waiting time timin, and 0 when more
below a certain value, as a constraint to the objective
than or equal to the longest waiting time timax. Given that
passenger waiting time is related to bus-scheduling in the
function.
i and the number of passengers getting on and off the bus
3. 3. 1 Analysis of passenger satisfaction
at stop k, passenger satisfaction swik of waiting time at
Passenger satisfactions on public transportation
stop k in period i is:
mainly have two aspects, one is the waiting time at the
bus stop, including the getting on and off times, and an­ 1' Ti 1 nik in
2+ ; • X, ,;; tim '
other is the vehicle comfort influenced by the conges-
tJ.
on [10]. Based on the analysis above, the desirability nik ] / ( timax -timin) '
[ timax - ( 2Ti +
1
f..!,
• X' )
function established can be used as the satisfaction func­
-

swik =
tion of waiting time and comfort in the vehicle, and the T, 1 nik
timin ,;; -2 + - - ,;; timax '
f../, • Xi
synthetic satisfaction function z, of period i is as follows:
( 12) 0,
where, swi and sci represent the desirability of wrutmg
time and comfort of period i, respectively; awi and ac, re­ ( 14)
present the desirability weight coefficient of waiting time where, timax is the longest waiting time (min) , and tim in is
and comfort. the shortest waiting time (min) .
( 1) Definition of weight coefficient[ 11l Then, the satisfaction of waiting time in period i is:
K
Waiting time and average number of passengers m 1
= K
kL"1 swik'
swi ( 15)
the vehicle are the main factors that influence swi and sci
on a fixed route on a workday. However, for passengers, ( 3) Satisfaction function of comfort
awi and aci are difficult to determine because the number Passenger satisfaction of comfort is mainly influ-
of passengers getting on and off the bus changes. For ve­ enced by the congestion degree in the vehicle. The mod­
hicles, passengers beyond the standard capacity M will el can be considered to have a linear relationship with the
pay more attention to the comfort when vehicle load factor number of passengers, which decreases with the increase
comes up to , while passengers within M will pay at­
Pmax of congestion, to simplify the model and to ensure that
tention to the waiting time because they have seats. satisfaction is dimensionless, similar to the waiting time
According to the paired comparison method from the satisfaction degree. Analysts believe that the comfort sat­
analytic hierarchy process, as well as the normalization isfaction of passengers who have seats is 1, only standing
and non-negativity of weight coefficient: passengers are not satisfied, and the value is 0 when the
number of passengers in the vehicle is more than or equal to
( 13) the maximum passenger capacity. Thus, the passenger sat­
isfaction of comfort scik at stop k in the period i is given by:

J. Highway Transp. Res. Dev. (English Ed.), 2015, 9(2): 96-102

 100 Journal of Highway and Transportation Research and Development

( 1
scik = (Mp�-,-m )I( Mp�-,) s ,;; mik ,;; Mpmax'
;
m;;. ,;; s

Mpm;;x ,;;m;;.
China Undergraduate Mathematical Contest in Modeling
(CUMCM) in 2001[ l z] . The given data mainly include
some parameters and the statistical analysis results of bus
passenger flows in each period of a bus route, the details
( 16)
are shown as follows:
where, s is the number of seats in the vehicle, and mik is
Given parameters: The number k of the upstream
the number of passengers getting on the bus from stop k
bus stops is 14 and 13 at the downstream, public trans­
to stop k + 1 in the period i.
port enterprise distributes buses of the same size to this
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Then, the comfort satisfaction of that route m the

route, the standard bus ridership M is 100, passengers
period i is:
with waiting time timax in common period is 10 minutes
1 K
sci = -K L scik' (17) and 5 min during the morning peak , maximum load fac­
k=l
2. 3. 2 Constraint conditions tor Pmax should not be more than 120%, and mm1mum
According to the establishing process of the objec- load factor Pmin should not be less than 50% .
tive function, the optimum result of the model is to mini­ The original data given in the statistics are:
mize the operation cost of public transport enterprise and Lk ( km) : the distance between stop k and stop
the loss of waiting based on high passenger satisfaction. k - 1, k = 1, 2, . . · , K, and k = 1 represents the start sta­
In this way, both the benefits of the public transport en­ tion;
terprise and passengers, and the public welfare in public n1,k: The number of passengers getting on the bus at
transportation are all taken into consideration. Based on stop k in the period i, 0, 1, 2, · · · , I; k = 1, 2, · · · , K;
the analysis above, equation ( 11) is taken as the objec­ n2,k: The number of passengers getting off the bus
tive function of the model with the following constraints: at stop k in the period i, i = 0, 1, 2, · · · , I; k = 1, 2, · · · , K.
Ti 1
nik 4. 2 Values of other parameters
+ t (18)
2 --;; . xi ,;; ,max, The data on the other parameters were calculated
Mpmin ,;; mik ,;; Mpmax, ( 19) based on the practical situation in Beijing, the details are
zi � 0. 7. (20) as follows:
Equation (18) indicates that the waiting time at stop k ( 1) The identification of the peak period: If a peri­
in period i should be less than tim"' ; substitute departing od exists in which the number of passengers getting on

-
number Xi =60/Ti in the period i into equation (18) : the bus at a stop exceeds 1 500 persons, such period will
xi � --
1 ( n;;. +
)
30 . (21) be considered as a peak period;
ttmax J.L
( 2) f.1,: average time consumed by getting on and up
Equation ( 19) indicates that the bus load factor
the bus, which is 15 persons per minute;
cannot exceed the maximum Pmax, while it cannot be less
( 3) cy : operating cost of every bus, which is
than the minimum of Pmin for the benefit of the public
10 yuan per kilometer (including the cost of fuel, depre­
transport enterprise. If the number of passengers getting
ciation expense , and so on) ;
on the bus from stop k to stop k + 1 in the period i is re­
( 4) ch: the fixed operating cost of every route,
lated to departing number of that period, then
which is 3 600 yuan per day (including salary, business
(22) cost, and so on) ;
Equation ( 20) indicates that to ensure the social ( 5) A: per capita GDP in 2012 in Beijing[BJ is
welfare of the public transportation, requests have to be 87 091 yuan, which is 237 yuan per day;
made for overall passenger satisfaction. ( 6) The number of seats per bus is 35 ;
( 7) P: the ticket fare, which is 1 yuan;
4 Model solution and case study
( 8) timin : minimum waiting time at a bus stops in a
4. 1 Data illustration period i; passenger satisfaction is 1 if waiting time is less
The case study data in this paper are from issue B of than 2 minutes.

J. Highway Transp. Res. Dev. (English Ed.), 2015, 9(2): 96-102

 JIAO Peng-peng, et al: Bus Scheduling Optimization Based on Queuing Theory 101

4. 3 Results results. Thus, determining different weight coefficients

4.3. 1 Departure interval and quantity in each period
The calculation results of the model using Matlab [14l
achieved the profits of public transit operation enterprises
and bus departure interval and quantity in each period,
under the conditions of ensuring that the satisfaction of
the passengers in each period is higher than a certain val-
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based on different conditions to make the model reflect
the actual situation more accurately is reasonable.
Table I shows that the bus departure quantity of
each period is in accordance with the variable regulation
of passenger volumes during the morning peak, noon flat
hump , and evening peak periods that proves the strong a­

ue. The details are shown in the table below: daptability of the model.
Tab.l Bus departure intervals and nmnbers in different The analysis above shows that the model has advan­
periods and company profits
tages both in solution and adaptability, and reflects a
Upstream Downstream
strong significance to practical bus-scheduling.
Departing . Enterprise Departing . Total
Period Quantity Quantity 4. 3. 2 Minimum vehicle number
interval profits interval profits
(veh) (veh) Public transit enterprises prefer to transport more
(min) (Yuan) (min) (Yuan)
passengers through fewer buses with consideration on de­
5,00-6,00 6.0 10 -624 8.6 7 -1 172.7
creased operation cost, by satisfying the comfort of pas­
6,00-7,00 2.1 29 2 012.9 5.0 12 64.8
sengers. The minimum departure quantity is decided by
7,00-8,00 1.4 43 4 239.3 2.1 28 1 198.2
the departure time table. Furthermore, the optimal de­
8:00-9,00 1.8 34 713.4 1.9 32 1 207.8
parture time table is decided by the number of passengers
9:00-10:00 3.8 16 936.6 2.9 21 198.9
arriving at each stop the whole day. Thus, the minimum
10 ,oo-11 ,oo 4.3 14 356.4 5.0 12 261.8
departure quantity of the upstream and downstream start
11 ,oo -12:00 4.0 15 564.5 5.0 12 -77.2
and stop is determined by the maximum passenger quan­
12,00-13:00 4.3 14 326.4 5.5 11 -217.1
1
tity arriving at each stop in each period [ s] . Based on ta­
13 ,oo-14 ,oo 4.6 13 162.3 5.5 11 -125.1
ble 1, the number of upstream buses is larger than that of
14,00-15:00 5.0 12 -15.8 5.0 12 -16.2
the downstream, thus only the upstream is taken into
15 ,oo-16 ,oo 5.0 12 -25.8 4.3 14 261.6
consideration in the solution of minimum departure bus
16,00-17:00 3.2 19 1 660.9 2.6 23 731.7
quantity.
17 ,oo -18:00 1.8 33 992.3 1.7 36 1 676.4
Hypothesis: M, is the max1mum passenger section
18:00-19:00 5.0 12 145.2 2.4 25 1 125.5
volume in the period i (i 1, 2,
, 18) ; d1 is upstream
= · · ·

19:00-20:00 7.5 8 -316.2 5.0 12 228.8

distance, d1 14. 59 km; d2 is downstream distance,
20 ,oo-21 ,oo
=

7.5 8 -504.2 5.5 11 -225.1

d2 14. 61 km; and N is minimum bus quantity needed.
21 ,oo -22:00
=
10.0 6 -458.4 5.5 11 -267.1
From the analysis of the original data, we find that
22 ,oo-23 ,oo 10.0 6 -1 018 7.5 8 -697.8
the total quantity of passengers getting on the bus is lar­
Sum 304 9 147.4 298 4 157.2
ger than that of passengers getting off the bus in some pe­
The above bus-scheduling time table was calculated
riods. Therefore, we take M, to represent the maximum
by a goal programming model, which comprehensively
passengers arriving at each stop in the period i (i = 1, 2,
considers the benefits of passengers and public transit en­
... , 18) , then
terprises, and only needs to confirm a variable X, called
0
departure quantity, thus the solution process of the model M, =
L (n1(i 1)j - nz(i 1))
j=1
+
is easy. 3
k
We provide the quantitative disposal to passenger max [
k
L (n(1 (, 1)j - nz(' 1)) J ,
j=1
satisfaction from two aspects by taking passenger satisfac­ 3
tion into the analysis of the constraints. On the contrary, k = 13, 12, .. · , D;i = 1, 2, .. ·, 18. (23)
different weight coefficients are applied in this process With consideration of bus operation load, through
and variable weight coefficient leads to different optimum investigation, each car should have a rest after operating

J. Highway Transp. Res. Dev. (English Ed.), 2015, 9(2): 96-102

 102 Journal of Highway and Transportation Research and Development
at most eight times, that is, approximately 220 km, from
the perspective of reasonably using vehicles. Then, the
minimum bus quantity needed can be obtained using the
following equation:
18
I, m,
N = ...:..:2..._ X (d 1 + d2) 7 220 = 42. 71
Mpmax
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5 Conclusions
Bus scheduling 1s widely adopted in urban public
transportation management organization. Bus operation
and organization projects are the basis of bus scheduling
and the operation time table is the core of bus operation
organization, the critical work to enhance bus operation
efficiency and service level is to achieve the reasonable
headway. In this paper, bus scheduling optimization
model was studied, the enterprises and passengers' bene­
fits in bus scheduling were analyzed, the profits of enter­
prises and passengers were considered, and the grid fre­
quency optimization model of bus routes were set up.
Meanwhile, constraints based on desirability function of
enterprises and passengers were established to ensure so­
cial public welfare of public transportation. Finally, the
data of China Undergraduate Mathematical Contest
Modeling (CUMCM) were used to verify the model.
In this study, the model uses unknown parameters
rather than specific values to reflect the influences of va­
rious factors on the bus scheduling scheme, which can
also be adjusted flexibly with respect to actual conditions
and it makes the model with stronger applicability. On
the contrary, the hourly passenger data during the peak
interval can be divided more meticulously with respect to
the requirement of accurately reflecting the dynamic sta­
tus of passenger flows.
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