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

By Carl Henrik Hall.

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Potter (1976) describes an integrated service where 45 dial-a-ride vehicles and 36 express buses are operated in Ann Arbor, Michigan. The bus routes cover all places with a high number of requests going to or from. The dial-a-ride vehicles are assigned to different zones, and acts as feeders to the fixed route service as well as taking care of intrazonal journeys. In time periods with low demand, connections between different dial-a-ride vehicles are also made. The work of Wilson et al. (1976) is more focused on algorithms for planning the journeys.

An other type of integrated public transport service is presented in Crainic et al. (2001). This service is based on flexible routes of the form presented in Malucelli et al. 4, combined with a conventional fixed route service. It is assumed that the fixed route service is a fast service of some kind, light rail or an express bus for example, and that the compulsory stops of the flexible service are typically such that the users here can transfer to other lines (fixed and flexible). In an integrated network, passengers can travel from an optional stop to any other, with or without transfers between lines (both flexible and fixed route).

This makes the Roving bus quite similar to a multiple-hire taxi, but only operated between predefined stops. Smart shuttle is timetabled but only runs on demand. The hybrid services are normally regarded as demand responsive services, but in LITRES-2 they are referred to as just hybrid services. The hybrid services are called this because of their mix between static public transport and taxi service. 2), but the hybrid services are handled by a combination of both these modules. 2 LITRES-2 Architecture LITRES-2 consists of two main components, a simulator and a control system, see Figure 10.

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