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This method", "type": "text" } ] }, { "bbox": [ 53, 433.25, 294, 443.75 ], "spans": [ { "bbox": [ 53, 433.25, 295, 443.75 ], "content": "is applied to stations in the entire London Overground to demonstrate", "type": "text" } ] }, { "bbox": [ 53, 444.25, 294, 455 ], "spans": [ { "bbox": [ 52, 444.25, 294, 455 ], "content": "its practicality; incidence behavior varies across the network and across", "type": "text" } ] }, { "bbox": [ 53, 456, 294, 465.75 ], "spans": [ { "bbox": [ 53, 456, 295, 465.75 ], "content": "times of day and refects headways and reliability. Incidence is much", "type": "text" } ] }, { "bbox": [ 53, 466.25, 294, 476.75 ], "spans": [ { "bbox": [ 52, 466.25, 295, 476.75 ], "content": "less timetable-dependent on the North London Line than on the other", "type": "text" } ] }, { "bbox": [ 53, 477.25, 294, 488.75 ], "spans": [ { "bbox": [ 52, 477.25, 295, 488.75 ], "content": "lines because of shorter headways and poorer reliability. Where incidence", "type": "text" } ] }, { "bbox": [ 53, 489.25, 294, 498.75 ], "spans": [ { "bbox": [ 53, 489.25, 295, 498.75 ], "content": "is timetable-dependent, passengers reduce their mean scheduled waiting", "type": "text" } ] }, { "bbox": [ 53, 499.25, 252, 511 ], "spans": [ { "bbox": [ 52, 499.25, 252, 511 ], "content": "time by more than 3 min compared with random incidence.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 245, 294, 511 ], "lines": [], "lines_deleted": true }, { "type": "text", "bbox": [ 53, 529, 294, 596 ], "lines": [ { "bbox": [ 53, 529, 294, 540.75 ], "spans": [ { "bbox": [ 53, 529, 294, 540.75 ], "content": "This paper is concerned with passenger incidence behavior, which", "type": "text" } ] }, { "bbox": [ 53, 541.25, 294, 550.75 ], "spans": [ { "bbox": [ 53, 541.25, 294, 550.75 ], "content": "is defined as the act or event of a person's being incident to a public", "type": "text" } ] }, { "bbox": [ 53, 551.25, 294, 561.75 ], "spans": [ { "bbox": [ 53, 551.25, 294, 561.75 ], "content": "transport service with intent to use that service. A lexical convention", "type": "text" } ] }, { "bbox": [ 53, 562.25, 294, 573.75 ], "spans": [ { "bbox": [ 53, 562.25, 294, 573.75 ], "content": "is established here to avoid ambiguity between passenger incidence", "type": "text" } ] }, { "bbox": [ 53, 574.25, 294, 584.75 ], "spans": [ { "bbox": [ 53, 574.25, 295, 584.75 ], "content": "to public transport services and arrival at certain destinations after", "type": "text" } ] }, { "bbox": [ 53, 585.25, 165, 596 ], "spans": [ { "bbox": [ 54, 585.25, 165, 596 ], "content": "using public transport services.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 595, 294, 629 ], "lines": [ { "bbox": [ 60, 595, 294, 606.75 ], "spans": [ { "bbox": [ 60, 595, 293, 606.75 ], "content": " Passenger incidence behavior has been studied primarily for the", "type": "text" } ] }, { "bbox": [ 53, 607.25, 294, 616.75 ], "spans": [ { "bbox": [ 54, 607.25, 295, 616.75 ], "content": "sake of understanding how changes to a public transport service will", "type": "text" } ] }, { "bbox": [ 53, 617.25, 294, 629 ], "spans": [ { "bbox": [ 53, 617.25, 295, 629 ], "content": "affect passenger waiting times. It is also of interest because it affects", "type": "text" } ] }, { "bbox": [ 317, 246, 558, 257.75 ], "spans": [ { "bbox": [ 316, 246, 559, 257.75 ], "content": "the relationship between the departure times of public transport", "type": "text" } ] }, { "bbox": [ 317, 258.25, 558, 267.75 ], "spans": [ { "bbox": [ 316, 258.25, 558, 267.75 ], "content": "vehicles and the passenger loads on those vehicles. Understanding", "type": "text" } ] }, { "bbox": [ 317, 268.25, 558, 279.75 ], "spans": [ { "bbox": [ 315, 268.25, 559, 279.75 ], "content": " passenger incidence behaviors allows management interventions to", "type": "text" } ] }, { "bbox": [ 317, 280.25, 558, 290.75 ], "spans": [ { "bbox": [ 316, 280.25, 558, 290.75 ], "content": "be based on realistic behavioral assumptions. As pointed out in one", "type": "text" } ] }, { "bbox": [ 317, 291.25, 558, 301.75 ], "spans": [ { "bbox": [ 316, 291.25, 558, 301.75 ], "content": "of the seminal investigations on the topic by Bowman and Turnquist,", "type": "text" } ] }, { "bbox": [ 317, 302.25, 558, 312.75 ], "spans": [ { "bbox": [ 316, 302.25, 558, 312.75 ], "content": "the effects on passenger waiting time of one particular intervention", "type": "text" } ] }, { "bbox": [ 317, 313.25, 558, 323.75 ], "spans": [ { "bbox": [ 316, 313.25, 559, 323.75 ], "content": "(e.g., increasing frequency) could be overestimated compared with a", "type": "text" } ] }, { "bbox": [ 317, 324.25, 558, 334.75 ], "spans": [ { "bbox": [ 316, 324.25, 558, 334.75 ], "content": "different type of intervention (e.g., improving reliability), depending", "type": "text" } ] }, { "bbox": [ 317, 335, 535, 346 ], "spans": [ { "bbox": [ 316, 335, 522.75, 346 ], "content": "on which assumptions are made about incidence behavior", "type": "text" }, { "bbox": [ 523.25, 335.25, 535, 346 ], "content": "(l)", "type": "inline_equation" } ] } ] }, { "type": "text", "bbox": [ 317, 246, 558, 346 ], "lines": [], "lines_deleted": true }, { "type": "text", "bbox": [ 317, 346, 558, 491 ], "lines": [ { "bbox": [ 325, 346, 558, 357.75 ], "spans": [ { "bbox": [ 325, 346, 558, 357.75 ], "content": " Earlier studies on passenger incidence behavior chose their data", "type": "text" } ] }, { "bbox": [ 317, 358.25, 558, 367.75 ], "spans": [ { "bbox": [ 316, 358.25, 558, 367.75 ], "content": "samples from stations or stops with a single service pattern such", "type": "text" } ] }, { "bbox": [ 317, 368.25, 558, 378.75 ], "spans": [ { "bbox": [ 316, 368.25, 558, 378.75 ], "content": "that the linking of passengers to scheduled or actual services was", "type": "text" } ] }, { "bbox": [ 317, 379.25, 558, 389.75 ], "spans": [ { "bbox": [ 316, 379.25, 558, 389.75 ], "content": "straightforward. This choice of data samples simplifies the analysis", "type": "text" } ] }, { "bbox": [ 317, 390.25, 558, 400.75 ], "spans": [ { "bbox": [ 316, 390.25, 558, 400.75 ], "content": "and may suffice for an academic study. But such simplification also", "type": "text" } ] }, { "bbox": [ 317, 401.25, 558, 411.75 ], "spans": [ { "bbox": [ 316, 401.25, 558, 411.75 ], "content": "heavily limits the stations or stops that can be studied in the transit", "type": "text" } ] }, { "bbox": [ 317, 412.25, 558, 423.75 ], "spans": [ { "bbox": [ 316, 412.25, 558, 423.75 ], "content": "network. In any moderately complex network, many stations may", "type": "text" } ] }, { "bbox": [ 317, 424.25, 558, 434.75 ], "spans": [ { "bbox": [ 316, 424.25, 558, 434.75 ], "content": "have more than one service pattern. This limitation prevents the", "type": "text" } ] }, { "bbox": [ 317, 435.25, 558, 445.75 ], "spans": [ { "bbox": [ 317, 435.25, 558, 445.75 ], "content": "method from being systematically applied to the entire network and", "type": "text" } ] }, { "bbox": [ 317, 446.25, 558, 456.75 ], "spans": [ { "bbox": [ 316, 446.25, 558, 456.75 ], "content": "therefore limits its use in transit management practice. In environ-", "type": "text" } ] }, { "bbox": [ 317, 457.25, 558, 468.75 ], "spans": [ { "bbox": [ 317, 457.25, 558, 468.75 ], "content": "ments in which passengers at a given station have a choice of ser-", "type": "text" } ] }, { "bbox": [ 317, 469.25, 558, 479.75 ], "spans": [ { "bbox": [ 317, 469.25, 558, 479.75 ], "content": "vices, a more sophisticated approach is needed to study passenger", "type": "text" } ] }, { "bbox": [ 317, 480.25, 388, 491 ], "spans": [ { "bbox": [ 316, 480.25, 388, 491 ], "content": "incidence behavior.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 491, 558, 625 ], "lines": [ { "bbox": [ 325, 491, 558, 500.75 ], "spans": [ { "bbox": [ 325, 491, 558, 500.75 ], "content": " This paper is concerned with the relationship between the times", "type": "text" } ] }, { "bbox": [ 317, 501.25, 558, 512.75 ], "spans": [ { "bbox": [ 315, 501.25, 559, 512.75 ], "content": " of passenger incidence and published timetables in a rail network", "type": "text" } ] }, { "bbox": [ 317, 513.25, 558, 521.75 ], "spans": [ { "bbox": [ 317, 513.25, 558, 521.75 ], "content": "with heterogeneous service patterns. It proposes a method to study", "type": "text" } ] }, { "bbox": [ 317, 522.25, 558, 535.75 ], "spans": [ { "bbox": [ 315, 522.25, 559, 535.75 ], "content": "this relationship by integrating disaggregate passenger journey data", "type": "text" } ] }, { "bbox": [ 317, 536.25, 558, 545.75 ], "spans": [ { "bbox": [ 317, 536.25, 558, 545.75 ], "content": "from automatic fare collection (AFC) smartcard systems with pub-", "type": "text" } ] }, { "bbox": [ 317, 546.25, 558, 556.75 ], "spans": [ { "bbox": [ 316, 546.25, 558, 556.75 ], "content": "lished timetables using schedule-based assignment. The purpose of", "type": "text" } ] }, { "bbox": [ 317, 557.25, 558, 568.75 ], "spans": [ { "bbox": [ 316, 557.25, 558, 568.75 ], "content": "this paper is twofold: first, to develop a method that contributes to", "type": "text" } ] }, { "bbox": [ 317, 569.25, 558, 578.75 ], "spans": [ { "bbox": [ 316, 569.25, 558, 578.75 ], "content": "the study of passenger incidence behavior across a railway network", "type": "text" } ] }, { "bbox": [ 317, 579.25, 558, 588.75 ], "spans": [ { "bbox": [ 317, 579.25, 558, 588.75 ], "content": "with heterogeneous service patterns and frequencies using pub-", "type": "text" } ] }, { "bbox": [ 317, 589.25, 558, 602.75 ], "spans": [ { "bbox": [ 315, 589.25, 559, 602.75 ], "content": " lished timetables and AFC data; and second, to apply this method", "type": "text" } ] }, { "bbox": [ 317, 603.25, 558, 612.75 ], "spans": [ { "bbox": [ 316, 603.25, 559, 612.75 ], "content": "to the London Overground to demonstrate its practicality and shed", "type": "text" } ] }, { "bbox": [ 317, 613.25, 493, 625 ], "spans": [ { "bbox": [ 316, 613.25, 493, 625 ], "content": "light on the incidence behavior of its passengers.", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 317, 644, 373, 655 ], "lines": [ { "bbox": [ 316, 645, 374, 656 ], "spans": [ { "bbox": [ 316, 645, 374, 656 ], "content": "LITERATURE", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 666, 558, 732 ], "lines": [ { "bbox": [ 317, 666, 558, 676.75 ], "spans": [ { "bbox": [ 316, 666, 558, 676.75 ], "content": "Previous research has identified a rich set of passenger incidence behav-", "type": "text" } ] }, { "bbox": [ 317, 677.25, 558, 687.75 ], "spans": [ { "bbox": [ 316, 677.25, 556, 687.75 ], "content": "iors and related them to certain aspects of public transport services.", "type": "text" } ] }, { "bbox": [ 317, 688.25, 558, 698.75 ], "spans": [ { "bbox": [ 317, 688.25, 558, 698.75 ], "content": "Using manually and automatically collected data sources, research", "type": "text" } ] }, { "bbox": [ 317, 699.25, 558, 709.75 ], "spans": [ { "bbox": [ 317, 699.25, 558, 709.75 ], "content": "has investigated the diversity of the behavior cross-sectionally and the", "type": "text" } ] }, { "bbox": [ 317, 710.25, 558, 720.75 ], "spans": [ { "bbox": [ 317, 710.25, 557, 720.75 ], "content": "consistency of such behaviors longitudinally over time. It has been", "type": "text" } ] }, { "bbox": [ 317, 721.25, 558, 732 ], "spans": [ { "bbox": [ 317, 721.25, 558, 732 ], "content": "found that the randomness of passenger incidence behavior is highly", "type": "text" } ] }, { "bbox": [ 52, 62, 295, 72.75 ], "spans": [ { "bbox": [ 53, 62, 295, 72.75 ], "content": "dependent on the service headway and the reliability of the departure", "type": "text" } ] }, { "bbox": [ 52, 73.25, 233, 84 ], "spans": [ { "bbox": [ 51, 73.25, 233, 84 ], "content": " time of the service to which passengers are incident.", "type": "text" } ] } ] } ] }, { "preproc_blocks": [ { "type": "text", "bbox": [ 52, 62, 295, 84 ], "lines": [], "lines_deleted": true }, { "type": "text", "bbox": [ 52, 84, 295, 226 ], "lines": [ { "bbox": [ 62, 84, 295, 94.75 ], "spans": [ { "bbox": [ 62, 84, 295, 94.75 ], "content": "After briefy introducing the random incidence model, which is", "type": "text" } ] }, { "bbox": [ 52, 95.25, 295, 105.75 ], "spans": [ { "bbox": [ 53, 95.25, 295, 105.75 ], "content": "often assumed to hold at short headways, the balance of this section", "type": "text" } ] }, { "bbox": [ 52, 106.25, 295, 116.75 ], "spans": [ { "bbox": [ 53, 106.25, 295, 116.75 ], "content": "reviews six studies of passenger incidence behavior that are moti-", "type": "text" } ] }, { "bbox": [ 52, 117.25, 295, 126.75 ], "spans": [ { "bbox": [ 52, 117.25, 295, 126.75 ], "content": "vated by understanding the relationships between service headway,", "type": "text" } ] }, { "bbox": [ 52, 127.25, 295, 138.75 ], "spans": [ { "bbox": [ 53, 127.25, 295, 138.75 ], "content": "service reliability, passenger incidence behavior, and passenger", "type": "text" } ] }, { "bbox": [ 52, 139.25, 295, 149.75 ], "spans": [ { "bbox": [ 53, 139.25, 295, 149.75 ], "content": "waiting time in a more nuanced fashion than is embedded in the", "type": "text" } ] }, { "bbox": [ 52, 150.25, 295, 159.75 ], "spans": [ { "bbox": [ 53, 150.25, 295, 159.75 ], "content": "random incidence assumption (2). Three of these studies depend on", "type": "text" } ] }, { "bbox": [ 52, 160.25, 295, 171 ], "spans": [ { "bbox": [ 53, 160.25, 295, 171 ], "content": "manually collected data, two studies use data from AFC systems,", "type": "text" } ] }, { "bbox": [ 52, 172, 295, 181.75 ], "spans": [ { "bbox": [ 53, 172, 295, 181.75 ], "content": "and one study analyzes the issue purely theoretically. These studies", "type": "text" } ] }, { "bbox": [ 52, 182.25, 295, 192.75 ], "spans": [ { "bbox": [ 53, 182.25, 295, 192.75 ], "content": "reveal much about passenger incidence behavior, but all are found", "type": "text" } ] }, { "bbox": [ 52, 193.25, 295, 203.75 ], "spans": [ { "bbox": [ 53, 193.25, 294, 203.75 ], "content": "to be limited in their general applicability by the methods with", "type": "text" } ] }, { "bbox": [ 52, 204.25, 295, 214.75 ], "spans": [ { "bbox": [ 54, 204.25, 295, 214.75 ], "content": "which they collect information about passengers and the services", "type": "text" } ] }, { "bbox": [ 52, 215.25, 164, 226 ], "spans": [ { "bbox": [ 51, 215.25, 164, 226 ], "content": "those passengers intend to use.", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 53, 246, 224, 258 ], "lines": [ { "bbox": [ 52, 246, 225, 259 ], "spans": [ { "bbox": [ 52, 246, 225, 259 ], "content": "Random Passenger Incidence Behavior", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 52, 268, 295, 388 ], "lines": [ { "bbox": [ 52, 268, 295, 278.75 ], "spans": [ { "bbox": [ 53, 268, 293, 278.75 ], "content": "One characterization of passenger incidence behavior is that of ran-", "type": "text" } ] }, { "bbox": [ 52, 279.25, 295, 289 ], "spans": [ { "bbox": [ 53, 279.25, 292, 289 ], "content": "dom incidence (3). The key assumption underlying the random inci-", "type": "text" } ] }, { "bbox": [ 52, 290, 295, 300.75 ], "spans": [ { "bbox": [ 53, 290, 295, 300.75 ], "content": "dence model is that the process of passenger arrivals to the public", "type": "text" } ] }, { "bbox": [ 52, 301.25, 295, 310.75 ], "spans": [ { "bbox": [ 53, 301.25, 294, 310.75 ], "content": "transport service is independent from the vehicle departure process", "type": "text" } ] }, { "bbox": [ 52, 311.25, 295, 321.75 ], "spans": [ { "bbox": [ 52, 311.25, 295, 321.75 ], "content": "of the service. This implies that passengers become incident to the", "type": "text" } ] }, { "bbox": [ 52, 322.25, 295, 332.75 ], "spans": [ { "bbox": [ 53, 322.25, 295, 332.75 ], "content": "service at a random time, and thus the instantaneous rate of passen-", "type": "text" } ] }, { "bbox": [ 52, 333.25, 295, 343.75 ], "spans": [ { "bbox": [ 53, 333.25, 295, 343.75 ], "content": "ger arrivals to the service is uniform over a given period of time. Let", "type": "text" } ] }, { "bbox": [ 52, 344, 295, 354.75 ], "spans": [ { "bbox": [ 52, 344, 76.75, 354.75 ], "content": "W and", "type": "text" }, { "bbox": [ 77.25, 344.25, 85, 354.75 ], "content": "H", "type": "inline_equation" }, { "bbox": [ 86, 344, 295, 354.75 ], "content": "be random variables representing passenger waiting times", "type": "text" } ] }, { "bbox": [ 52, 355.25, 295, 365.75 ], "spans": [ { "bbox": [ 53, 355.25, 295, 365.75 ], "content": "and service headways, respectively. Under the random incidence", "type": "text" } ] }, { "bbox": [ 52, 366.25, 295, 376.75 ], "spans": [ { "bbox": [ 53, 366.25, 295, 376.75 ], "content": "assumption and the assumption that vehicle capacity is not a binding", "type": "text" } ] }, { "bbox": [ 52, 377.25, 262, 388 ], "spans": [ { "bbox": [ 53, 377.25, 262, 388 ], "content": "constraint, a classic result of transportation science is that", "type": "text" } ] } ] }, { "type": "interline_equation", "bbox": [ 52, 397, 195, 426 ], "lines": [ { "bbox": [ 52, 397, 195, 426 ], "spans": [ { "bbox": [ 52, 397, 195, 426 ], "content": "E\\!\\left(W\\right)\\!=\\!\\frac{E\\!\\left[H^{2}\\right]}{2E\\!\\left[H\\right]}\\!=\\!\\frac{E\\!\\left[H\\right]}{2}\\!\\!\\left(1\\!+\\!\\operatorname{CV}\\!\\left(H\\right)^{2}\\right)", "type": "interline_equation" } ] } ] }, { "type": "text", "bbox": [ 52, 438, 295, 470 ], "lines": [ { "bbox": [ 52, 438, 295, 447.75 ], "spans": [ { "bbox": [ 53, 438, 75.75, 446.75 ], "content": "where", "type": "text" }, { "bbox": [ 76.25, 438, 94, 447.75 ], "content": "E[X]", "type": "inline_equation" }, { "bbox": [ 95, 438, 295, 446.75 ], "content": "is the probabilistic expectation of some random variable", "type": "text" } ] }, { "bbox": [ 52, 447, 295, 460 ], "spans": [ { "bbox": [ 52, 447.25, 59.75, 458.75 ], "content": "X", "type": "inline_equation" }, { "bbox": [ 60.25, 448.25, 74.75, 458.75 ], "content": "and", "type": "text" }, { "bbox": [ 75.25, 448.25, 100.75, 458.75 ], "content": "\\operatorname{CV}(H)", "type": "inline_equation" }, { "bbox": [ 101.25, 448.25, 215.75, 458.75 ], "content": "is the coefficient of variation of", "type": "text" }, { "bbox": [ 216.25, 447, 224, 460 ], "content": "H_{z}", "type": "inline_equation" }, { "bbox": [ 225, 447.25, 295, 460 ], "content": ". a unitless measure", "type": "text" } ] }, { "bbox": [ 52, 459, 171, 470 ], "spans": [ { "bbox": [ 52, 459.25, 123, 470 ], "content": "of the variability of", "type": "text" }, { "bbox": [ 124, 459.25, 132, 470 ], "content": "H", "type": "inline_equation" }, { "bbox": [ 133, 459, 171, 470 ], "content": "defined as", "type": "text" } ] } ] }, { "type": "interline_equation", "bbox": [ 52, 479, 114, 504 ], "lines": [ { "bbox": [ 52, 479, 114, 504 ], "spans": [ { "bbox": [ 52, 479, 114, 504 ], "content": "\\mathbf{CV}\\big(H\\big)\\!=\\!\\frac{\\boldsymbol{\\upsigma}_{H}}{E\\big[H\\big]}", "type": "interline_equation" } ] } ] }, { "type": "text", "bbox": [ 52, 515, 295, 604 ], "lines": [ { "bbox": [ 52, 515, 295, 527 ], "spans": [ { "bbox": [ 53, 515, 76, 527 ], "content": "where", "type": "text" }, { "bbox": [ 77, 515, 87.75, 527 ], "content": "\\upsigma_{H}", "type": "inline_equation" }, { "bbox": [ 88.25, 515, 186.75, 527 ], "content": "is the standard deviation of", "type": "text" }, { "bbox": [ 187.25, 515, 207.75, 526.75 ], "content": "H\\left(4\\right)", "type": "inline_equation" }, { "bbox": [ 208.25, 515, 295, 527 ], "content": ". The second expression", "type": "text" } ] }, { "bbox": [ 52, 527.25, 295, 536.75 ], "spans": [ { "bbox": [ 53, 527.25, 295, 536.75 ], "content": "in Equation 1 is particularly useful because it expresses the mean", "type": "text" } ] }, { "bbox": [ 52, 537.25, 295, 547.75 ], "spans": [ { "bbox": [ 53, 537.25, 295, 547.75 ], "content": "passenger waiting time as the sum of two components: the waiting", "type": "text" } ] }, { "bbox": [ 52, 548.25, 295, 557.75 ], "spans": [ { "bbox": [ 53, 548.25, 294, 557.75 ], "content": "time caused by the mean headway (i.e., the reciprocal of service fre-", "type": "text" } ] }, { "bbox": [ 52, 558.25, 295, 569.75 ], "spans": [ { "bbox": [ 51, 558.25, 295, 569.75 ], "content": "quency) and the waiting time caused by the variability of the head-", "type": "text" } ] }, { "bbox": [ 52, 570.25, 295, 580.75 ], "spans": [ { "bbox": [ 53, 570.25, 295, 580.75 ], "content": "ways (which is one measure of service reliability). When the service", "type": "text" } ] }, { "bbox": [ 52, 581.25, 295, 591.75 ], "spans": [ { "bbox": [ 53, 581.25, 295, 591.75 ], "content": "is perfectly reliable with constant headways, the mean waiting time", "type": "text" } ] }, { "bbox": [ 52, 592.25, 171, 604 ], "spans": [ { "bbox": [ 53, 592.25, 169, 604 ], "content": "will be simply half the headway.", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 53, 623, 252, 635 ], "lines": [ { "bbox": [ 53, 624, 253, 635 ], "spans": [ { "bbox": [ 53, 624, 253, 635 ], "content": "More Behaviorally Realistic Incidence Models", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 52, 645, 295, 732 ], "lines": [ { "bbox": [ 52, 645, 295, 654.75 ], "spans": [ { "bbox": [ 53, 645, 295, 654.75 ], "content": "Jolliffe and Hutchinson studied bus passenger incidence in South", "type": "text" } ] }, { "bbox": [ 52, 655, 295, 667 ], "spans": [ { "bbox": [ 53, 655, 249.75, 667 ], "content": "London suburbs (5). They observed 10 bus stops for", "type": "text" }, { "bbox": [ 250.25, 655.25, 263.75, 666.75 ], "content": "^{1\\mathrm{~h~}}", "type": "inline_equation" }, { "bbox": [ 264.25, 655, 294, 667 ], "content": "per day", "type": "text" } ] }, { "bbox": [ 52, 667.25, 295, 676.75 ], "spans": [ { "bbox": [ 53, 667.25, 295, 676.75 ], "content": "over 8 days, recording the times of passenger incidence and actual", "type": "text" } ] }, { "bbox": [ 52, 677.25, 295, 688.75 ], "spans": [ { "bbox": [ 53, 677.25, 295, 688.75 ], "content": "and scheduled bus departures. They limited their stop selection to", "type": "text" } ] }, { "bbox": [ 52, 689.25, 295, 698.75 ], "spans": [ { "bbox": [ 53, 689.25, 295, 698.75 ], "content": "those served by only a single bus route with a single service pat-", "type": "text" } ] }, { "bbox": [ 52, 699.25, 295, 709.75 ], "spans": [ { "bbox": [ 51, 699.25, 295, 709.75 ], "content": "tern so as to avoid ambiguity about which service a passenger was", "type": "text" } ] }, { "bbox": [ 52, 710.25, 295, 720.75 ], "spans": [ { "bbox": [ 53, 710.25, 295, 720.75 ], "content": "waiting for. The authors found that the actual average passenger", "type": "text" } ] }, { "bbox": [ 52, 721, 295, 732 ], "spans": [ { "bbox": [ 53, 721, 115.75, 732 ], "content": "waiting time was", "type": "text" }, { "bbox": [ 116.25, 721.25, 134, 732 ], "content": "30\\%", "type": "inline_equation" }, { "bbox": [ 135, 721, 295, 732 ], "content": "less than predicted by the random incidence", "type": "text" } ] }, { "bbox": [ 317, 61, 558, 72.75 ], "spans": [ { "bbox": [ 317, 61, 558, 72.75 ], "content": "model. They also found that the empirical distributions of passenger", "type": "text" } ] }, { "bbox": [ 317, 73.25, 558, 83.75 ], "spans": [ { "bbox": [ 317, 73.25, 558, 83.75 ], "content": "incidence times (by time of day) had peaks just before the respec-", "type": "text" } ] }, { "bbox": [ 317, 84.25, 558, 92.75 ], "spans": [ { "bbox": [ 316, 84.25, 558, 92.75 ], "content": "tive average bus departure times. They hypothesized the existence", "type": "text" } ] }, { "bbox": [ 317, 93, 558, 106.75 ], "spans": [ { "bbox": [ 316, 94.25, 483.75, 105.75 ], "content": "of three classes of passengers: with proportion", "type": "text" }, { "bbox": [ 484.25, 93, 489, 106.75 ], "content": "q", "type": "inline_equation" }, { "bbox": [ 490, 93.25, 559, 106.75 ], "content": " passengers whose", "type": "text" } ] }, { "bbox": [ 317, 107.25, 558, 116.75 ], "spans": [ { "bbox": [ 316, 107.25, 559, 116.75 ], "content": "time of incidence is causally coincident with that of a bus departure", "type": "text" } ] }, { "bbox": [ 317, 117.25, 558, 126.75 ], "spans": [ { "bbox": [ 317, 117.25, 559, 126.75 ], "content": "(e.g., because they saw the approaching bus from their home or a", "type": "text" } ] }, { "bbox": [ 317, 127, 558, 138 ], "spans": [ { "bbox": [ 317, 127, 429.75, 138 ], "content": "shop window); with proportion", "type": "text" }, { "bbox": [ 430.25, 127.25, 459.75, 137.75 ], "content": "p(1-q)", "type": "inline_equation" }, { "bbox": [ 460.25, 127, 558, 138 ], "content": ", passengers who time their", "type": "text" } ] }, { "bbox": [ 317, 138.25, 558, 149.75 ], "spans": [ { "bbox": [ 316, 138.25, 558, 149.75 ], "content": "arrivals to minimize expected waiting time; and with proportion", "type": "text" } ] }, { "bbox": [ 317, 150, 558, 158.75 ], "spans": [ { "bbox": [ 317, 150.25, 366.75, 157.75 ], "content": "(1-p)(1-q)", "type": "inline_equation" }, { "bbox": [ 367.25, 150, 558, 158.75 ], "content": ", passengers who are randomly incident. The authors", "type": "text" } ] }, { "bbox": [ 317, 158, 558, 171.75 ], "spans": [ { "bbox": [ 316, 159.25, 355.75, 171.75 ], "content": "found that", "type": "text" }, { "bbox": [ 356.25, 158, 361.75, 171.75 ], "content": "p", "type": "inline_equation" }, { "bbox": [ 362.25, 159.25, 559, 171.75 ], "content": "was positively correlated with the potential reduction", "type": "text" } ] }, { "bbox": [ 317, 172.25, 558, 181.75 ], "spans": [ { "bbox": [ 317, 172.25, 559, 181.75 ], "content": "in waiting time (compared with arriving randomly) that resulted", "type": "text" } ] }, { "bbox": [ 317, 182.25, 558, 190.75 ], "spans": [ { "bbox": [ 317, 182.25, 558, 190.75 ], "content": "from knowledge of the timetable and of service reliability. They also", "type": "text" } ] }, { "bbox": [ 317, 191, 558, 204.75 ], "spans": [ { "bbox": [ 316, 192.25, 339, 204.75 ], "content": "found", "type": "text" }, { "bbox": [ 340, 191, 345.75, 204.75 ], "content": "p", "type": "inline_equation" }, { "bbox": [ 346.25, 191.25, 559, 204.75 ], "content": "to be higher in the peak commuting periods rather than in", "type": "text" } ] }, { "bbox": [ 317, 205.25, 558, 214.75 ], "spans": [ { "bbox": [ 316, 205.25, 559, 214.75 ], "content": "the off-peak periods, indicating more awareness of the timetable or", "type": "text" } ] }, { "bbox": [ 317, 215.25, 476, 225 ], "spans": [ { "bbox": [ 316, 215.25, 476, 225 ], "content": "historical reliability, or both, by commuters.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 61, 558, 225 ], "lines": [], "lines_deleted": true }, { "type": "text", "bbox": [ 317, 226, 558, 523 ], "lines": [ { "bbox": [ 325, 226, 558, 236.75 ], "spans": [ { "bbox": [ 325, 226, 558, 236.75 ], "content": "Bowman and Turnquist built on the concept of aware and unaware", "type": "text" } ] }, { "bbox": [ 317, 237, 558, 248 ], "spans": [ { "bbox": [ 316, 237, 408.75, 248 ], "content": "passengers of proportions", "type": "text" }, { "bbox": [ 409.25, 237, 414.75, 248 ], "content": "p", "type": "inline_equation" }, { "bbox": [ 415.25, 237, 429.75, 248 ], "content": "and", "type": "text" }, { "bbox": [ 430.25, 237.25, 454, 247.75 ], "content": "(1-p)", "type": "inline_equation" }, { "bbox": [ 455, 237, 559, 247.75 ], "content": ", respectively. They proposed", "type": "text" } ] }, { "bbox": [ 317, 248, 558, 259 ], "spans": [ { "bbox": [ 316, 248.25, 434, 258.75 ], "content": "a utility-based model to estimate", "type": "text" }, { "bbox": [ 435, 248, 440.75, 259 ], "content": "p", "type": "inline_equation" }, { "bbox": [ 441.25, 248.25, 559, 259 ], "content": "and the distribution of incidence", "type": "text" } ] }, { "bbox": [ 317, 259.25, 558, 269.75 ], "spans": [ { "bbox": [ 316, 259.25, 559, 269.75 ], "content": "times, and thus the mean waiting time, of aware passengers over", "type": "text" } ] }, { "bbox": [ 317, 270.25, 558, 280.75 ], "spans": [ { "bbox": [ 316, 270.25, 559, 280.75 ], "content": "a given headway as a function of the headway and reliability of", "type": "text" } ] }, { "bbox": [ 317, 281, 558, 291.75 ], "spans": [ { "bbox": [ 316, 281, 388.75, 291.75 ], "content": "bus departure times", "type": "text" }, { "bbox": [ 389.25, 281.25, 400, 291.75 ], "content": "(l)", "type": "inline_equation" }, { "bbox": [ 401, 281, 558, 291.75 ], "content": ". They observed seven bus stops in Chicago,", "type": "text" } ] }, { "bbox": [ 317, 292.25, 558, 302.75 ], "spans": [ { "bbox": [ 316, 292.25, 559, 302.75 ], "content": "Illinois, each served by a single (different) bus route, between 6:00", "type": "text" } ] }, { "bbox": [ 317, 303, 558, 313.75 ], "spans": [ { "bbox": [ 316, 303, 332, 313.75 ], "content": "and", "type": "text" }, { "bbox": [ 333, 303.25, 364.75, 313.75 ], "content": "8{\\cdot}00\\;\\mathrm{a.m}", "type": "inline_equation" }, { "bbox": [ 365.25, 303, 558, 313.75 ], "content": ". for 5 to 10 days each. The bus routes had headways", "type": "text" } ] }, { "bbox": [ 317, 314.25, 558, 325 ], "spans": [ { "bbox": [ 316, 314.25, 343, 325 ], "content": "of 5 to", "type": "text" }, { "bbox": [ 344, 314.25, 370.75, 324.75 ], "content": "20~\\mathrm{min}", "type": "inline_equation" }, { "bbox": [ 371.25, 314.25, 559, 325 ], "content": "and a range of reliabilities. The authors found that", "type": "text" } ] }, { "bbox": [ 317, 325.25, 558, 334.75 ], "spans": [ { "bbox": [ 316, 325.25, 559, 334.75 ], "content": "actual average waiting time was substantially less than predicted", "type": "text" } ] }, { "bbox": [ 317, 335, 558, 347 ], "spans": [ { "bbox": [ 316, 335.25, 518.75, 346.75 ], "content": "by the random incidence model. They estimated that", "type": "text" }, { "bbox": [ 519.25, 335, 525.75, 347 ], "content": "p", "type": "inline_equation" }, { "bbox": [ 526.25, 335, 559, 347 ], "content": "was not", "type": "text" } ] }, { "bbox": [ 317, 347.25, 558, 357.75 ], "spans": [ { "bbox": [ 316, 347.25, 558, 357.75 ], "content": "statistically significantly different from 1.0, which they explain by", "type": "text" } ] }, { "bbox": [ 317, 358.25, 558, 368.75 ], "spans": [ { "bbox": [ 316, 358.25, 558, 368.75 ], "content": "the fact that all observations were taken during peak commuting", "type": "text" } ] }, { "bbox": [ 317, 369.25, 558, 379.75 ], "spans": [ { "bbox": [ 317, 369.25, 558, 379.75 ], "content": "times. Their model predicts that the longer the headway and the", "type": "text" } ] }, { "bbox": [ 317, 380.25, 558, 389.75 ], "spans": [ { "bbox": [ 317, 380.25, 559, 389.75 ], "content": "more reliable the departures, the more peaked the distribution of", "type": "text" } ] }, { "bbox": [ 317, 390.25, 558, 401 ], "spans": [ { "bbox": [ 317, 390.25, 559, 401 ], "content": "incidence times will be and the closer that peak will be to the next", "type": "text" } ] }, { "bbox": [ 317, 402, 558, 412.75 ], "spans": [ { "bbox": [ 316, 402, 558, 412.75 ], "content": "scheduled departure time. This prediction demonstrates what they", "type": "text" } ] }, { "bbox": [ 317, 413.25, 558, 423.75 ], "spans": [ { "bbox": [ 316, 413.25, 558, 423.75 ], "content": "refer to as a safety margin that passengers add to reduce the chance", "type": "text" } ] }, { "bbox": [ 317, 424.25, 558, 433.75 ], "spans": [ { "bbox": [ 316, 424.25, 559, 433.75 ], "content": "of missing their bus when the service is known to be somewhat", "type": "text" } ] }, { "bbox": [ 317, 434.25, 558, 445.75 ], "spans": [ { "bbox": [ 317, 434.25, 558, 445.75 ], "content": "unreliable. Such a safety margin can also result from unreliability in", "type": "text" } ] }, { "bbox": [ 317, 446.25, 558, 456.75 ], "spans": [ { "bbox": [ 317, 446.25, 559, 456.75 ], "content": "passengers' journeys to the public transport stop or station. Bowman", "type": "text" } ] }, { "bbox": [ 317, 457.25, 558, 465.75 ], "spans": [ { "bbox": [ 316, 457.25, 558, 465.75 ], "content": "and Turnquist conclude from their model that the random incidence", "type": "text" } ] }, { "bbox": [ 317, 466.25, 558, 477.75 ], "spans": [ { "bbox": [ 316, 466.25, 558, 477.75 ], "content": "model underestimates the waiting time benefits of improving reli-", "type": "text" } ] }, { "bbox": [ 317, 478.25, 558, 489.75 ], "spans": [ { "bbox": [ 316, 478.25, 558, 489.75 ], "content": " ability and overestimates the waiting time benefits of increasing ser-", "type": "text" } ] }, { "bbox": [ 317, 490.25, 558, 500.75 ], "spans": [ { "bbox": [ 316, 490.25, 558, 500.75 ], "content": "vice frequency. This is because as reliability increases passengers", "type": "text" } ] }, { "bbox": [ 317, 501.25, 558, 511.75 ], "spans": [ { "bbox": [ 317, 501.25, 559, 511.75 ], "content": "can better predict departure times and so can time their incidence to", "type": "text" } ] }, { "bbox": [ 317, 512.25, 417, 523 ], "spans": [ { "bbox": [ 317, 512.25, 417, 523 ], "content": "decrease their waiting time.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 523, 558, 676 ], "lines": [ { "bbox": [ 325, 523, 558, 532.75 ], "spans": [ { "bbox": [ 325, 523, 558, 532.75 ], "content": " Furth and Muller study the issue in a theoretical context and gener-", "type": "text" } ] }, { "bbox": [ 317, 533.25, 558, 543.75 ], "spans": [ { "bbox": [ 316, 533.25, 559, 543.75 ], "content": "ally agree with the above findings (2). They are primarily concerned", "type": "text" } ] }, { "bbox": [ 317, 544.25, 558, 555 ], "spans": [ { "bbox": [ 317, 544.25, 558, 555 ], "content": "with the use of data from automatic vehicle-tracking systems to assess", "type": "text" } ] }, { "bbox": [ 317, 556, 558, 566.75 ], "spans": [ { "bbox": [ 316, 556, 558, 566.75 ], "content": "the impacts of reliability on passenger incidence behavior and wait-", "type": "text" } ] }, { "bbox": [ 317, 567.25, 558, 577.75 ], "spans": [ { "bbox": [ 317, 567.25, 558, 577.75 ], "content": "ing times. They propose that passengers will react to unreliability by", "type": "text" } ] }, { "bbox": [ 317, 578.25, 558, 587.75 ], "spans": [ { "bbox": [ 317, 578.25, 558, 587.75 ], "content": "departing earlier than they would with reliable services. Randomly", "type": "text" } ] }, { "bbox": [ 317, 588.25, 558, 598.75 ], "spans": [ { "bbox": [ 317, 588.25, 558, 598.75 ], "content": "incident unaware passengers will experience unreliability as a more", "type": "text" } ] }, { "bbox": [ 317, 599.25, 558, 610.75 ], "spans": [ { "bbox": [ 317, 599.25, 559, 610.75 ], "content": "dispersed distribution of headways and simply allocate additional", "type": "text" } ] }, { "bbox": [ 317, 611.25, 558, 621.75 ], "spans": [ { "bbox": [ 317, 611.25, 558, 621.75 ], "content": "time to their trip plan to improve the chance of arriving at their des-", "type": "text" } ] }, { "bbox": [ 317, 622.25, 558, 632.75 ], "spans": [ { "bbox": [ 316, 622.25, 558, 632.75 ], "content": "tination on time. Aware passengers, whose incidence is not entirely", "type": "text" } ] }, { "bbox": [ 317, 633.25, 558, 643.75 ], "spans": [ { "bbox": [ 316, 633.25, 559, 643.75 ], "content": "random, will react by timing their incidence somewhat earlier than", "type": "text" } ] }, { "bbox": [ 317, 644.25, 558, 653.75 ], "spans": [ { "bbox": [ 316, 644.25, 559, 653.75 ], "content": "the scheduled departure time to increase their chance of catching the", "type": "text" } ] }, { "bbox": [ 317, 654.25, 558, 666 ], "spans": [ { "bbox": [ 316, 654.25, 559, 666 ], "content": " desired service. The authors characterize these reactions as the costs", "type": "text" } ] }, { "bbox": [ 317, 667, 370, 676 ], "spans": [ { "bbox": [ 317, 667, 370, 676 ], "content": "of unreliability.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 677, 558, 732 ], "lines": [ { "bbox": [ 325, 677, 558, 685.75 ], "spans": [ { "bbox": [ 325, 677, 559, 685.75 ], "content": "Luethi et al. continued with the analysis of manually collected", "type": "text" } ] }, { "bbox": [ 317, 686.25, 558, 699.75 ], "spans": [ { "bbox": [ 315, 686.25, 559, 699.75 ], "content": " data on actual passenger behavior (6). They use the language", "type": "text" } ] }, { "bbox": [ 317, 700.25, 558, 709.75 ], "spans": [ { "bbox": [ 317, 700.25, 558, 709.75 ], "content": "of probability to describe two classes of passengers. The first is", "type": "text" } ] }, { "bbox": [ 317, 710.25, 558, 720.75 ], "spans": [ { "bbox": [ 317, 710.25, 558, 720.75 ], "content": "timetable-dependent passengers (i.e., the aware passengers), whose", "type": "text" } ] }, { "bbox": [ 317, 721.25, 558, 732 ], "spans": [ { "bbox": [ 316, 721.25, 558, 732 ], "content": "incidence behavior is affected by awareness (possibly gained", "type": "text" } ] }, { "bbox": [ 53, 62, 296, 72.75 ], "spans": [ { "bbox": [ 52, 62, 295, 72.75 ], "content": "through their own experience with the service) of the timetable or", "type": "text" } ] }, { "bbox": [ 53, 73.25, 296, 82.75 ], "spans": [ { "bbox": [ 53, 73.25, 295, 82.75 ], "content": "service reliability, or both. The second class is timetable-independent", "type": "text" } ] }, { "bbox": [ 53, 83.25, 296, 94.75 ], "spans": [ { "bbox": [ 51, 83.25, 295, 94.75 ], "content": " passengers, whose incidence behavior is random and so does not", "type": "text" } ] }, { "bbox": [ 53, 95.25, 296, 104.75 ], "spans": [ { "bbox": [ 53, 95.25, 295, 104.75 ], "content": "reffect any such awareness (whether or not they have it). The lan-", "type": "text" } ] }, { "bbox": [ 53, 105.25, 296, 116.75 ], "spans": [ { "bbox": [ 51, 105.25, 297, 116.75 ], "content": " guage of timetable dependency is adopted for the balance of this", "type": "text" } ] }, { "bbox": [ 53, 117.25, 296, 127.75 ], "spans": [ { "bbox": [ 51, 117.25, 295, 127.75 ], "content": " paper to describe the randomness of passenger incidence behavior,", "type": "text" } ] }, { "bbox": [ 53, 128.25, 296, 138 ], "spans": [ { "bbox": [ 52, 128.25, 295, 138 ], "content": "regardless of what exactly is driving the behavior on the part of", "type": "text" } ] }, { "bbox": [ 53, 139, 296, 149.75 ], "spans": [ { "bbox": [ 52, 139, 295, 149.75 ], "content": "the passengers. This language is preferred because it expresses the", "type": "text" } ] }, { "bbox": [ 53, 150.25, 296, 159.75 ], "spans": [ { "bbox": [ 53, 150.25, 295, 159.75 ], "content": "probabilistic association between two observed variables (incidence", "type": "text" } ] }, { "bbox": [ 53, 160.25, 296, 171.75 ], "spans": [ { "bbox": [ 52, 160.25, 295, 171.75 ], "content": "times and scheduled departure times) rather than some unobserved", "type": "text" } ] }, { "bbox": [ 53, 172.25, 296, 181.75 ], "spans": [ { "bbox": [ 53, 172.25, 294, 181.75 ], "content": "passenger state of mind. Luethi et al. observed passenger incidence", "type": "text" } ] }, { "bbox": [ 53, 182.25, 296, 194.75 ], "spans": [ { "bbox": [ 52, 182.25, 295, 194.75 ], "content": "during morning and evening peak hours and midday off-peak hours", "type": "text" } ] }, { "bbox": [ 53, 195.25, 296, 202.75 ], "spans": [ { "bbox": [ 53, 195.25, 294, 202.75 ], "content": "at 28 bus, tram, and commuter rail stations in and around Zurich,", "type": "text" } ] }, { "bbox": [ 53, 203, 296, 215.75 ], "spans": [ { "bbox": [ 51, 204.25, 191, 214.75 ], "content": " Switzerland, with headways of 2.33 to", "type": "text" }, { "bbox": [ 192, 203, 218, 215.75 ], "content": "30\\;\\mathrm{{min}}", "type": "inline_equation" }, { "bbox": [ 219, 203.25, 295, 215.75 ], "content": " To avoid ambiguity,", "type": "text" } ] }, { "bbox": [ 53, 216.25, 296, 227.75 ], "spans": [ { "bbox": [ 51, 216.25, 295, 227.75 ], "content": " they limited their station selection to nonterminal, noninterchange", "type": "text" } ] }, { "bbox": [ 53, 228.25, 296, 237.75 ], "spans": [ { "bbox": [ 53, 228.25, 295, 237.75 ], "content": "stations served by a single route with constant headways over the", "type": "text" } ] }, { "bbox": [ 53, 238.25, 296, 247.75 ], "spans": [ { "bbox": [ 52, 238.25, 295, 247.75 ], "content": " period of observation. The authors observed that a substantial share", "type": "text" } ] }, { "bbox": [ 53, 248.25, 296, 258.75 ], "spans": [ { "bbox": [ 51, 248.25, 295, 258.75 ], "content": " of passengers appear to be timetable dependent for headways as low", "type": "text" } ] }, { "bbox": [ 53, 259, 296, 270 ], "spans": [ { "bbox": [ 53, 259.25, 61.75, 270 ], "content": "as", "type": "text" }, { "bbox": [ 62.25, 260.25, 83.75, 270 ], "content": "5\\;\\mathrm{min}", "type": "inline_equation" }, { "bbox": [ 84.25, 259, 294, 270 ], "content": ". They proposed distributions of passenger incidence times", "type": "text" } ] }, { "bbox": [ 53, 271, 296, 280.75 ], "spans": [ { "bbox": [ 53, 271, 294, 280.75 ], "content": "over a given headway to be the weighted superposition of two dis-", "type": "text" } ] }, { "bbox": [ 53, 281.25, 296, 292.75 ], "spans": [ { "bbox": [ 51, 281.25, 295, 292.75 ], "content": " tributions: one for timetable-independent passengers, with weight", "type": "text" } ] }, { "bbox": [ 53, 293.25, 296, 303.75 ], "spans": [ { "bbox": [ 53, 294.25, 74, 303.75 ], "content": "1-p,", "type": "inline_equation" }, { "bbox": [ 75, 293.25, 295, 303.75 ], "content": ". distributed uniformly over the headway, and the other for", "type": "text" } ] }, { "bbox": [ 53, 304, 296, 314.75 ], "spans": [ { "bbox": [ 52, 304.25, 215, 314.75 ], "content": "timetable-dependent passengers, with weight", "type": "text" }, { "bbox": [ 216, 304, 221.75, 314.75 ], "content": "p_{!}", "type": "inline_equation" }, { "bbox": [ 222.25, 304.25, 294, 314.75 ], "content": ". distributed accord-", "type": "text" } ] }, { "bbox": [ 53, 315.25, 296, 325 ], "spans": [ { "bbox": [ 52, 315.25, 295, 325 ], "content": "ing to a Johnson SB distribution. The authors found the fit of their", "type": "text" } ] }, { "bbox": [ 53, 326, 296, 336.75 ], "spans": [ { "bbox": [ 53, 326, 294, 336.75 ], "content": "distribution to the observed data to be statistically significant. This", "type": "text" } ] }, { "bbox": [ 53, 337.25, 296, 347.75 ], "spans": [ { "bbox": [ 52, 337.25, 295, 347.75 ], "content": "distribution is parameterized in terms of the headway, but not in", "type": "text" } ] }, { "bbox": [ 53, 348.25, 296, 357.75 ], "spans": [ { "bbox": [ 52, 348.25, 295, 357.75 ], "content": "terms of the reliability of the service. Estimations of their model", "type": "text" } ] }, { "bbox": [ 53, 358, 296, 370 ], "spans": [ { "bbox": [ 53, 358.25, 105, 369.75 ], "content": "yield values of", "type": "text" }, { "bbox": [ 106, 358, 111.75, 370 ], "content": "p", "type": "inline_equation" }, { "bbox": [ 112.25, 358, 293, 370 ], "content": "for the different time periods of the day, which they", "type": "text" } ] }, { "bbox": [ 53, 370.25, 296, 380.75 ], "spans": [ { "bbox": [ 53, 370.25, 295, 380.75 ], "content": "find to be highest in the morning peak and lowest in the off-peak", "type": "text" } ] }, { "bbox": [ 53, 381.25, 296, 391.75 ], "spans": [ { "bbox": [ 52, 381.25, 295, 391.75 ], "content": "period, supporting the conclusion that the incidence of commuters", "type": "text" } ] }, { "bbox": [ 53, 392.25, 288, 403 ], "spans": [ { "bbox": [ 53, 392.25, 288, 403 ], "content": "is more timetable dependent than the incidence of noncommuters.", "type": "text" } ] } ] } ], "layout_bboxes": [ { "layout_bbox": [ 52, 60, 295, 731 ], "layout_label": "V", "sub_layout": [] }, { "layout_bbox": [ 317, 60, 558, 731 ], "layout_label": "V", "sub_layout": [] } ], "page_idx": 1, "page_size": [ 612.0, 792.0 ], "_layout_tree": [ { "layout_bbox": [ 0, 60, 612.0, 731 ], "layout_label": "V", "sub_layout": [ { "layout_bbox": [ 52, 60, 558, 731 ], "layout_label": "H", "sub_layout": [ { "layout_bbox": [ 52, 60, 295, 731 ], "layout_label": "V", "sub_layout": [] }, { "layout_bbox": [ 317, 60, 558, 731 ], "layout_label": "V", "sub_layout": [] } ] } ] } ], "images": [], "tables": [], "interline_equations": [ { "type": "interline_equation", "bbox": [ 52, 397, 195, 426 ], "lines": [ { "bbox": [ 52, 397, 195, 426 ], "spans": [ { "bbox": [ 52, 397, 195, 426 ], "content": "E\\!\\left(W\\right)\\!=\\!\\frac{E\\!\\left[H^{2}\\right]}{2E\\!\\left[H\\right]}\\!=\\!\\frac{E\\!\\left[H\\right]}{2}\\!\\!\\left(1\\!+\\!\\operatorname{CV}\\!\\left(H\\right)^{2}\\right)", "type": "interline_equation" } ] } ] }, { "type": "interline_equation", "bbox": [ 52, 479, 114, 504 ], "lines": [ { "bbox": [ 52, 479, 114, 504 ], "spans": [ { "bbox": [ 52, 479, 114, 504 ], "content": "\\mathbf{CV}\\big(H\\big)\\!=\\!\\frac{\\boldsymbol{\\upsigma}_{H}}{E\\big[H\\big]}", "type": "interline_equation" } ] } ] } ], "discarded_blocks": [ { "bbox": [ 547, 35, 558, 43 ] }, { "bbox": [ 52, 35, 115, 43 ] } ], "para_blocks": [ { "type": "text", "bbox": [ 52, 62, 295, 84 ], "lines": [], "lines_deleted": true }, { "type": "text", "bbox": [ 52, 84, 295, 226 ], "lines": [ { "bbox": [ 62, 84, 295, 94.75 ], "spans": [ { "bbox": [ 62, 84, 295, 94.75 ], "content": "After briefy introducing the random incidence model, which is", "type": "text" } ] }, { "bbox": [ 52, 95.25, 295, 105.75 ], "spans": [ { "bbox": [ 53, 95.25, 295, 105.75 ], "content": "often assumed to hold at short headways, the balance of this section", "type": "text" } ] }, { "bbox": [ 52, 106.25, 295, 116.75 ], "spans": [ { "bbox": [ 53, 106.25, 295, 116.75 ], "content": "reviews six studies of passenger incidence behavior that are moti-", "type": "text" } ] }, { "bbox": [ 52, 117.25, 295, 126.75 ], "spans": [ { "bbox": [ 52, 117.25, 295, 126.75 ], "content": "vated by understanding the relationships between service headway,", "type": "text" } ] }, { "bbox": [ 52, 127.25, 295, 138.75 ], "spans": [ { "bbox": [ 53, 127.25, 295, 138.75 ], "content": "service reliability, passenger incidence behavior, and passenger", "type": "text" } ] }, { "bbox": [ 52, 139.25, 295, 149.75 ], "spans": [ { "bbox": [ 53, 139.25, 295, 149.75 ], "content": "waiting time in a more nuanced fashion than is embedded in the", "type": "text" } ] }, { "bbox": [ 52, 150.25, 295, 159.75 ], "spans": [ { "bbox": [ 53, 150.25, 295, 159.75 ], "content": "random incidence assumption (2). Three of these studies depend on", "type": "text" } ] }, { "bbox": [ 52, 160.25, 295, 171 ], "spans": [ { "bbox": [ 53, 160.25, 295, 171 ], "content": "manually collected data, two studies use data from AFC systems,", "type": "text" } ] }, { "bbox": [ 52, 172, 295, 181.75 ], "spans": [ { "bbox": [ 53, 172, 295, 181.75 ], "content": "and one study analyzes the issue purely theoretically. These studies", "type": "text" } ] }, { "bbox": [ 52, 182.25, 295, 192.75 ], "spans": [ { "bbox": [ 53, 182.25, 295, 192.75 ], "content": "reveal much about passenger incidence behavior, but all are found", "type": "text" } ] }, { "bbox": [ 52, 193.25, 295, 203.75 ], "spans": [ { "bbox": [ 53, 193.25, 294, 203.75 ], "content": "to be limited in their general applicability by the methods with", "type": "text" } ] }, { "bbox": [ 52, 204.25, 295, 214.75 ], "spans": [ { "bbox": [ 54, 204.25, 295, 214.75 ], "content": "which they collect information about passengers and the services", "type": "text" } ] }, { "bbox": [ 52, 215.25, 164, 226 ], "spans": [ { "bbox": [ 51, 215.25, 164, 226 ], "content": "those passengers intend to use.", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 53, 246, 224, 258 ], "lines": [ { "bbox": [ 52, 246, 225, 259 ], "spans": [ { "bbox": [ 52, 246, 225, 259 ], "content": "Random Passenger Incidence Behavior", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 52, 268, 295, 388 ], "lines": [ { "bbox": [ 52, 268, 295, 278.75 ], "spans": [ { "bbox": [ 53, 268, 293, 278.75 ], "content": "One characterization of passenger incidence behavior is that of ran-", "type": "text" } ] }, { "bbox": [ 52, 279.25, 295, 289 ], "spans": [ { "bbox": [ 53, 279.25, 292, 289 ], "content": "dom incidence (3). The key assumption underlying the random inci-", "type": "text" } ] }, { "bbox": [ 52, 290, 295, 300.75 ], "spans": [ { "bbox": [ 53, 290, 295, 300.75 ], "content": "dence model is that the process of passenger arrivals to the public", "type": "text" } ] }, { "bbox": [ 52, 301.25, 295, 310.75 ], "spans": [ { "bbox": [ 53, 301.25, 294, 310.75 ], "content": "transport service is independent from the vehicle departure process", "type": "text" } ] }, { "bbox": [ 52, 311.25, 295, 321.75 ], "spans": [ { "bbox": [ 52, 311.25, 295, 321.75 ], "content": "of the service. This implies that passengers become incident to the", "type": "text" } ] }, { "bbox": [ 52, 322.25, 295, 332.75 ], "spans": [ { "bbox": [ 53, 322.25, 295, 332.75 ], "content": "service at a random time, and thus the instantaneous rate of passen-", "type": "text" } ] }, { "bbox": [ 52, 333.25, 295, 343.75 ], "spans": [ { "bbox": [ 53, 333.25, 295, 343.75 ], "content": "ger arrivals to the service is uniform over a given period of time. Let", "type": "text" } ] }, { "bbox": [ 52, 344, 295, 354.75 ], "spans": [ { "bbox": [ 52, 344, 76.75, 354.75 ], "content": "W and", "type": "text" }, { "bbox": [ 77.25, 344.25, 85, 354.75 ], "content": "H", "type": "inline_equation" }, { "bbox": [ 86, 344, 295, 354.75 ], "content": "be random variables representing passenger waiting times", "type": "text" } ] }, { "bbox": [ 52, 355.25, 295, 365.75 ], "spans": [ { "bbox": [ 53, 355.25, 295, 365.75 ], "content": "and service headways, respectively. Under the random incidence", "type": "text" } ] }, { "bbox": [ 52, 366.25, 295, 376.75 ], "spans": [ { "bbox": [ 53, 366.25, 295, 376.75 ], "content": "assumption and the assumption that vehicle capacity is not a binding", "type": "text" } ] }, { "bbox": [ 52, 377.25, 262, 388 ], "spans": [ { "bbox": [ 53, 377.25, 262, 388 ], "content": "constraint, a classic result of transportation science is that", "type": "text" } ] } ] }, { "type": "interline_equation", "bbox": [ 52, 397, 195, 426 ], "lines": [ { "bbox": [ 52, 397, 195, 426 ], "spans": [ { "bbox": [ 52, 397, 195, 426 ], "content": "E\\!\\left(W\\right)\\!=\\!\\frac{E\\!\\left[H^{2}\\right]}{2E\\!\\left[H\\right]}\\!=\\!\\frac{E\\!\\left[H\\right]}{2}\\!\\!\\left(1\\!+\\!\\operatorname{CV}\\!\\left(H\\right)^{2}\\right)", "type": "interline_equation" } ] } ] }, { "type": "text", "bbox": [ 52, 438, 295, 470 ], "lines": [ { "bbox": [ 52, 438, 295, 447.75 ], "spans": [ { "bbox": [ 53, 438, 75.75, 446.75 ], "content": "where", "type": "text" }, { "bbox": [ 76.25, 438, 94, 447.75 ], "content": "E[X]", "type": "inline_equation" }, { "bbox": [ 95, 438, 295, 446.75 ], "content": "is the probabilistic expectation of some random variable", "type": "text" } ] }, { "bbox": [ 52, 447, 295, 460 ], "spans": [ { "bbox": [ 52, 447.25, 59.75, 458.75 ], "content": "X", "type": "inline_equation" }, { "bbox": [ 60.25, 448.25, 74.75, 458.75 ], "content": "and", "type": "text" }, { "bbox": [ 75.25, 448.25, 100.75, 458.75 ], "content": "\\operatorname{CV}(H)", "type": "inline_equation" }, { "bbox": [ 101.25, 448.25, 215.75, 458.75 ], "content": "is the coefficient of variation of", "type": "text" }, { "bbox": [ 216.25, 447, 224, 460 ], "content": "H_{z}", "type": "inline_equation" }, { "bbox": [ 225, 447.25, 295, 460 ], "content": ". a unitless measure", "type": "text" } ] }, { "bbox": [ 52, 459, 171, 470 ], "spans": [ { "bbox": [ 52, 459.25, 123, 470 ], "content": "of the variability of", "type": "text" }, { "bbox": [ 124, 459.25, 132, 470 ], "content": "H", "type": "inline_equation" }, { "bbox": [ 133, 459, 171, 470 ], "content": "defined as", "type": "text" } ] } ] }, { "type": "interline_equation", "bbox": [ 52, 479, 114, 504 ], "lines": [ { "bbox": [ 52, 479, 114, 504 ], "spans": [ { "bbox": [ 52, 479, 114, 504 ], "content": "\\mathbf{CV}\\big(H\\big)\\!=\\!\\frac{\\boldsymbol{\\upsigma}_{H}}{E\\big[H\\big]}", "type": "interline_equation" } ] } ] }, { "type": "text", "bbox": [ 52, 515, 295, 604 ], "lines": [ { "bbox": [ 52, 515, 295, 527 ], "spans": [ { "bbox": [ 53, 515, 76, 527 ], "content": "where", "type": "text" }, { "bbox": [ 77, 515, 87.75, 527 ], "content": "\\upsigma_{H}", "type": "inline_equation" }, { "bbox": [ 88.25, 515, 186.75, 527 ], "content": "is the standard deviation of", "type": "text" }, { "bbox": [ 187.25, 515, 207.75, 526.75 ], "content": "H\\left(4\\right)", "type": "inline_equation" }, { "bbox": [ 208.25, 515, 295, 527 ], "content": ". The second expression", "type": "text" } ] }, { "bbox": [ 52, 527.25, 295, 536.75 ], "spans": [ { "bbox": [ 53, 527.25, 295, 536.75 ], "content": "in Equation 1 is particularly useful because it expresses the mean", "type": "text" } ] }, { "bbox": [ 52, 537.25, 295, 547.75 ], "spans": [ { "bbox": [ 53, 537.25, 295, 547.75 ], "content": "passenger waiting time as the sum of two components: the waiting", "type": "text" } ] }, { "bbox": [ 52, 548.25, 295, 557.75 ], "spans": [ { "bbox": [ 53, 548.25, 294, 557.75 ], "content": "time caused by the mean headway (i.e., the reciprocal of service fre-", "type": "text" } ] }, { "bbox": [ 52, 558.25, 295, 569.75 ], "spans": [ { "bbox": [ 51, 558.25, 295, 569.75 ], "content": "quency) and the waiting time caused by the variability of the head-", "type": "text" } ] }, { "bbox": [ 52, 570.25, 295, 580.75 ], "spans": [ { "bbox": [ 53, 570.25, 295, 580.75 ], "content": "ways (which is one measure of service reliability). When the service", "type": "text" } ] }, { "bbox": [ 52, 581.25, 295, 591.75 ], "spans": [ { "bbox": [ 53, 581.25, 295, 591.75 ], "content": "is perfectly reliable with constant headways, the mean waiting time", "type": "text" } ] }, { "bbox": [ 52, 592.25, 171, 604 ], "spans": [ { "bbox": [ 53, 592.25, 169, 604 ], "content": "will be simply half the headway.", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 53, 623, 252, 635 ], "lines": [ { "bbox": [ 53, 624, 253, 635 ], "spans": [ { "bbox": [ 53, 624, 253, 635 ], "content": "More Behaviorally Realistic Incidence Models", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 52, 645, 295, 732 ], "lines": [ { "bbox": [ 52, 645, 295, 654.75 ], "spans": [ { "bbox": [ 53, 645, 295, 654.75 ], "content": "Jolliffe and Hutchinson studied bus passenger incidence in South", "type": "text" } ] }, { "bbox": [ 52, 655, 295, 667 ], "spans": [ { "bbox": [ 53, 655, 249.75, 667 ], "content": "London suburbs (5). They observed 10 bus stops for", "type": "text" }, { "bbox": [ 250.25, 655.25, 263.75, 666.75 ], "content": "^{1\\mathrm{~h~}}", "type": "inline_equation" }, { "bbox": [ 264.25, 655, 294, 667 ], "content": "per day", "type": "text" } ] }, { "bbox": [ 52, 667.25, 295, 676.75 ], "spans": [ { "bbox": [ 53, 667.25, 295, 676.75 ], "content": "over 8 days, recording the times of passenger incidence and actual", "type": "text" } ] }, { "bbox": [ 52, 677.25, 295, 688.75 ], "spans": [ { "bbox": [ 53, 677.25, 295, 688.75 ], "content": "and scheduled bus departures. They limited their stop selection to", "type": "text" } ] }, { "bbox": [ 52, 689.25, 295, 698.75 ], "spans": [ { "bbox": [ 53, 689.25, 295, 698.75 ], "content": "those served by only a single bus route with a single service pat-", "type": "text" } ] }, { "bbox": [ 52, 699.25, 295, 709.75 ], "spans": [ { "bbox": [ 51, 699.25, 295, 709.75 ], "content": "tern so as to avoid ambiguity about which service a passenger was", "type": "text" } ] }, { "bbox": [ 52, 710.25, 295, 720.75 ], "spans": [ { "bbox": [ 53, 710.25, 295, 720.75 ], "content": "waiting for. The authors found that the actual average passenger", "type": "text" } ] }, { "bbox": [ 52, 721, 295, 732 ], "spans": [ { "bbox": [ 53, 721, 115.75, 732 ], "content": "waiting time was", "type": "text" }, { "bbox": [ 116.25, 721.25, 134, 732 ], "content": "30\\%", "type": "inline_equation" }, { "bbox": [ 135, 721, 295, 732 ], "content": "less than predicted by the random incidence", "type": "text" } ] }, { "bbox": [ 317, 61, 558, 72.75 ], "spans": [ { "bbox": [ 317, 61, 558, 72.75 ], "content": "model. They also found that the empirical distributions of passenger", "type": "text" } ] }, { "bbox": [ 317, 73.25, 558, 83.75 ], "spans": [ { "bbox": [ 317, 73.25, 558, 83.75 ], "content": "incidence times (by time of day) had peaks just before the respec-", "type": "text" } ] }, { "bbox": [ 317, 84.25, 558, 92.75 ], "spans": [ { "bbox": [ 316, 84.25, 558, 92.75 ], "content": "tive average bus departure times. They hypothesized the existence", "type": "text" } ] }, { "bbox": [ 317, 93, 558, 106.75 ], "spans": [ { "bbox": [ 316, 94.25, 483.75, 105.75 ], "content": "of three classes of passengers: with proportion", "type": "text" }, { "bbox": [ 484.25, 93, 489, 106.75 ], "content": "q", "type": "inline_equation" }, { "bbox": [ 490, 93.25, 559, 106.75 ], "content": " passengers whose", "type": "text" } ] }, { "bbox": [ 317, 107.25, 558, 116.75 ], "spans": [ { "bbox": [ 316, 107.25, 559, 116.75 ], "content": "time of incidence is causally coincident with that of a bus departure", "type": "text" } ] }, { "bbox": [ 317, 117.25, 558, 126.75 ], "spans": [ { "bbox": [ 317, 117.25, 559, 126.75 ], "content": "(e.g., because they saw the approaching bus from their home or a", "type": "text" } ] }, { "bbox": [ 317, 127, 558, 138 ], "spans": [ { "bbox": [ 317, 127, 429.75, 138 ], "content": "shop window); with proportion", "type": "text" }, { "bbox": [ 430.25, 127.25, 459.75, 137.75 ], "content": "p(1-q)", "type": "inline_equation" }, { "bbox": [ 460.25, 127, 558, 138 ], "content": ", passengers who time their", "type": "text" } ] }, { "bbox": [ 317, 138.25, 558, 149.75 ], "spans": [ { "bbox": [ 316, 138.25, 558, 149.75 ], "content": "arrivals to minimize expected waiting time; and with proportion", "type": "text" } ] }, { "bbox": [ 317, 150, 558, 158.75 ], "spans": [ { "bbox": [ 317, 150.25, 366.75, 157.75 ], "content": "(1-p)(1-q)", "type": "inline_equation" }, { "bbox": [ 367.25, 150, 558, 158.75 ], "content": ", passengers who are randomly incident. The authors", "type": "text" } ] }, { "bbox": [ 317, 158, 558, 171.75 ], "spans": [ { "bbox": [ 316, 159.25, 355.75, 171.75 ], "content": "found that", "type": "text" }, { "bbox": [ 356.25, 158, 361.75, 171.75 ], "content": "p", "type": "inline_equation" }, { "bbox": [ 362.25, 159.25, 559, 171.75 ], "content": "was positively correlated with the potential reduction", "type": "text" } ] }, { "bbox": [ 317, 172.25, 558, 181.75 ], "spans": [ { "bbox": [ 317, 172.25, 559, 181.75 ], "content": "in waiting time (compared with arriving randomly) that resulted", "type": "text" } ] }, { "bbox": [ 317, 182.25, 558, 190.75 ], "spans": [ { "bbox": [ 317, 182.25, 558, 190.75 ], "content": "from knowledge of the timetable and of service reliability. They also", "type": "text" } ] }, { "bbox": [ 317, 191, 558, 204.75 ], "spans": [ { "bbox": [ 316, 192.25, 339, 204.75 ], "content": "found", "type": "text" }, { "bbox": [ 340, 191, 345.75, 204.75 ], "content": "p", "type": "inline_equation" }, { "bbox": [ 346.25, 191.25, 559, 204.75 ], "content": "to be higher in the peak commuting periods rather than in", "type": "text" } ] }, { "bbox": [ 317, 205.25, 558, 214.75 ], "spans": [ { "bbox": [ 316, 205.25, 559, 214.75 ], "content": "the off-peak periods, indicating more awareness of the timetable or", "type": "text" } ] }, { "bbox": [ 317, 215.25, 476, 225 ], "spans": [ { "bbox": [ 316, 215.25, 476, 225 ], "content": "historical reliability, or both, by commuters.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 61, 558, 225 ], "lines": [], "lines_deleted": true }, { "type": "text", "bbox": [ 317, 226, 558, 523 ], "lines": [ { "bbox": [ 325, 226, 558, 236.75 ], "spans": [ { "bbox": [ 325, 226, 558, 236.75 ], "content": "Bowman and Turnquist built on the concept of aware and unaware", "type": "text" } ] }, { "bbox": [ 317, 237, 558, 248 ], "spans": [ { "bbox": [ 316, 237, 408.75, 248 ], "content": "passengers of proportions", "type": "text" }, { "bbox": [ 409.25, 237, 414.75, 248 ], "content": "p", "type": "inline_equation" }, { "bbox": [ 415.25, 237, 429.75, 248 ], "content": "and", "type": "text" }, { "bbox": [ 430.25, 237.25, 454, 247.75 ], "content": "(1-p)", "type": "inline_equation" }, { "bbox": [ 455, 237, 559, 247.75 ], "content": ", respectively. They proposed", "type": "text" } ] }, { "bbox": [ 317, 248, 558, 259 ], "spans": [ { "bbox": [ 316, 248.25, 434, 258.75 ], "content": "a utility-based model to estimate", "type": "text" }, { "bbox": [ 435, 248, 440.75, 259 ], "content": "p", "type": "inline_equation" }, { "bbox": [ 441.25, 248.25, 559, 259 ], "content": "and the distribution of incidence", "type": "text" } ] }, { "bbox": [ 317, 259.25, 558, 269.75 ], "spans": [ { "bbox": [ 316, 259.25, 559, 269.75 ], "content": "times, and thus the mean waiting time, of aware passengers over", "type": "text" } ] }, { "bbox": [ 317, 270.25, 558, 280.75 ], "spans": [ { "bbox": [ 316, 270.25, 559, 280.75 ], "content": "a given headway as a function of the headway and reliability of", "type": "text" } ] }, { "bbox": [ 317, 281, 558, 291.75 ], "spans": [ { "bbox": [ 316, 281, 388.75, 291.75 ], "content": "bus departure times", "type": "text" }, { "bbox": [ 389.25, 281.25, 400, 291.75 ], "content": "(l)", "type": "inline_equation" }, { "bbox": [ 401, 281, 558, 291.75 ], "content": ". They observed seven bus stops in Chicago,", "type": "text" } ] }, { "bbox": [ 317, 292.25, 558, 302.75 ], "spans": [ { "bbox": [ 316, 292.25, 559, 302.75 ], "content": "Illinois, each served by a single (different) bus route, between 6:00", "type": "text" } ] }, { "bbox": [ 317, 303, 558, 313.75 ], "spans": [ { "bbox": [ 316, 303, 332, 313.75 ], "content": "and", "type": "text" }, { "bbox": [ 333, 303.25, 364.75, 313.75 ], "content": "8{\\cdot}00\\;\\mathrm{a.m}", "type": "inline_equation" }, { "bbox": [ 365.25, 303, 558, 313.75 ], "content": ". for 5 to 10 days each. The bus routes had headways", "type": "text" } ] }, { "bbox": [ 317, 314.25, 558, 325 ], "spans": [ { "bbox": [ 316, 314.25, 343, 325 ], "content": "of 5 to", "type": "text" }, { "bbox": [ 344, 314.25, 370.75, 324.75 ], "content": "20~\\mathrm{min}", "type": "inline_equation" }, { "bbox": [ 371.25, 314.25, 559, 325 ], "content": "and a range of reliabilities. The authors found that", "type": "text" } ] }, { "bbox": [ 317, 325.25, 558, 334.75 ], "spans": [ { "bbox": [ 316, 325.25, 559, 334.75 ], "content": "actual average waiting time was substantially less than predicted", "type": "text" } ] }, { "bbox": [ 317, 335, 558, 347 ], "spans": [ { "bbox": [ 316, 335.25, 518.75, 346.75 ], "content": "by the random incidence model. They estimated that", "type": "text" }, { "bbox": [ 519.25, 335, 525.75, 347 ], "content": "p", "type": "inline_equation" }, { "bbox": [ 526.25, 335, 559, 347 ], "content": "was not", "type": "text" } ] }, { "bbox": [ 317, 347.25, 558, 357.75 ], "spans": [ { "bbox": [ 316, 347.25, 558, 357.75 ], "content": "statistically significantly different from 1.0, which they explain by", "type": "text" } ] }, { "bbox": [ 317, 358.25, 558, 368.75 ], "spans": [ { "bbox": [ 316, 358.25, 558, 368.75 ], "content": "the fact that all observations were taken during peak commuting", "type": "text" } ] }, { "bbox": [ 317, 369.25, 558, 379.75 ], "spans": [ { "bbox": [ 317, 369.25, 558, 379.75 ], "content": "times. Their model predicts that the longer the headway and the", "type": "text" } ] }, { "bbox": [ 317, 380.25, 558, 389.75 ], "spans": [ { "bbox": [ 317, 380.25, 559, 389.75 ], "content": "more reliable the departures, the more peaked the distribution of", "type": "text" } ] }, { "bbox": [ 317, 390.25, 558, 401 ], "spans": [ { "bbox": [ 317, 390.25, 559, 401 ], "content": "incidence times will be and the closer that peak will be to the next", "type": "text" } ] }, { "bbox": [ 317, 402, 558, 412.75 ], "spans": [ { "bbox": [ 316, 402, 558, 412.75 ], "content": "scheduled departure time. This prediction demonstrates what they", "type": "text" } ] }, { "bbox": [ 317, 413.25, 558, 423.75 ], "spans": [ { "bbox": [ 316, 413.25, 558, 423.75 ], "content": "refer to as a safety margin that passengers add to reduce the chance", "type": "text" } ] }, { "bbox": [ 317, 424.25, 558, 433.75 ], "spans": [ { "bbox": [ 316, 424.25, 559, 433.75 ], "content": "of missing their bus when the service is known to be somewhat", "type": "text" } ] }, { "bbox": [ 317, 434.25, 558, 445.75 ], "spans": [ { "bbox": [ 317, 434.25, 558, 445.75 ], "content": "unreliable. Such a safety margin can also result from unreliability in", "type": "text" } ] }, { "bbox": [ 317, 446.25, 558, 456.75 ], "spans": [ { "bbox": [ 317, 446.25, 559, 456.75 ], "content": "passengers' journeys to the public transport stop or station. Bowman", "type": "text" } ] }, { "bbox": [ 317, 457.25, 558, 465.75 ], "spans": [ { "bbox": [ 316, 457.25, 558, 465.75 ], "content": "and Turnquist conclude from their model that the random incidence", "type": "text" } ] }, { "bbox": [ 317, 466.25, 558, 477.75 ], "spans": [ { "bbox": [ 316, 466.25, 558, 477.75 ], "content": "model underestimates the waiting time benefits of improving reli-", "type": "text" } ] }, { "bbox": [ 317, 478.25, 558, 489.75 ], "spans": [ { "bbox": [ 316, 478.25, 558, 489.75 ], "content": " ability and overestimates the waiting time benefits of increasing ser-", "type": "text" } ] }, { "bbox": [ 317, 490.25, 558, 500.75 ], "spans": [ { "bbox": [ 316, 490.25, 558, 500.75 ], "content": "vice frequency. This is because as reliability increases passengers", "type": "text" } ] }, { "bbox": [ 317, 501.25, 558, 511.75 ], "spans": [ { "bbox": [ 317, 501.25, 559, 511.75 ], "content": "can better predict departure times and so can time their incidence to", "type": "text" } ] }, { "bbox": [ 317, 512.25, 417, 523 ], "spans": [ { "bbox": [ 317, 512.25, 417, 523 ], "content": "decrease their waiting time.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 523, 558, 676 ], "lines": [ { "bbox": [ 325, 523, 558, 532.75 ], "spans": [ { "bbox": [ 325, 523, 558, 532.75 ], "content": " Furth and Muller study the issue in a theoretical context and gener-", "type": "text" } ] }, { "bbox": [ 317, 533.25, 558, 543.75 ], "spans": [ { "bbox": [ 316, 533.25, 559, 543.75 ], "content": "ally agree with the above findings (2). They are primarily concerned", "type": "text" } ] }, { "bbox": [ 317, 544.25, 558, 555 ], "spans": [ { "bbox": [ 317, 544.25, 558, 555 ], "content": "with the use of data from automatic vehicle-tracking systems to assess", "type": "text" } ] }, { "bbox": [ 317, 556, 558, 566.75 ], "spans": [ { "bbox": [ 316, 556, 558, 566.75 ], "content": "the impacts of reliability on passenger incidence behavior and wait-", "type": "text" } ] }, { "bbox": [ 317, 567.25, 558, 577.75 ], "spans": [ { "bbox": [ 317, 567.25, 558, 577.75 ], "content": "ing times. They propose that passengers will react to unreliability by", "type": "text" } ] }, { "bbox": [ 317, 578.25, 558, 587.75 ], "spans": [ { "bbox": [ 317, 578.25, 558, 587.75 ], "content": "departing earlier than they would with reliable services. Randomly", "type": "text" } ] }, { "bbox": [ 317, 588.25, 558, 598.75 ], "spans": [ { "bbox": [ 317, 588.25, 558, 598.75 ], "content": "incident unaware passengers will experience unreliability as a more", "type": "text" } ] }, { "bbox": [ 317, 599.25, 558, 610.75 ], "spans": [ { "bbox": [ 317, 599.25, 559, 610.75 ], "content": "dispersed distribution of headways and simply allocate additional", "type": "text" } ] }, { "bbox": [ 317, 611.25, 558, 621.75 ], "spans": [ { "bbox": [ 317, 611.25, 558, 621.75 ], "content": "time to their trip plan to improve the chance of arriving at their des-", "type": "text" } ] }, { "bbox": [ 317, 622.25, 558, 632.75 ], "spans": [ { "bbox": [ 316, 622.25, 558, 632.75 ], "content": "tination on time. Aware passengers, whose incidence is not entirely", "type": "text" } ] }, { "bbox": [ 317, 633.25, 558, 643.75 ], "spans": [ { "bbox": [ 316, 633.25, 559, 643.75 ], "content": "random, will react by timing their incidence somewhat earlier than", "type": "text" } ] }, { "bbox": [ 317, 644.25, 558, 653.75 ], "spans": [ { "bbox": [ 316, 644.25, 559, 653.75 ], "content": "the scheduled departure time to increase their chance of catching the", "type": "text" } ] }, { "bbox": [ 317, 654.25, 558, 666 ], "spans": [ { "bbox": [ 316, 654.25, 559, 666 ], "content": " desired service. The authors characterize these reactions as the costs", "type": "text" } ] }, { "bbox": [ 317, 667, 370, 676 ], "spans": [ { "bbox": [ 317, 667, 370, 676 ], "content": "of unreliability.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 677, 558, 732 ], "lines": [ { "bbox": [ 325, 677, 558, 685.75 ], "spans": [ { "bbox": [ 325, 677, 559, 685.75 ], "content": "Luethi et al. continued with the analysis of manually collected", "type": "text" } ] }, { "bbox": [ 317, 686.25, 558, 699.75 ], "spans": [ { "bbox": [ 315, 686.25, 559, 699.75 ], "content": " data on actual passenger behavior (6). They use the language", "type": "text" } ] }, { "bbox": [ 317, 700.25, 558, 709.75 ], "spans": [ { "bbox": [ 317, 700.25, 558, 709.75 ], "content": "of probability to describe two classes of passengers. The first is", "type": "text" } ] }, { "bbox": [ 317, 710.25, 558, 720.75 ], "spans": [ { "bbox": [ 317, 710.25, 558, 720.75 ], "content": "timetable-dependent passengers (i.e., the aware passengers), whose", "type": "text" } ] }, { "bbox": [ 317, 721.25, 558, 732 ], "spans": [ { "bbox": [ 316, 721.25, 558, 732 ], "content": "incidence behavior is affected by awareness (possibly gained", "type": "text" } ] }, { "bbox": [ 53, 62, 296, 72.75 ], "spans": [ { "bbox": [ 52, 62, 295, 72.75 ], "content": "through their own experience with the service) of the timetable or", "type": "text" } ] }, { "bbox": [ 53, 73.25, 296, 82.75 ], "spans": [ { "bbox": [ 53, 73.25, 295, 82.75 ], "content": "service reliability, or both. The second class is timetable-independent", "type": "text" } ] }, { "bbox": [ 53, 83.25, 296, 94.75 ], "spans": [ { "bbox": [ 51, 83.25, 295, 94.75 ], "content": " passengers, whose incidence behavior is random and so does not", "type": "text" } ] }, { "bbox": [ 53, 95.25, 296, 104.75 ], "spans": [ { "bbox": [ 53, 95.25, 295, 104.75 ], "content": "reffect any such awareness (whether or not they have it). The lan-", "type": "text" } ] }, { "bbox": [ 53, 105.25, 296, 116.75 ], "spans": [ { "bbox": [ 51, 105.25, 297, 116.75 ], "content": " guage of timetable dependency is adopted for the balance of this", "type": "text" } ] }, { "bbox": [ 53, 117.25, 296, 127.75 ], "spans": [ { "bbox": [ 51, 117.25, 295, 127.75 ], "content": " paper to describe the randomness of passenger incidence behavior,", "type": "text" } ] }, { "bbox": [ 53, 128.25, 296, 138 ], "spans": [ { "bbox": [ 52, 128.25, 295, 138 ], "content": "regardless of what exactly is driving the behavior on the part of", "type": "text" } ] }, { "bbox": [ 53, 139, 296, 149.75 ], "spans": [ { "bbox": [ 52, 139, 295, 149.75 ], "content": "the passengers. This language is preferred because it expresses the", "type": "text" } ] }, { "bbox": [ 53, 150.25, 296, 159.75 ], "spans": [ { "bbox": [ 53, 150.25, 295, 159.75 ], "content": "probabilistic association between two observed variables (incidence", "type": "text" } ] }, { "bbox": [ 53, 160.25, 296, 171.75 ], "spans": [ { "bbox": [ 52, 160.25, 295, 171.75 ], "content": "times and scheduled departure times) rather than some unobserved", "type": "text" } ] }, { "bbox": [ 53, 172.25, 296, 181.75 ], "spans": [ { "bbox": [ 53, 172.25, 294, 181.75 ], "content": "passenger state of mind. Luethi et al. observed passenger incidence", "type": "text" } ] }, { "bbox": [ 53, 182.25, 296, 194.75 ], "spans": [ { "bbox": [ 52, 182.25, 295, 194.75 ], "content": "during morning and evening peak hours and midday off-peak hours", "type": "text" } ] }, { "bbox": [ 53, 195.25, 296, 202.75 ], "spans": [ { "bbox": [ 53, 195.25, 294, 202.75 ], "content": "at 28 bus, tram, and commuter rail stations in and around Zurich,", "type": "text" } ] }, { "bbox": [ 53, 203, 296, 215.75 ], "spans": [ { "bbox": [ 51, 204.25, 191, 214.75 ], "content": " Switzerland, with headways of 2.33 to", "type": "text" }, { "bbox": [ 192, 203, 218, 215.75 ], "content": "30\\;\\mathrm{{min}}", "type": "inline_equation" }, { "bbox": [ 219, 203.25, 295, 215.75 ], "content": " To avoid ambiguity,", "type": "text" } ] }, { "bbox": [ 53, 216.25, 296, 227.75 ], "spans": [ { "bbox": [ 51, 216.25, 295, 227.75 ], "content": " they limited their station selection to nonterminal, noninterchange", "type": "text" } ] }, { "bbox": [ 53, 228.25, 296, 237.75 ], "spans": [ { "bbox": [ 53, 228.25, 295, 237.75 ], "content": "stations served by a single route with constant headways over the", "type": "text" } ] }, { "bbox": [ 53, 238.25, 296, 247.75 ], "spans": [ { "bbox": [ 52, 238.25, 295, 247.75 ], "content": " period of observation. The authors observed that a substantial share", "type": "text" } ] }, { "bbox": [ 53, 248.25, 296, 258.75 ], "spans": [ { "bbox": [ 51, 248.25, 295, 258.75 ], "content": " of passengers appear to be timetable dependent for headways as low", "type": "text" } ] }, { "bbox": [ 53, 259, 296, 270 ], "spans": [ { "bbox": [ 53, 259.25, 61.75, 270 ], "content": "as", "type": "text" }, { "bbox": [ 62.25, 260.25, 83.75, 270 ], "content": "5\\;\\mathrm{min}", "type": "inline_equation" }, { "bbox": [ 84.25, 259, 294, 270 ], "content": ". They proposed distributions of passenger incidence times", "type": "text" } ] }, { "bbox": [ 53, 271, 296, 280.75 ], "spans": [ { "bbox": [ 53, 271, 294, 280.75 ], "content": "over a given headway to be the weighted superposition of two dis-", "type": "text" } ] }, { "bbox": [ 53, 281.25, 296, 292.75 ], "spans": [ { "bbox": [ 51, 281.25, 295, 292.75 ], "content": " tributions: one for timetable-independent passengers, with weight", "type": "text" } ] }, { "bbox": [ 53, 293.25, 296, 303.75 ], "spans": [ { "bbox": [ 53, 294.25, 74, 303.75 ], "content": "1-p,", "type": "inline_equation" }, { "bbox": [ 75, 293.25, 295, 303.75 ], "content": ". distributed uniformly over the headway, and the other for", "type": "text" } ] }, { "bbox": [ 53, 304, 296, 314.75 ], "spans": [ { "bbox": [ 52, 304.25, 215, 314.75 ], "content": "timetable-dependent passengers, with weight", "type": "text" }, { "bbox": [ 216, 304, 221.75, 314.75 ], "content": "p_{!}", "type": "inline_equation" }, { "bbox": [ 222.25, 304.25, 294, 314.75 ], "content": ". distributed accord-", "type": "text" } ] }, { "bbox": [ 53, 315.25, 296, 325 ], "spans": [ { "bbox": [ 52, 315.25, 295, 325 ], "content": "ing to a Johnson SB distribution. The authors found the fit of their", "type": "text" } ] }, { "bbox": [ 53, 326, 296, 336.75 ], "spans": [ { "bbox": [ 53, 326, 294, 336.75 ], "content": "distribution to the observed data to be statistically significant. This", "type": "text" } ] }, { "bbox": [ 53, 337.25, 296, 347.75 ], "spans": [ { "bbox": [ 52, 337.25, 295, 347.75 ], "content": "distribution is parameterized in terms of the headway, but not in", "type": "text" } ] }, { "bbox": [ 53, 348.25, 296, 357.75 ], "spans": [ { "bbox": [ 52, 348.25, 295, 357.75 ], "content": "terms of the reliability of the service. Estimations of their model", "type": "text" } ] }, { "bbox": [ 53, 358, 296, 370 ], "spans": [ { "bbox": [ 53, 358.25, 105, 369.75 ], "content": "yield values of", "type": "text" }, { "bbox": [ 106, 358, 111.75, 370 ], "content": "p", "type": "inline_equation" }, { "bbox": [ 112.25, 358, 293, 370 ], "content": "for the different time periods of the day, which they", "type": "text" } ] }, { "bbox": [ 53, 370.25, 296, 380.75 ], "spans": [ { "bbox": [ 53, 370.25, 295, 380.75 ], "content": "find to be highest in the morning peak and lowest in the off-peak", "type": "text" } ] }, { "bbox": [ 53, 381.25, 296, 391.75 ], "spans": [ { "bbox": [ 52, 381.25, 295, 391.75 ], "content": "period, supporting the conclusion that the incidence of commuters", "type": "text" } ] }, { "bbox": [ 53, 392.25, 288, 403 ], "spans": [ { "bbox": [ 53, 392.25, 288, 403 ], "content": "is more timetable dependent than the incidence of noncommuters.", "type": "text" } ] } ] } ] }, { "preproc_blocks": [ { "type": "text", "bbox": [ 53, 62, 296, 403 ], "lines": [], "lines_deleted": true }, { "type": "text", "bbox": [ 53, 402, 296, 711 ], "lines": [ { "bbox": [ 61, 402, 296, 413.75 ], "spans": [ { "bbox": [ 61, 402, 294, 413.75 ], "content": "Csikos and Currie studied this phenomenon, first cross-sectionally", "type": "text" } ] }, { "bbox": [ 53, 414.25, 296, 423.75 ], "spans": [ { "bbox": [ 53, 414.25, 295, 423.75 ], "content": "and then longitudinally, using data from the AFC system of the heavy", "type": "text" } ] }, { "bbox": [ 53, 424.25, 296, 434.75 ], "spans": [ { "bbox": [ 53, 424.25, 293, 434.75 ], "content": "rail network in Melbourne, Australia (7, 8). In their first study they", "type": "text" } ] }, { "bbox": [ 53, 435.25, 296, 445.75 ], "spans": [ { "bbox": [ 53, 435.25, 294, 445.75 ], "content": "used 4 weeks' worth of data from 07:30 to 15:00, but limited them-", "type": "text" } ] }, { "bbox": [ 53, 446.25, 296, 456.75 ], "spans": [ { "bbox": [ 53, 446.25, 294, 456.75 ], "content": "selves to analyzing seven particular stations out of 209, for a total", "type": "text" } ] }, { "bbox": [ 53, 457, 296, 467.75 ], "spans": [ { "bbox": [ 53, 457, 214, 467.75 ], "content": "of 38,000 observations over approximately", "type": "text" }, { "bbox": [ 215, 457.25, 243.75, 467.75 ], "content": "^{1,470{\\mathrm{~h~}}}", "type": "inline_equation" }, { "bbox": [ 244.25, 457, 295, 467.75 ], "content": ". The stations", "type": "text" } ] }, { "bbox": [ 53, 468.25, 296, 479 ], "spans": [ { "bbox": [ 52, 468.25, 295, 479 ], "content": "were, as in the other studies, selected to avoid ambiguity regard-", "type": "text" } ] }, { "bbox": [ 53, 480, 296, 489.75 ], "spans": [ { "bbox": [ 53, 480, 295, 489.75 ], "content": "ing which scheduled service each passenger intended to use. They", "type": "text" } ] }, { "bbox": [ 53, 490.25, 296, 501.75 ], "spans": [ { "bbox": [ 52, 490.25, 295, 501.75 ], "content": "also obtained high-level data about the aggregate reliability (6-min", "type": "text" } ] }, { "bbox": [ 53, 502.25, 296, 512 ], "spans": [ { "bbox": [ 52, 502.25, 295, 512 ], "content": "terminal on-time performance) of the train lines serving the selected", "type": "text" } ] }, { "bbox": [ 53, 513, 296, 522.75 ], "spans": [ { "bbox": [ 53, 513, 294, 522.75 ], "content": "stations. Their findings generally confirm those of the other studies.", "type": "text" } ] }, { "bbox": [ 53, 523.25, 296, 532.75 ], "spans": [ { "bbox": [ 53, 523.25, 295, 532.75 ], "content": "In their second study, they used the same 4-week data set, but tracked", "type": "text" } ] }, { "bbox": [ 53, 533.25, 296, 544.75 ], "spans": [ { "bbox": [ 53, 533.25, 294, 544.75 ], "content": "individual ticket holders over time to study the consistency of behav-", "type": "text" } ] }, { "bbox": [ 53, 545.25, 296, 555.75 ], "spans": [ { "bbox": [ 53, 545.25, 295, 555.75 ], "content": "ior. They focused on the 15,000 trips made between 06:00 and 10:00", "type": "text" } ] }, { "bbox": [ 53, 556.25, 296, 566.75 ], "spans": [ { "bbox": [ 53, 556.25, 294, 566.75 ], "content": "by 1,043 individual passengers who, as morning commuters, are", "type": "text" } ] }, { "bbox": [ 53, 567.25, 296, 577.75 ], "spans": [ { "bbox": [ 53, 567.25, 294, 577.75 ], "content": "expected to exhibit the most consistent behavior patterns. They", "type": "text" } ] }, { "bbox": [ 53, 578.25, 296, 587.75 ], "spans": [ { "bbox": [ 52, 578.25, 295, 587.75 ], "content": "characterized the passengers by the times of incidence and the offset", "type": "text" } ] }, { "bbox": [ 53, 588.25, 296, 599.75 ], "spans": [ { "bbox": [ 52, 588.25, 295, 599.75 ], "content": "times until the next scheduled departure. They classified passengers", "type": "text" } ] }, { "bbox": [ 53, 600.25, 296, 610.75 ], "spans": [ { "bbox": [ 53, 600.25, 293, 610.75 ], "content": "into four distinct archetypes exhibiting various levels of consistency", "type": "text" } ] }, { "bbox": [ 53, 611.25, 296, 621.75 ], "spans": [ { "bbox": [ 53, 611.25, 295, 621.75 ], "content": "in these two variables, finding roughly equal numbers of passengers", "type": "text" } ] }, { "bbox": [ 53, 622.25, 296, 632.75 ], "spans": [ { "bbox": [ 53, 622.25, 295, 632.75 ], "content": "in each category. On one end of the spectrum are clockwork-like", "type": "text" } ] }, { "bbox": [ 53, 633.25, 296, 643.75 ], "spans": [ { "bbox": [ 52, 633.25, 295, 643.75 ], "content": "passengers who exhibit consistent behavior that often minimizes", "type": "text" } ] }, { "bbox": [ 53, 644.25, 296, 653.75 ], "spans": [ { "bbox": [ 53, 644.25, 295, 653.75 ], "content": "their waiting time with respect to the schedule. On the other end,", "type": "text" } ] }, { "bbox": [ 53, 654.25, 296, 665.75 ], "spans": [ { "bbox": [ 52, 654.25, 295, 665.75 ], "content": "largely random passengers have very little consistency with respect", "type": "text" } ] }, { "bbox": [ 53, 666.25, 296, 676.75 ], "spans": [ { "bbox": [ 53, 666.25, 295, 676.75 ], "content": "to waiting time, exhibiting largely timetable-independent behavior.", "type": "text" } ] }, { "bbox": [ 53, 677.25, 296, 687.75 ], "spans": [ { "bbox": [ 52, 677.25, 295, 687.75 ], "content": "The authors’ overall conclusion in this work is one of heterogeneity", "type": "text" } ] }, { "bbox": [ 53, 688.25, 296, 698.75 ], "spans": [ { "bbox": [ 53, 688.25, 295, 698.75 ], "content": "in passenger behavior, even under homogeneous conditions (i.e., at", "type": "text" } ] }, { "bbox": [ 53, 699.25, 288, 711 ], "spans": [ { "bbox": [ 53, 699.25, 286, 711 ], "content": "the same station at the same time of day served by the same line).", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 710, 296, 732 ], "lines": [ { "bbox": [ 61, 710, 296, 720.75 ], "spans": [ { "bbox": [ 62, 710, 295, 720.75 ], "content": "As a brief summary of the six studies, passenger incidence", "type": "text" } ] }, { "bbox": [ 53, 721.25, 296, 732 ], "spans": [ { "bbox": [ 53, 721.25, 295, 732 ], "content": "behavior has been characterized primarily in terms of how random", "type": "text" } ] }, { "bbox": [ 317, 62, 560, 72.75 ], "spans": [ { "bbox": [ 316, 62, 558, 72.75 ], "content": "it appears to be with respect to the timetable and to actual vehicle", "type": "text" } ] }, { "bbox": [ 317, 73.25, 560, 83.75 ], "spans": [ { "bbox": [ 316, 73.25, 558, 83.75 ], "content": "departure times. The appearance of randomness (or its lack) has", "type": "text" } ] }, { "bbox": [ 317, 84.25, 560, 94.75 ], "spans": [ { "bbox": [ 317, 84.25, 558, 94.75 ], "content": "been used to indicate the degree to which passengers have and use", "type": "text" } ] }, { "bbox": [ 317, 95.25, 560, 104.75 ], "spans": [ { "bbox": [ 317, 95.25, 558, 104.75 ], "content": "knowledge of the published timetable and of actual departure times.", "type": "text" } ] }, { "bbox": [ 317, 105.25, 560, 116.75 ], "spans": [ { "bbox": [ 317, 105.25, 559, 116.75 ], "content": "At longer headways, passengers have more to gain by gaining and", "type": "text" } ] }, { "bbox": [ 317, 117.25, 560, 127.75 ], "spans": [ { "bbox": [ 317, 117.25, 559, 127.75 ], "content": "using knowledge of the timetable; their behavior tends to be less", "type": "text" } ] }, { "bbox": [ 317, 128.25, 560, 138.75 ], "spans": [ { "bbox": [ 317, 128.25, 558, 138.75 ], "content": "random, peaking somewhat before the scheduled departure time.", "type": "text" } ] }, { "bbox": [ 317, 139.25, 560, 149.75 ], "spans": [ { "bbox": [ 316, 139.25, 558, 149.75 ], "content": "Passengers also appear to gain and use knowledge of the actual,", "type": "text" } ] }, { "bbox": [ 317, 150.25, 560, 159.75 ], "spans": [ { "bbox": [ 316, 150.25, 558, 159.75 ], "content": "rather than scheduled, departure times. When departure times are", "type": "text" } ] }, { "bbox": [ 317, 160.25, 560, 170.75 ], "spans": [ { "bbox": [ 316, 160.25, 558, 170.75 ], "content": "reliable, even if they are reliably late (or early) by a particular", "type": "text" } ] }, { "bbox": [ 317, 171.25, 560, 182.75 ], "spans": [ { "bbox": [ 316, 171.25, 558, 182.75 ], "content": " amount, incidence behavior tends to be less random, with more pas-", "type": "text" } ] }, { "bbox": [ 317, 183.25, 560, 192.75 ], "spans": [ { "bbox": [ 317, 183.25, 558, 192.75 ], "content": "sengers being incident shortly before the reliable departure time.", "type": "text" } ] }, { "bbox": [ 317, 193.25, 560, 204.75 ], "spans": [ { "bbox": [ 316, 193.25, 558, 204.75 ], "content": "When departure times are inconsistent (i.e., unreliable), passengers", "type": "text" } ] }, { "bbox": [ 317, 205.25, 560, 215.75 ], "spans": [ { "bbox": [ 316, 205.25, 559, 215.75 ], "content": "have less to gain from choosing any particular time of incidence, so", "type": "text" } ] }, { "bbox": [ 317, 216.25, 461, 227 ], "spans": [ { "bbox": [ 315, 216.25, 461, 227 ], "content": " their behavior tends to be more random.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 62, 560, 227 ], "lines": [], "lines_deleted": true }, { "type": "title", "bbox": [ 318, 247, 387, 259 ], "lines": [ { "bbox": [ 316, 248, 389, 259 ], "spans": [ { "bbox": [ 316, 248, 389, 259 ], "content": "METHODOLOGY", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 268, 560, 325 ], "lines": [ { "bbox": [ 317, 268, 560, 280.75 ], "spans": [ { "bbox": [ 316, 268, 558, 280.75 ], "content": "This section proposes a method for studying passenger incidence", "type": "text" } ] }, { "bbox": [ 317, 281.25, 560, 289.75 ], "spans": [ { "bbox": [ 317, 281.25, 559, 289.75 ], "content": "with respect to scheduled departure times by using AFC smartcard", "type": "text" } ] }, { "bbox": [ 317, 290.25, 560, 302.75 ], "spans": [ { "bbox": [ 315, 290.25, 559, 302.75 ], "content": " data and schedule-based assignment. For a given passenger jour-", "type": "text" } ] }, { "bbox": [ 317, 303.25, 560, 311.75 ], "spans": [ { "bbox": [ 317, 303.25, 558, 311.75 ], "content": "ney, the method depends on the concepts of attractive departure,", "type": "text" } ] }, { "bbox": [ 317, 312.25, 518, 325 ], "spans": [ { "bbox": [ 316, 312.25, 518, 325 ], "content": "scheduled waiting time (SWT), and incidence headway.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 324, 560, 468 ], "lines": [ { "bbox": [ 324, 324, 560, 334.75 ], "spans": [ { "bbox": [ 324, 324, 558, 334.75 ], "content": " An attractive departure is a departure scheduled from the passen-", "type": "text" } ] }, { "bbox": [ 317, 335.25, 560, 345.75 ], "spans": [ { "bbox": [ 317, 335.25, 558, 345.75 ], "content": "ger's station of incidence that the passenger is or would have been", "type": "text" } ] }, { "bbox": [ 317, 346.25, 560, 355.75 ], "spans": [ { "bbox": [ 317, 346.25, 559, 355.75 ], "content": "willing to board, regardless of how willing is defined. The use of", "type": "text" } ] }, { "bbox": [ 317, 356.25, 560, 368.75 ], "spans": [ { "bbox": [ 316, 356.25, 560, 368.75 ], "content": "\"attractive” is in the tradition of Spiess and Florian and Nguyen and", "type": "text" } ] }, { "bbox": [ 317, 369.25, 560, 378.75 ], "spans": [ { "bbox": [ 316, 369.25, 558, 378.75 ], "content": "Pallottino in their work on hyperpaths and optimal strategies (9, 10).", "type": "text" } ] }, { "bbox": [ 317, 379.25, 560, 390.75 ], "spans": [ { "bbox": [ 316, 379.25, 559, 390.75 ], "content": "They defined the atractive set of lines as the set that a passenger", "type": "text" } ] }, { "bbox": [ 317, 391.25, 560, 400.75 ], "spans": [ { "bbox": [ 316, 391.25, 559, 400.75 ], "content": "is willing to board at a given location. This concept makes explicit", "type": "text" } ] }, { "bbox": [ 317, 401.25, 560, 411.75 ], "spans": [ { "bbox": [ 316, 401.25, 559, 411.75 ], "content": "the possibility that some scheduled departures may not be viable", "type": "text" } ] }, { "bbox": [ 317, 412.25, 560, 422.75 ], "spans": [ { "bbox": [ 316, 412.25, 558, 422.75 ], "content": "alternatives for a given passenger as a function of that passenger's", "type": "text" } ] }, { "bbox": [ 317, 423.25, 560, 433.75 ], "spans": [ { "bbox": [ 316, 423.25, 558, 433.75 ], "content": "destination and of the subsequent itinerary of those departures. For", "type": "text" } ] }, { "bbox": [ 317, 434.25, 560, 445.75 ], "spans": [ { "bbox": [ 317, 434.25, 558, 445.75 ], "content": "example, on a line with a trunk and branches, passengers bound for", "type": "text" } ] }, { "bbox": [ 317, 446.25, 560, 456.75 ], "spans": [ { "bbox": [ 316, 446.25, 559, 456.75 ], "content": "one of the branches may experience longer headways than those", "type": "text" } ] }, { "bbox": [ 317, 457.25, 415, 468 ], "spans": [ { "bbox": [ 316, 457.25, 415, 468 ], "content": " traveling only on the trunk.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 467, 560, 512 ], "lines": [ { "bbox": [ 324, 467, 560, 477.75 ], "spans": [ { "bbox": [ 325, 467, 559, 477.75 ], "content": "SWT is the time the passenger should have to wait according", "type": "text" } ] }, { "bbox": [ 317, 478.25, 560, 488.75 ], "spans": [ { "bbox": [ 316, 478.25, 558, 488.75 ], "content": "to the schedule, given his or her time of incidence and attractive", "type": "text" } ] }, { "bbox": [ 317, 489.25, 560, 499.75 ], "spans": [ { "bbox": [ 316, 489.25, 559, 499.75 ], "content": " departures. SWT is defined as the length of time between passenger", "type": "text" } ] }, { "bbox": [ 317, 500.25, 472, 512 ], "spans": [ { "bbox": [ 316, 500.25, 472, 512 ], "content": " incidence and the next attractive departure.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 512, 560, 567 ], "lines": [ { "bbox": [ 324, 512, 560, 522.75 ], "spans": [ { "bbox": [ 325, 512, 559, 522.75 ], "content": "Incidence headway is the (scheduled) headway applicable to", "type": "text" } ] }, { "bbox": [ 317, 523.25, 560, 533.75 ], "spans": [ { "bbox": [ 316, 523.25, 558, 533.75 ], "content": "the passenger given his or her time of incidence and set of attrac-", "type": "text" } ] }, { "bbox": [ 317, 534.25, 560, 543.75 ], "spans": [ { "bbox": [ 316, 534.25, 559, 543.75 ], "content": "tive departures. Incidence headway is defined as the length of time", "type": "text" } ] }, { "bbox": [ 317, 544.25, 560, 555.75 ], "spans": [ { "bbox": [ 317, 544.25, 559, 555.75 ], "content": "between the last attractive departure before the time of incidence", "type": "text" } ] }, { "bbox": [ 317, 556.25, 518, 567 ], "spans": [ { "bbox": [ 316, 556.25, 515, 567 ], "content": "and the next such departure after the time of incidence.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 567, 560, 689 ], "lines": [ { "bbox": [ 324, 567, 560, 576.75 ], "spans": [ { "bbox": [ 325, 567, 558, 576.75 ], "content": "The above six studies of passenger incidence all selected places", "type": "text" } ] }, { "bbox": [ 317, 577.25, 560, 588.75 ], "spans": [ { "bbox": [ 316, 577.25, 559, 588.75 ], "content": " and times of observation so as to avoid ambiguity with respect to", "type": "text" } ] }, { "bbox": [ 317, 589.25, 560, 598.75 ], "spans": [ { "bbox": [ 317, 589.25, 558, 598.75 ], "content": "each passenger's attractive departures. They minimized the mea-", "type": "text" } ] }, { "bbox": [ 317, 599.25, 560, 610.75 ], "spans": [ { "bbox": [ 317, 599.25, 559, 610.75 ], "content": "surement of SwT and incidence headways by selecting stations", "type": "text" } ] }, { "bbox": [ 317, 611.25, 560, 621.75 ], "spans": [ { "bbox": [ 317, 611.25, 560, 621.75 ], "content": "served by only a single service pattern and, in some cases, with a", "type": "text" } ] }, { "bbox": [ 317, 622.25, 560, 630.75 ], "spans": [ { "bbox": [ 317, 622.25, 558, 630.75 ], "content": "constant headway. While this may be sufficient for modeling the", "type": "text" } ] }, { "bbox": [ 317, 631.25, 560, 643.75 ], "spans": [ { "bbox": [ 316, 631.25, 560, 643.75 ], "content": "behavior of certain group of passengers, it is clearly inadequate", "type": "text" } ] }, { "bbox": [ 317, 644.25, 560, 653.75 ], "spans": [ { "bbox": [ 317, 644.25, 558, 653.75 ], "content": "for understanding behavior across an entire network. In many real-", "type": "text" } ] }, { "bbox": [ 317, 654.25, 560, 665.75 ], "spans": [ { "bbox": [ 316, 654.25, 558, 665.75 ], "content": " world public transport networks, the largest numbers of passengers", "type": "text" } ] }, { "bbox": [ 317, 666.25, 560, 676.75 ], "spans": [ { "bbox": [ 316, 666.25, 559, 676.75 ], "content": "are incident at large stations or terminals that provide access to", "type": "text" } ] }, { "bbox": [ 317, 677.25, 403, 689 ], "spans": [ { "bbox": [ 316, 677.25, 403, 689 ], "content": "heterogeneous services.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 687, 560, 732 ], "lines": [ { "bbox": [ 324, 687, 560, 698.75 ], "spans": [ { "bbox": [ 325, 687, 558, 698.75 ], "content": "In the case of the London Overground, this incidence is most", "type": "text" } ] }, { "bbox": [ 317, 699.25, 560, 709.75 ], "spans": [ { "bbox": [ 316, 699.25, 558, 709.75 ], "content": "problematic on the North London Line (NLL). Consider, for exam-", "type": "text" } ] }, { "bbox": [ 317, 710.25, 560, 719.75 ], "spans": [ { "bbox": [ 316, 710.25, 558, 719.75 ], "content": " ple, passengers incident to the NLL at Stratford, one of the Over-", "type": "text" } ] }, { "bbox": [ 317, 720.25, 560, 732 ], "spans": [ { "bbox": [ 315, 720.25, 559, 732 ], "content": " ground's busiest stations. In 2008 peak-period timetables, the NLL", "type": "text" } ] }, { "bbox": [ 52, 62, 295, 72.75 ], "spans": [ { "bbox": [ 53, 62, 295, 72.75 ], "content": "was running a mostly (but not perfectly) regular 15-min (i.e., four", "type": "text" } ] }, { "bbox": [ 52, 73.25, 295, 83 ], "spans": [ { "bbox": [ 52, 73.25, 295, 83 ], "content": "trains per hour) service all day from Stratford to the end of the NLL", "type": "text" } ] }, { "bbox": [ 52, 84, 295, 94.75 ], "spans": [ { "bbox": [ 53, 84, 295, 94.75 ], "content": "at Richmond. This service was augmented with occasional irregular", "type": "text" } ] }, { "bbox": [ 52, 95.25, 295, 105.75 ], "spans": [ { "bbox": [ 53, 95.25, 295, 105.75 ], "content": "services, including a shuttle that ran only as far as Camden Road,", "type": "text" } ] }, { "bbox": [ 52, 106.25, 295, 116.75 ], "spans": [ { "bbox": [ 53, 106.25, 295, 116.75 ], "content": "and one special that ran on the NLL to Willesden Junction but then", "type": "text" } ] }, { "bbox": [ 52, 117.25, 295, 126.75 ], "spans": [ { "bbox": [ 53, 117.25, 294, 126.75 ], "content": "on the West London Line to Clapham Junction. It is not immediately", "type": "text" } ] }, { "bbox": [ 52, 127.25, 295, 138.75 ], "spans": [ { "bbox": [ 51, 127.25, 295, 138.75 ], "content": " obvious which of these services would be attractive to a given pas-", "type": "text" } ] }, { "bbox": [ 52, 139.25, 295, 149.75 ], "spans": [ { "bbox": [ 52, 139.25, 295, 149.75 ], "content": "senger at Stratford, and thus not clear what incidence headway each", "type": "text" } ] }, { "bbox": [ 52, 150.25, 295, 160.75 ], "spans": [ { "bbox": [ 52, 150.25, 295, 160.75 ], "content": " passenger would experience. Earlier literature avoided this issue by", "type": "text" } ] }, { "bbox": [ 52, 161.25, 217, 172 ], "spans": [ { "bbox": [ 52, 161.25, 217, 172 ], "content": "avoiding stations such as Stratford altogether.", "type": "text" } ] } ] } ], "layout_bboxes": [ { "layout_bbox": [ 53, 60, 296, 731 ], "layout_label": "V", "sub_layout": [] }, { "layout_bbox": [ 317, 60, 560, 731 ], "layout_label": "V", "sub_layout": [] } ], "page_idx": 2, "page_size": [ 612.0, 792.0 ], "_layout_tree": [ { "layout_bbox": [ 0, 60, 612.0, 731 ], "layout_label": "V", "sub_layout": [ { "layout_bbox": [ 53, 60, 560, 731 ], "layout_label": "H", "sub_layout": [ { "layout_bbox": [ 53, 60, 296, 731 ], "layout_label": "V", "sub_layout": [] }, { "layout_bbox": [ 317, 60, 560, 731 ], "layout_label": "V", "sub_layout": [] } ] } ] } ], "images": [], "tables": [], "interline_equations": [], "discarded_blocks": [ { "bbox": [ 418, 35, 559, 44 ] }, { "bbox": [ 53, 35, 64, 42 ] } ], "para_blocks": [ { "type": "text", "bbox": [ 53, 62, 296, 403 ], "lines": [], "lines_deleted": true }, { "type": "text", "bbox": [ 53, 402, 296, 711 ], "lines": [ { "bbox": [ 61, 402, 296, 413.75 ], "spans": [ { "bbox": [ 61, 402, 294, 413.75 ], "content": "Csikos and Currie studied this phenomenon, first cross-sectionally", "type": "text" } ] }, { "bbox": [ 53, 414.25, 296, 423.75 ], "spans": [ { "bbox": [ 53, 414.25, 295, 423.75 ], "content": "and then longitudinally, using data from the AFC system of the heavy", "type": "text" } ] }, { "bbox": [ 53, 424.25, 296, 434.75 ], "spans": [ { "bbox": [ 53, 424.25, 293, 434.75 ], "content": "rail network in Melbourne, Australia (7, 8). In their first study they", "type": "text" } ] }, { "bbox": [ 53, 435.25, 296, 445.75 ], "spans": [ { "bbox": [ 53, 435.25, 294, 445.75 ], "content": "used 4 weeks' worth of data from 07:30 to 15:00, but limited them-", "type": "text" } ] }, { "bbox": [ 53, 446.25, 296, 456.75 ], "spans": [ { "bbox": [ 53, 446.25, 294, 456.75 ], "content": "selves to analyzing seven particular stations out of 209, for a total", "type": "text" } ] }, { "bbox": [ 53, 457, 296, 467.75 ], "spans": [ { "bbox": [ 53, 457, 214, 467.75 ], "content": "of 38,000 observations over approximately", "type": "text" }, { "bbox": [ 215, 457.25, 243.75, 467.75 ], "content": "^{1,470{\\mathrm{~h~}}}", "type": "inline_equation" }, { "bbox": [ 244.25, 457, 295, 467.75 ], "content": ". The stations", "type": "text" } ] }, { "bbox": [ 53, 468.25, 296, 479 ], "spans": [ { "bbox": [ 52, 468.25, 295, 479 ], "content": "were, as in the other studies, selected to avoid ambiguity regard-", "type": "text" } ] }, { "bbox": [ 53, 480, 296, 489.75 ], "spans": [ { "bbox": [ 53, 480, 295, 489.75 ], "content": "ing which scheduled service each passenger intended to use. They", "type": "text" } ] }, { "bbox": [ 53, 490.25, 296, 501.75 ], "spans": [ { "bbox": [ 52, 490.25, 295, 501.75 ], "content": "also obtained high-level data about the aggregate reliability (6-min", "type": "text" } ] }, { "bbox": [ 53, 502.25, 296, 512 ], "spans": [ { "bbox": [ 52, 502.25, 295, 512 ], "content": "terminal on-time performance) of the train lines serving the selected", "type": "text" } ] }, { "bbox": [ 53, 513, 296, 522.75 ], "spans": [ { "bbox": [ 53, 513, 294, 522.75 ], "content": "stations. Their findings generally confirm those of the other studies.", "type": "text" } ] }, { "bbox": [ 53, 523.25, 296, 532.75 ], "spans": [ { "bbox": [ 53, 523.25, 295, 532.75 ], "content": "In their second study, they used the same 4-week data set, but tracked", "type": "text" } ] }, { "bbox": [ 53, 533.25, 296, 544.75 ], "spans": [ { "bbox": [ 53, 533.25, 294, 544.75 ], "content": "individual ticket holders over time to study the consistency of behav-", "type": "text" } ] }, { "bbox": [ 53, 545.25, 296, 555.75 ], "spans": [ { "bbox": [ 53, 545.25, 295, 555.75 ], "content": "ior. They focused on the 15,000 trips made between 06:00 and 10:00", "type": "text" } ] }, { "bbox": [ 53, 556.25, 296, 566.75 ], "spans": [ { "bbox": [ 53, 556.25, 294, 566.75 ], "content": "by 1,043 individual passengers who, as morning commuters, are", "type": "text" } ] }, { "bbox": [ 53, 567.25, 296, 577.75 ], "spans": [ { "bbox": [ 53, 567.25, 294, 577.75 ], "content": "expected to exhibit the most consistent behavior patterns. They", "type": "text" } ] }, { "bbox": [ 53, 578.25, 296, 587.75 ], "spans": [ { "bbox": [ 52, 578.25, 295, 587.75 ], "content": "characterized the passengers by the times of incidence and the offset", "type": "text" } ] }, { "bbox": [ 53, 588.25, 296, 599.75 ], "spans": [ { "bbox": [ 52, 588.25, 295, 599.75 ], "content": "times until the next scheduled departure. They classified passengers", "type": "text" } ] }, { "bbox": [ 53, 600.25, 296, 610.75 ], "spans": [ { "bbox": [ 53, 600.25, 293, 610.75 ], "content": "into four distinct archetypes exhibiting various levels of consistency", "type": "text" } ] }, { "bbox": [ 53, 611.25, 296, 621.75 ], "spans": [ { "bbox": [ 53, 611.25, 295, 621.75 ], "content": "in these two variables, finding roughly equal numbers of passengers", "type": "text" } ] }, { "bbox": [ 53, 622.25, 296, 632.75 ], "spans": [ { "bbox": [ 53, 622.25, 295, 632.75 ], "content": "in each category. On one end of the spectrum are clockwork-like", "type": "text" } ] }, { "bbox": [ 53, 633.25, 296, 643.75 ], "spans": [ { "bbox": [ 52, 633.25, 295, 643.75 ], "content": "passengers who exhibit consistent behavior that often minimizes", "type": "text" } ] }, { "bbox": [ 53, 644.25, 296, 653.75 ], "spans": [ { "bbox": [ 53, 644.25, 295, 653.75 ], "content": "their waiting time with respect to the schedule. On the other end,", "type": "text" } ] }, { "bbox": [ 53, 654.25, 296, 665.75 ], "spans": [ { "bbox": [ 52, 654.25, 295, 665.75 ], "content": "largely random passengers have very little consistency with respect", "type": "text" } ] }, { "bbox": [ 53, 666.25, 296, 676.75 ], "spans": [ { "bbox": [ 53, 666.25, 295, 676.75 ], "content": "to waiting time, exhibiting largely timetable-independent behavior.", "type": "text" } ] }, { "bbox": [ 53, 677.25, 296, 687.75 ], "spans": [ { "bbox": [ 52, 677.25, 295, 687.75 ], "content": "The authors’ overall conclusion in this work is one of heterogeneity", "type": "text" } ] }, { "bbox": [ 53, 688.25, 296, 698.75 ], "spans": [ { "bbox": [ 53, 688.25, 295, 698.75 ], "content": "in passenger behavior, even under homogeneous conditions (i.e., at", "type": "text" } ] }, { "bbox": [ 53, 699.25, 288, 711 ], "spans": [ { "bbox": [ 53, 699.25, 286, 711 ], "content": "the same station at the same time of day served by the same line).", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 710, 296, 732 ], "lines": [ { "bbox": [ 61, 710, 296, 720.75 ], "spans": [ { "bbox": [ 62, 710, 295, 720.75 ], "content": "As a brief summary of the six studies, passenger incidence", "type": "text" } ] }, { "bbox": [ 53, 721.25, 296, 732 ], "spans": [ { "bbox": [ 53, 721.25, 295, 732 ], "content": "behavior has been characterized primarily in terms of how random", "type": "text" } ] }, { "bbox": [ 317, 62, 560, 72.75 ], "spans": [ { "bbox": [ 316, 62, 558, 72.75 ], "content": "it appears to be with respect to the timetable and to actual vehicle", "type": "text" } ] }, { "bbox": [ 317, 73.25, 560, 83.75 ], "spans": [ { "bbox": [ 316, 73.25, 558, 83.75 ], "content": "departure times. The appearance of randomness (or its lack) has", "type": "text" } ] }, { "bbox": [ 317, 84.25, 560, 94.75 ], "spans": [ { "bbox": [ 317, 84.25, 558, 94.75 ], "content": "been used to indicate the degree to which passengers have and use", "type": "text" } ] }, { "bbox": [ 317, 95.25, 560, 104.75 ], "spans": [ { "bbox": [ 317, 95.25, 558, 104.75 ], "content": "knowledge of the published timetable and of actual departure times.", "type": "text" } ] }, { "bbox": [ 317, 105.25, 560, 116.75 ], "spans": [ { "bbox": [ 317, 105.25, 559, 116.75 ], "content": "At longer headways, passengers have more to gain by gaining and", "type": "text" } ] }, { "bbox": [ 317, 117.25, 560, 127.75 ], "spans": [ { "bbox": [ 317, 117.25, 559, 127.75 ], "content": "using knowledge of the timetable; their behavior tends to be less", "type": "text" } ] }, { "bbox": [ 317, 128.25, 560, 138.75 ], "spans": [ { "bbox": [ 317, 128.25, 558, 138.75 ], "content": "random, peaking somewhat before the scheduled departure time.", "type": "text" } ] }, { "bbox": [ 317, 139.25, 560, 149.75 ], "spans": [ { "bbox": [ 316, 139.25, 558, 149.75 ], "content": "Passengers also appear to gain and use knowledge of the actual,", "type": "text" } ] }, { "bbox": [ 317, 150.25, 560, 159.75 ], "spans": [ { "bbox": [ 316, 150.25, 558, 159.75 ], "content": "rather than scheduled, departure times. When departure times are", "type": "text" } ] }, { "bbox": [ 317, 160.25, 560, 170.75 ], "spans": [ { "bbox": [ 316, 160.25, 558, 170.75 ], "content": "reliable, even if they are reliably late (or early) by a particular", "type": "text" } ] }, { "bbox": [ 317, 171.25, 560, 182.75 ], "spans": [ { "bbox": [ 316, 171.25, 558, 182.75 ], "content": " amount, incidence behavior tends to be less random, with more pas-", "type": "text" } ] }, { "bbox": [ 317, 183.25, 560, 192.75 ], "spans": [ { "bbox": [ 317, 183.25, 558, 192.75 ], "content": "sengers being incident shortly before the reliable departure time.", "type": "text" } ] }, { "bbox": [ 317, 193.25, 560, 204.75 ], "spans": [ { "bbox": [ 316, 193.25, 558, 204.75 ], "content": "When departure times are inconsistent (i.e., unreliable), passengers", "type": "text" } ] }, { "bbox": [ 317, 205.25, 560, 215.75 ], "spans": [ { "bbox": [ 316, 205.25, 559, 215.75 ], "content": "have less to gain from choosing any particular time of incidence, so", "type": "text" } ] }, { "bbox": [ 317, 216.25, 461, 227 ], "spans": [ { "bbox": [ 315, 216.25, 461, 227 ], "content": " their behavior tends to be more random.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 62, 560, 227 ], "lines": [], "lines_deleted": true }, { "type": "title", "bbox": [ 318, 247, 387, 259 ], "lines": [ { "bbox": [ 316, 248, 389, 259 ], "spans": [ { "bbox": [ 316, 248, 389, 259 ], "content": "METHODOLOGY", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 268, 560, 325 ], "lines": [ { "bbox": [ 317, 268, 560, 280.75 ], "spans": [ { "bbox": [ 316, 268, 558, 280.75 ], "content": "This section proposes a method for studying passenger incidence", "type": "text" } ] }, { "bbox": [ 317, 281.25, 560, 289.75 ], "spans": [ { "bbox": [ 317, 281.25, 559, 289.75 ], "content": "with respect to scheduled departure times by using AFC smartcard", "type": "text" } ] }, { "bbox": [ 317, 290.25, 560, 302.75 ], "spans": [ { "bbox": [ 315, 290.25, 559, 302.75 ], "content": " data and schedule-based assignment. For a given passenger jour-", "type": "text" } ] }, { "bbox": [ 317, 303.25, 560, 311.75 ], "spans": [ { "bbox": [ 317, 303.25, 558, 311.75 ], "content": "ney, the method depends on the concepts of attractive departure,", "type": "text" } ] }, { "bbox": [ 317, 312.25, 518, 325 ], "spans": [ { "bbox": [ 316, 312.25, 518, 325 ], "content": "scheduled waiting time (SWT), and incidence headway.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 324, 560, 468 ], "lines": [ { "bbox": [ 324, 324, 560, 334.75 ], "spans": [ { "bbox": [ 324, 324, 558, 334.75 ], "content": " An attractive departure is a departure scheduled from the passen-", "type": "text" } ] }, { "bbox": [ 317, 335.25, 560, 345.75 ], "spans": [ { "bbox": [ 317, 335.25, 558, 345.75 ], "content": "ger's station of incidence that the passenger is or would have been", "type": "text" } ] }, { "bbox": [ 317, 346.25, 560, 355.75 ], "spans": [ { "bbox": [ 317, 346.25, 559, 355.75 ], "content": "willing to board, regardless of how willing is defined. The use of", "type": "text" } ] }, { "bbox": [ 317, 356.25, 560, 368.75 ], "spans": [ { "bbox": [ 316, 356.25, 560, 368.75 ], "content": "\"attractive” is in the tradition of Spiess and Florian and Nguyen and", "type": "text" } ] }, { "bbox": [ 317, 369.25, 560, 378.75 ], "spans": [ { "bbox": [ 316, 369.25, 558, 378.75 ], "content": "Pallottino in their work on hyperpaths and optimal strategies (9, 10).", "type": "text" } ] }, { "bbox": [ 317, 379.25, 560, 390.75 ], "spans": [ { "bbox": [ 316, 379.25, 559, 390.75 ], "content": "They defined the atractive set of lines as the set that a passenger", "type": "text" } ] }, { "bbox": [ 317, 391.25, 560, 400.75 ], "spans": [ { "bbox": [ 316, 391.25, 559, 400.75 ], "content": "is willing to board at a given location. This concept makes explicit", "type": "text" } ] }, { "bbox": [ 317, 401.25, 560, 411.75 ], "spans": [ { "bbox": [ 316, 401.25, 559, 411.75 ], "content": "the possibility that some scheduled departures may not be viable", "type": "text" } ] }, { "bbox": [ 317, 412.25, 560, 422.75 ], "spans": [ { "bbox": [ 316, 412.25, 558, 422.75 ], "content": "alternatives for a given passenger as a function of that passenger's", "type": "text" } ] }, { "bbox": [ 317, 423.25, 560, 433.75 ], "spans": [ { "bbox": [ 316, 423.25, 558, 433.75 ], "content": "destination and of the subsequent itinerary of those departures. For", "type": "text" } ] }, { "bbox": [ 317, 434.25, 560, 445.75 ], "spans": [ { "bbox": [ 317, 434.25, 558, 445.75 ], "content": "example, on a line with a trunk and branches, passengers bound for", "type": "text" } ] }, { "bbox": [ 317, 446.25, 560, 456.75 ], "spans": [ { "bbox": [ 316, 446.25, 559, 456.75 ], "content": "one of the branches may experience longer headways than those", "type": "text" } ] }, { "bbox": [ 317, 457.25, 415, 468 ], "spans": [ { "bbox": [ 316, 457.25, 415, 468 ], "content": " traveling only on the trunk.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 467, 560, 512 ], "lines": [ { "bbox": [ 324, 467, 560, 477.75 ], "spans": [ { "bbox": [ 325, 467, 559, 477.75 ], "content": "SWT is the time the passenger should have to wait according", "type": "text" } ] }, { "bbox": [ 317, 478.25, 560, 488.75 ], "spans": [ { "bbox": [ 316, 478.25, 558, 488.75 ], "content": "to the schedule, given his or her time of incidence and attractive", "type": "text" } ] }, { "bbox": [ 317, 489.25, 560, 499.75 ], "spans": [ { "bbox": [ 316, 489.25, 559, 499.75 ], "content": " departures. SWT is defined as the length of time between passenger", "type": "text" } ] }, { "bbox": [ 317, 500.25, 472, 512 ], "spans": [ { "bbox": [ 316, 500.25, 472, 512 ], "content": " incidence and the next attractive departure.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 512, 560, 567 ], "lines": [ { "bbox": [ 324, 512, 560, 522.75 ], "spans": [ { "bbox": [ 325, 512, 559, 522.75 ], "content": "Incidence headway is the (scheduled) headway applicable to", "type": "text" } ] }, { "bbox": [ 317, 523.25, 560, 533.75 ], "spans": [ { "bbox": [ 316, 523.25, 558, 533.75 ], "content": "the passenger given his or her time of incidence and set of attrac-", "type": "text" } ] }, { "bbox": [ 317, 534.25, 560, 543.75 ], "spans": [ { "bbox": [ 316, 534.25, 559, 543.75 ], "content": "tive departures. Incidence headway is defined as the length of time", "type": "text" } ] }, { "bbox": [ 317, 544.25, 560, 555.75 ], "spans": [ { "bbox": [ 317, 544.25, 559, 555.75 ], "content": "between the last attractive departure before the time of incidence", "type": "text" } ] }, { "bbox": [ 317, 556.25, 518, 567 ], "spans": [ { "bbox": [ 316, 556.25, 515, 567 ], "content": "and the next such departure after the time of incidence.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 567, 560, 689 ], "lines": [ { "bbox": [ 324, 567, 560, 576.75 ], "spans": [ { "bbox": [ 325, 567, 558, 576.75 ], "content": "The above six studies of passenger incidence all selected places", "type": "text" } ] }, { "bbox": [ 317, 577.25, 560, 588.75 ], "spans": [ { "bbox": [ 316, 577.25, 559, 588.75 ], "content": " and times of observation so as to avoid ambiguity with respect to", "type": "text" } ] }, { "bbox": [ 317, 589.25, 560, 598.75 ], "spans": [ { "bbox": [ 317, 589.25, 558, 598.75 ], "content": "each passenger's attractive departures. They minimized the mea-", "type": "text" } ] }, { "bbox": [ 317, 599.25, 560, 610.75 ], "spans": [ { "bbox": [ 317, 599.25, 559, 610.75 ], "content": "surement of SwT and incidence headways by selecting stations", "type": "text" } ] }, { "bbox": [ 317, 611.25, 560, 621.75 ], "spans": [ { "bbox": [ 317, 611.25, 560, 621.75 ], "content": "served by only a single service pattern and, in some cases, with a", "type": "text" } ] }, { "bbox": [ 317, 622.25, 560, 630.75 ], "spans": [ { "bbox": [ 317, 622.25, 558, 630.75 ], "content": "constant headway. While this may be sufficient for modeling the", "type": "text" } ] }, { "bbox": [ 317, 631.25, 560, 643.75 ], "spans": [ { "bbox": [ 316, 631.25, 560, 643.75 ], "content": "behavior of certain group of passengers, it is clearly inadequate", "type": "text" } ] }, { "bbox": [ 317, 644.25, 560, 653.75 ], "spans": [ { "bbox": [ 317, 644.25, 558, 653.75 ], "content": "for understanding behavior across an entire network. In many real-", "type": "text" } ] }, { "bbox": [ 317, 654.25, 560, 665.75 ], "spans": [ { "bbox": [ 316, 654.25, 558, 665.75 ], "content": " world public transport networks, the largest numbers of passengers", "type": "text" } ] }, { "bbox": [ 317, 666.25, 560, 676.75 ], "spans": [ { "bbox": [ 316, 666.25, 559, 676.75 ], "content": "are incident at large stations or terminals that provide access to", "type": "text" } ] }, { "bbox": [ 317, 677.25, 403, 689 ], "spans": [ { "bbox": [ 316, 677.25, 403, 689 ], "content": "heterogeneous services.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 687, 560, 732 ], "lines": [ { "bbox": [ 324, 687, 560, 698.75 ], "spans": [ { "bbox": [ 325, 687, 558, 698.75 ], "content": "In the case of the London Overground, this incidence is most", "type": "text" } ] }, { "bbox": [ 317, 699.25, 560, 709.75 ], "spans": [ { "bbox": [ 316, 699.25, 558, 709.75 ], "content": "problematic on the North London Line (NLL). Consider, for exam-", "type": "text" } ] }, { "bbox": [ 317, 710.25, 560, 719.75 ], "spans": [ { "bbox": [ 316, 710.25, 558, 719.75 ], "content": " ple, passengers incident to the NLL at Stratford, one of the Over-", "type": "text" } ] }, { "bbox": [ 317, 720.25, 560, 732 ], "spans": [ { "bbox": [ 315, 720.25, 559, 732 ], "content": " ground's busiest stations. In 2008 peak-period timetables, the NLL", "type": "text" } ] }, { "bbox": [ 52, 62, 295, 72.75 ], "spans": [ { "bbox": [ 53, 62, 295, 72.75 ], "content": "was running a mostly (but not perfectly) regular 15-min (i.e., four", "type": "text" } ] }, { "bbox": [ 52, 73.25, 295, 83 ], "spans": [ { "bbox": [ 52, 73.25, 295, 83 ], "content": "trains per hour) service all day from Stratford to the end of the NLL", "type": "text" } ] }, { "bbox": [ 52, 84, 295, 94.75 ], "spans": [ { "bbox": [ 53, 84, 295, 94.75 ], "content": "at Richmond. This service was augmented with occasional irregular", "type": "text" } ] }, { "bbox": [ 52, 95.25, 295, 105.75 ], "spans": [ { "bbox": [ 53, 95.25, 295, 105.75 ], "content": "services, including a shuttle that ran only as far as Camden Road,", "type": "text" } ] }, { "bbox": [ 52, 106.25, 295, 116.75 ], "spans": [ { "bbox": [ 53, 106.25, 295, 116.75 ], "content": "and one special that ran on the NLL to Willesden Junction but then", "type": "text" } ] }, { "bbox": [ 52, 117.25, 295, 126.75 ], "spans": [ { "bbox": [ 53, 117.25, 294, 126.75 ], "content": "on the West London Line to Clapham Junction. It is not immediately", "type": "text" } ] }, { "bbox": [ 52, 127.25, 295, 138.75 ], "spans": [ { "bbox": [ 51, 127.25, 295, 138.75 ], "content": " obvious which of these services would be attractive to a given pas-", "type": "text" } ] }, { "bbox": [ 52, 139.25, 295, 149.75 ], "spans": [ { "bbox": [ 52, 139.25, 295, 149.75 ], "content": "senger at Stratford, and thus not clear what incidence headway each", "type": "text" } ] }, { "bbox": [ 52, 150.25, 295, 160.75 ], "spans": [ { "bbox": [ 52, 150.25, 295, 160.75 ], "content": " passenger would experience. Earlier literature avoided this issue by", "type": "text" } ] }, { "bbox": [ 52, 161.25, 217, 172 ], "spans": [ { "bbox": [ 52, 161.25, 217, 172 ], "content": "avoiding stations such as Stratford altogether.", "type": "text" } ] } ] } ] }, { "preproc_blocks": [ { "type": "text", "bbox": [ 52, 62, 295, 172 ], "lines": [], "lines_deleted": true }, { "type": "text", "bbox": [ 52, 172, 295, 249 ], "lines": [ { "bbox": [ 59, 172, 295, 182.75 ], "spans": [ { "bbox": [ 61, 172, 295, 182.75 ], "content": "The method proposed here is designed as a tool to support the", "type": "text" } ] }, { "bbox": [ 52, 183.25, 295, 193.75 ], "spans": [ { "bbox": [ 53, 183.25, 295, 193.75 ], "content": "study of passenger incidence behavior in general (i.e., by including", "type": "text" } ] }, { "bbox": [ 52, 194.25, 295, 204.75 ], "spans": [ { "bbox": [ 53, 194.25, 293, 204.75 ], "content": "locations with heterogeneous services) and to facilitate its applica-", "type": "text" } ] }, { "bbox": [ 52, 205.25, 295, 215.75 ], "spans": [ { "bbox": [ 53, 205.25, 295, 215.75 ], "content": "tion in practical transit management. The method does so by estimat-", "type": "text" } ] }, { "bbox": [ 52, 216.25, 295, 225.75 ], "spans": [ { "bbox": [ 53, 216.25, 295, 225.75 ], "content": "ing SWT and incidence headway automatically from the integration", "type": "text" } ] }, { "bbox": [ 52, 226.25, 295, 236.75 ], "spans": [ { "bbox": [ 53, 226.25, 295, 236.75 ], "content": "of published timetables with disaggregate AFC passenger journey", "type": "text" } ] }, { "bbox": [ 52, 237.25, 184, 249 ], "spans": [ { "bbox": [ 52, 237.25, 184, 249 ], "content": "data via schedule-based assignment.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 52, 248, 295, 465 ], "lines": [ { "bbox": [ 59, 248, 295, 258.75 ], "spans": [ { "bbox": [ 61, 248, 295, 258.75 ], "content": "Schedule-based assignment depends on a run-based model", "type": "text" } ] }, { "bbox": [ 52, 259.25, 295, 268.75 ], "spans": [ { "bbox": [ 52, 259.25, 295, 268.75 ], "content": "of public transport supply, which is very similar to the line-based", "type": "text" } ] }, { "bbox": [ 52, 269, 295, 281 ], "spans": [ { "bbox": [ 53, 270.25, 264.75, 280.75 ], "content": "model of supply, but unfolded in the temporal dimension", "type": "text" }, { "bbox": [ 265.25, 269, 280.75, 281 ], "content": "(l l)", "type": "inline_equation" }, { "bbox": [ 281.25, 269.25, 294, 281 ], "content": ". In", "type": "text" } ] }, { "bbox": [ 52, 281.25, 295, 291.75 ], "spans": [ { "bbox": [ 53, 281.25, 295, 291.75 ], "content": "such a model, each individual scheduled or actual run (or trip) of", "type": "text" } ] }, { "bbox": [ 52, 292.25, 295, 302.75 ], "spans": [ { "bbox": [ 52, 292.25, 295, 302.75 ], "content": "the public transport service is represented individually by its own", "type": "text" } ] }, { "bbox": [ 52, 303.25, 295, 313.75 ], "spans": [ { "bbox": [ 53, 303.25, 295, 313.75 ], "content": "subgraph. In the subgraph for a given run, the nodes represent the", "type": "text" } ] }, { "bbox": [ 52, 314.25, 295, 324.75 ], "spans": [ { "bbox": [ 53, 314.25, 295, 324.75 ], "content": "arrival, departure, or transit of that run at a specific location at a", "type": "text" } ] }, { "bbox": [ 52, 325.25, 295, 334.75 ], "spans": [ { "bbox": [ 53, 325.25, 294, 334.75 ], "content": "specific time. The links represent travel (or dwelling) on that run", "type": "text" } ] }, { "bbox": [ 52, 335.25, 295, 345.75 ], "spans": [ { "bbox": [ 53, 335.25, 295, 345.75 ], "content": "between specific points in time and space. The combination of the", "type": "text" } ] }, { "bbox": [ 52, 346.25, 295, 356.75 ], "spans": [ { "bbox": [ 53, 346.25, 295, 356.75 ], "content": "subgraphs of all runs is referred to as the service subgraph. Demand", "type": "text" } ] }, { "bbox": [ 52, 357.25, 295, 367.75 ], "spans": [ { "bbox": [ 53, 357.25, 295, 367.75 ], "content": "is also modeled with temporal as well as spatial dimensions in the", "type": "text" } ] }, { "bbox": [ 52, 368.25, 295, 378.75 ], "spans": [ { "bbox": [ 53, 368.25, 295, 378.75 ], "content": "demand subgraph. Nodes in this subgraph represent centroids of", "type": "text" } ] }, { "bbox": [ 52, 379.25, 295, 389.75 ], "spans": [ { "bbox": [ 53, 379.25, 295, 389.75 ], "content": "demand in time (according to user departure and arrival times)", "type": "text" } ] }, { "bbox": [ 52, 390.25, 295, 400.75 ], "spans": [ { "bbox": [ 53, 390.25, 295, 400.75 ], "content": "and space (according to the physical network). The access-egress", "type": "text" } ] }, { "bbox": [ 52, 401.25, 295, 410.75 ], "spans": [ { "bbox": [ 53, 401.25, 295, 410.75 ], "content": "subgraph joins the service and demand subgraphs with boarding", "type": "text" } ] }, { "bbox": [ 52, 411.25, 295, 421.75 ], "spans": [ { "bbox": [ 53, 411.25, 294, 421.75 ], "content": "and alighting links. The union of these three subgraphs is referred", "type": "text" } ] }, { "bbox": [ 52, 422.25, 295, 432.75 ], "spans": [ { "bbox": [ 53, 422.25, 294, 432.75 ], "content": "to as the diachronic graph representation. One benefit of such a", "type": "text" } ] }, { "bbox": [ 52, 433.25, 295, 443.75 ], "spans": [ { "bbox": [ 53, 433.25, 295, 443.75 ], "content": "representation is that shortest travel time paths can be found via", "type": "text" } ] }, { "bbox": [ 52, 444.25, 295, 455 ], "spans": [ { "bbox": [ 53, 444.25, 294, 455 ], "content": "standard shortest-path network algorithms such as Bellman-Ford or", "type": "text" } ] }, { "bbox": [ 52, 456, 109, 465 ], "spans": [ { "bbox": [ 53, 456, 109, 465 ], "content": "Dijkstra's (12).", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 52, 465, 295, 652 ], "lines": [ { "bbox": [ 59, 465, 295, 476.75 ], "spans": [ { "bbox": [ 59, 465, 295, 476.75 ], "content": " In this paper it is assumed that for a given origin, destination, and", "type": "text" } ] }, { "bbox": [ 52, 477.25, 295, 487.75 ], "spans": [ { "bbox": [ 53, 477.25, 294, 487.75 ], "content": "time of incidence, all passengers plan to use the single schedule-", "type": "text" } ] }, { "bbox": [ 52, 488.25, 295, 497.75 ], "spans": [ { "bbox": [ 53, 488.25, 295, 497.75 ], "content": "based path (i.e., set of scheduled services) through the network that", "type": "text" } ] }, { "bbox": [ 52, 498.25, 295, 508.75 ], "spans": [ { "bbox": [ 52, 498.25, 295, 508.75 ], "content": "minimizes total travel time. 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These assumptions are", "type": "text" } ] }, { "bbox": [ 52, 564.25, 295, 574.75 ], "spans": [ { "bbox": [ 53, 564.25, 295, 574.75 ], "content": "necessarily a simplification of the true behaviors and perceptions of", "type": "text" } ] }, { "bbox": [ 52, 575.25, 295, 586.75 ], "spans": [ { "bbox": [ 52, 575.25, 295, 586.75 ], "content": "passengers. The degree to which the assumptions hold is a function", "type": "text" } ] }, { "bbox": [ 52, 587.25, 295, 595.75 ], "spans": [ { "bbox": [ 53, 587.25, 295, 595.75 ], "content": "of the attributes of the particular network to which they are applied", "type": "text" } ] }, { "bbox": [ 52, 596.25, 295, 607.75 ], "spans": [ { "bbox": [ 52, 596.25, 295, 607.75 ], "content": "and of the behavioral preferences of the passengers in question.", "type": "text" } ] }, { "bbox": [ 52, 608.25, 295, 617.75 ], "spans": [ { "bbox": [ 53, 608.25, 295, 617.75 ], "content": "These assumptions are sufficient to determine, for each passenger", "type": "text" } ] }, { "bbox": [ 52, 618.25, 295, 629.75 ], "spans": [ { "bbox": [ 53, 618.25, 295, 629.75 ], "content": "journey, the attractive departures before and subsequent to the time", "type": "text" } ] }, { "bbox": [ 52, 630.25, 295, 640.75 ], "spans": [ { "bbox": [ 53, 630.25, 295, 640.75 ], "content": "of incidence. SWT and incidence headway can be determined once", "type": "text" } ] }, { "bbox": [ 52, 641.25, 217, 652 ], "spans": [ { "bbox": [ 52, 641.25, 215, 652 ], "content": "the times of these two departures are known.", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 53, 671, 219, 684 ], "lines": [ { "bbox": [ 54, 675, 218, 683 ], "spans": [ { "bbox": [ 54, 675, 218, 683 ], "content": "ALGORITHMANDIMPLEMENTATION", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 52, 693, 295, 705 ], "lines": [ { "bbox": [ 52, 693, 295, 705 ], "spans": [ { "bbox": [ 53, 693, 295, 705 ], "content": "For a given passenger journey on a given public transport network, let", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 113, 709, 295, 733 ], "lines": [ { "bbox": [ 113, 709, 295, 721 ], "spans": [ { "bbox": [ 113, 709, 134, 720.75 ], "content": "SWT", "type": "text" }, { "bbox": [ 135, 709, 143, 721 ], "content": "=", "type": "inline_equation" }, { "bbox": [ 144, 709, 295, 720.75 ], "content": 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These assumptions are", "type": "text" } ] }, { "bbox": [ 52, 564.25, 295, 574.75 ], "spans": [ { "bbox": [ 53, 564.25, 295, 574.75 ], "content": "necessarily a simplification of the true behaviors and perceptions of", "type": "text" } ] }, { "bbox": [ 52, 575.25, 295, 586.75 ], "spans": [ { "bbox": [ 52, 575.25, 295, 586.75 ], "content": "passengers. The degree to which the assumptions hold is a function", "type": "text" } ] }, { "bbox": [ 52, 587.25, 295, 595.75 ], "spans": [ { "bbox": [ 53, 587.25, 295, 595.75 ], "content": "of the attributes of the particular network to which they are applied", "type": "text" } ] }, { "bbox": [ 52, 596.25, 295, 607.75 ], "spans": [ { "bbox": [ 52, 596.25, 295, 607.75 ], "content": "and of the behavioral preferences of the passengers in question.", "type": "text" } ] }, { "bbox": [ 52, 608.25, 295, 617.75 ], "spans": [ { "bbox": [ 53, 608.25, 295, 617.75 ], "content": "These assumptions are sufficient to determine, for each passenger", "type": "text" } ] }, { "bbox": [ 52, 618.25, 295, 629.75 ], "spans": [ { "bbox": [ 53, 618.25, 295, 629.75 ], "content": "journey, the attractive departures before and subsequent to the time", "type": "text" } ] }, { "bbox": [ 52, 630.25, 295, 640.75 ], "spans": [ { "bbox": [ 53, 630.25, 295, 640.75 ], "content": "of incidence. 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The", "type": "text" } ] }, { "bbox": [ 53, 141.25, 295, 150.75 ], "spans": [ { "bbox": [ 53, 141.25, 295, 150.75 ], "content": "travel time weightings are such as to enforce the assumption that", "type": "text" } ] }, { "bbox": [ 53, 151.25, 295, 162.75 ], "spans": [ { "bbox": [ 51, 151.25, 295, 162.75 ], "content": " passengers minimize the number of boardings (without affecting", "type": "text" } ] }, { "bbox": [ 53, 163.25, 295, 173.75 ], "spans": [ { "bbox": [ 52, 163.25, 295, 173.75 ], "content": "total travel time). A robust implementation of Path( ) function using", "type": "text" } ] }, { "bbox": [ 53, 174.25, 295, 184.75 ], "spans": [ { "bbox": [ 53, 174.25, 295, 184.75 ], "content": "a modified Dijkstra's algorithm is available in the free open-source", "type": "text" } ] }, { "bbox": [ 53, 185.25, 295, 195.75 ], "spans": [ { "bbox": [ 53, 185.25, 295, 195.75 ], "content": "software library Graphserver (13). Graphserver reads timetables in", "type": "text" } ] }, { "bbox": [ 53, 196.25, 295, 207.75 ], "spans": [ { "bbox": [ 52, 196.25, 294, 207.75 ], "content": "the widely used general transit feed specification (14). This speci-", "type": "text" } ] }, { "bbox": [ 53, 208.25, 295, 217.75 ], "spans": [ { "bbox": [ 53, 208.25, 294, 217.75 ], "content": "fication was defined by Google to facilitate the transfer of public", "type": "text" } ] }, { "bbox": [ 53, 218.25, 295, 228.75 ], "spans": [ { "bbox": [ 53, 218.25, 292, 228.75 ], "content": "transport schedules from operators to Google to power its own web-", "type": "text" } ] }, { "bbox": [ 53, 229.25, 295, 240.75 ], "spans": [ { "bbox": [ 52, 229.25, 294, 240.75 ], "content": "based journey planning software. The specification has become a de", "type": "text" } ] }, { "bbox": [ 53, 241.25, 295, 250.75 ], "spans": [ { "bbox": [ 53, 241.25, 293, 250.75 ], "content": "facto standard for public distribution of public transport timetables.", "type": "text" } ] }, { "bbox": [ 53, 251.25, 295, 263.75 ], "spans": [ { "bbox": [ 51, 251.25, 294, 263.75 ], "content": " Unfortunately, London Overground timetables do not come in gen-", "type": "text" } ] }, { "bbox": [ 53, 264.25, 295, 274.75 ], "spans": [ { "bbox": [ 52, 264.25, 295, 274.75 ], "content": "eral transit feed specification format, so another 302-line Perl script", "type": "text" } ] }, { "bbox": [ 53, 275.25, 295, 284.75 ], "spans": [ { "bbox": [ 53, 275.25, 295, 284.75 ], "content": "was written to do the transformation (15). This algorithm improves", "type": "text" } ] }, { "bbox": [ 53, 285, 295, 296.75 ], "spans": [ { "bbox": [ 51, 285.25, 217.75, 296.75 ], "content": " on the previous approaches to finding SWT and", "type": "text" }, { "bbox": [ 218.25, 285, 228, 296.75 ], "content": "H_{I}", "type": "inline_equation" }, { "bbox": [ 229, 285, 295, 296.75 ], "content": "by considering the", "type": "text" } ] }, { "bbox": [ 53, 297.25, 295, 308.75 ], "spans": [ { "bbox": [ 52, 297.25, 293, 308.75 ], "content": "timetable in the context of each individual journey. The origin, des-", "type": "text" } ] }, { "bbox": [ 53, 309.25, 295, 319.75 ], "spans": [ { "bbox": [ 53, 309.25, 295, 319.75 ], "content": "tination, and incidence time of each individual journey determine", "type": "text" } ] }, { "bbox": [ 53, 320.25, 180, 330 ], "spans": [ { "bbox": [ 54, 320.25, 180, 330 ], "content": "which departures will be attractive.", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 317, 60, 435, 84 ], "lines": [ { "bbox": [ 317, 61, 436, 72 ], "spans": [ { "bbox": [ 317, 61, 436, 72 ], "content": "APPLICATION TOLONDON", "type": "text" } ] }, { "bbox": [ 316, 73, 435, 84 ], "spans": [ { "bbox": [ 316, 73, 435, 84 ], "content": "OVERGROUND NETWORK", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 93, 559, 140 ], "lines": [ { "bbox": [ 317, 93, 559, 105.75 ], "spans": [ { "bbox": [ 316, 93, 558, 105.75 ], "content": "This section applies the proposed methodology to examine pas-", "type": "text" } ] }, { "bbox": [ 317, 106.25, 559, 116.75 ], "spans": [ { "bbox": [ 316, 106.25, 558, 116.75 ], "content": " senger incidence behavior on the London Overground network by", "type": "text" } ] }, { "bbox": [ 317, 117.25, 559, 127.75 ], "spans": [ { "bbox": [ 316, 117.25, 559, 127.75 ], "content": "using a large sample of passenger journey data from the Oyster", "type": "text" } ] }, { "bbox": [ 317, 128.25, 416, 140 ], "spans": [ { "bbox": [ 316, 128.25, 416, 140 ], "content": "smartcard ticketing system.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 139, 559, 251 ], "lines": [ { "bbox": [ 325, 139, 559, 149.75 ], "spans": [ { "bbox": [ 325, 139, 558, 149.75 ], "content": "Figure 1 shows a schematic map of the rail services for Trans-", "type": "text" } ] }, { "bbox": [ 317, 150.25, 559, 161.75 ], "spans": [ { "bbox": [ 316, 150.25, 558, 161.75 ], "content": "port for London (TfL) as of spring 2010, including London Under-", "type": "text" } ] }, { "bbox": [ 317, 162.25, 559, 172 ], "spans": [ { "bbox": [ 316, 162.25, 559, 172 ], "content": "ground, Dockland Light Rail, and Overground. The Overground", "type": "text" } ] }, { "bbox": [ 317, 173, 559, 183.75 ], "spans": [ { "bbox": [ 317, 173, 559, 183.75 ], "content": "network is for the most part circumferential, primarily orbiting", "type": "text" } ] }, { "bbox": [ 317, 184.25, 559, 195 ], "spans": [ { "bbox": [ 316, 184.25, 558, 195 ], "content": "London to the north and west, with the majority of stations in Zones", "type": "text" } ] }, { "bbox": [ 317, 196, 559, 205.75 ], "spans": [ { "bbox": [ 317, 196, 558, 205.75 ], "content": "2 and 3. The Overground is very much part of the integrated net-", "type": "text" } ] }, { "bbox": [ 317, 206.25, 559, 217.75 ], "spans": [ { "bbox": [ 316, 206.25, 558, 217.75 ], "content": "work of TfL services, with 19 of its stations offering interchanges", "type": "text" } ] }, { "bbox": [ 317, 218.25, 559, 228.75 ], "spans": [ { "bbox": [ 316, 218.25, 558, 228.75 ], "content": "to London Underground or Dockland Light Rail services. In 2010,", "type": "text" } ] }, { "bbox": [ 317, 229.25, 559, 239.75 ], "spans": [ { "bbox": [ 316, 229.25, 558, 239.75 ], "content": "the Overground ran 407 scheduled weekday train trips with 27 units", "type": "text" } ] }, { "bbox": [ 317, 240.25, 559, 251 ], "spans": [ { "bbox": [ 316, 240.25, 558, 251 ], "content": " of rolling stock (A. Brimbacombe, personal communication, 2010).", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 252, 559, 330 ], "lines": [ { "bbox": [ 325, 252, 559, 262.75 ], "spans": [ { "bbox": [ 325, 252, 558, 262.75 ], "content": "Services on the Overground are divided into four service patterns", "type": "text" } ] }, { "bbox": [ 317, 263, 559, 274 ], "spans": [ { "bbox": [ 317, 263, 533, 274 ], "content": "(Table 1). 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The", "type": "text" } ] }, { "bbox": [ 317, 308.25, 559, 318.75 ], "spans": [ { "bbox": [ 317, 308.25, 558, 318.75 ], "content": "NLL is by far the busiest Overground line, with the most frequent ser-", "type": "text" } ] }, { "bbox": [ 317, 319, 559, 330 ], "spans": [ { "bbox": [ 317, 319, 394, 330 ], "content": "vice and an estimated", "type": "text" }, { "bbox": [ 395, 319.25, 412, 330 ], "content": "58\\%", "type": "inline_equation" }, { "bbox": [ 413, 319, 558, 330 ], "content": " of all Overground boardings (C. 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The", "type": "text" } ] }, { "bbox": [ 53, 141.25, 295, 150.75 ], "spans": [ { "bbox": [ 53, 141.25, 295, 150.75 ], "content": "travel time weightings are such as to enforce the assumption that", "type": "text" } ] }, { "bbox": [ 53, 151.25, 295, 162.75 ], "spans": [ { "bbox": [ 51, 151.25, 295, 162.75 ], "content": " passengers minimize the number of boardings (without affecting", "type": "text" } ] }, { "bbox": [ 53, 163.25, 295, 173.75 ], "spans": [ { "bbox": [ 52, 163.25, 295, 173.75 ], "content": "total travel time). A robust implementation of Path( ) function using", "type": "text" } ] }, { "bbox": [ 53, 174.25, 295, 184.75 ], "spans": [ { "bbox": [ 53, 174.25, 295, 184.75 ], "content": "a modified Dijkstra's algorithm is available in the free open-source", "type": "text" } ] }, { "bbox": [ 53, 185.25, 295, 195.75 ], "spans": [ { "bbox": [ 53, 185.25, 295, 195.75 ], "content": "software library Graphserver (13). Graphserver reads timetables in", "type": "text" } ] }, { "bbox": [ 53, 196.25, 295, 207.75 ], "spans": [ { "bbox": [ 52, 196.25, 294, 207.75 ], "content": "the widely used general transit feed specification (14). This speci-", "type": "text" } ] }, { "bbox": [ 53, 208.25, 295, 217.75 ], "spans": [ { "bbox": [ 53, 208.25, 294, 217.75 ], "content": "fication was defined by Google to facilitate the transfer of public", "type": "text" } ] }, { "bbox": [ 53, 218.25, 295, 228.75 ], "spans": [ { "bbox": [ 53, 218.25, 292, 228.75 ], "content": "transport schedules from operators to Google to power its own web-", "type": "text" } ] }, { "bbox": [ 53, 229.25, 295, 240.75 ], "spans": [ { "bbox": [ 52, 229.25, 294, 240.75 ], "content": "based journey planning software. The specification has become a de", "type": "text" } ] }, { "bbox": [ 53, 241.25, 295, 250.75 ], "spans": [ { "bbox": [ 53, 241.25, 293, 250.75 ], "content": "facto standard for public distribution of public transport timetables.", "type": "text" } ] }, { "bbox": [ 53, 251.25, 295, 263.75 ], "spans": [ { "bbox": [ 51, 251.25, 294, 263.75 ], "content": " Unfortunately, London Overground timetables do not come in gen-", "type": "text" } ] }, { "bbox": [ 53, 264.25, 295, 274.75 ], "spans": [ { "bbox": [ 52, 264.25, 295, 274.75 ], "content": "eral transit feed specification format, so another 302-line Perl script", "type": "text" } ] }, { "bbox": [ 53, 275.25, 295, 284.75 ], "spans": [ { "bbox": [ 53, 275.25, 295, 284.75 ], "content": "was written to do the transformation (15). This algorithm improves", "type": "text" } ] }, { "bbox": [ 53, 285, 295, 296.75 ], "spans": [ { "bbox": [ 51, 285.25, 217.75, 296.75 ], "content": " on the previous approaches to finding SWT and", "type": "text" }, { "bbox": [ 218.25, 285, 228, 296.75 ], "content": "H_{I}", "type": "inline_equation" }, { "bbox": [ 229, 285, 295, 296.75 ], "content": "by considering the", "type": "text" } ] }, { "bbox": [ 53, 297.25, 295, 308.75 ], "spans": [ { "bbox": [ 52, 297.25, 293, 308.75 ], "content": "timetable in the context of each individual journey. The origin, des-", "type": "text" } ] }, { "bbox": [ 53, 309.25, 295, 319.75 ], "spans": [ { "bbox": [ 53, 309.25, 295, 319.75 ], "content": "tination, and incidence time of each individual journey determine", "type": "text" } ] }, { "bbox": [ 53, 320.25, 180, 330 ], "spans": [ { "bbox": [ 54, 320.25, 180, 330 ], "content": "which departures will be attractive.", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 317, 60, 435, 84 ], "lines": [ { "bbox": [ 317, 61, 436, 72 ], "spans": [ { "bbox": [ 317, 61, 436, 72 ], "content": "APPLICATION TOLONDON", "type": "text" } ] }, { "bbox": [ 316, 73, 435, 84 ], "spans": [ { "bbox": [ 316, 73, 435, 84 ], "content": "OVERGROUND NETWORK", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 93, 559, 140 ], "lines": [ { "bbox": [ 317, 93, 559, 105.75 ], "spans": [ { "bbox": [ 316, 93, 558, 105.75 ], "content": "This section applies the proposed methodology to examine pas-", "type": "text" } ] }, { "bbox": [ 317, 106.25, 559, 116.75 ], "spans": [ { "bbox": [ 316, 106.25, 558, 116.75 ], "content": " senger incidence behavior on the London Overground network by", "type": "text" } ] }, { "bbox": [ 317, 117.25, 559, 127.75 ], "spans": [ { "bbox": [ 316, 117.25, 559, 127.75 ], "content": "using a large sample of passenger journey data from the Oyster", "type": "text" } ] }, { "bbox": [ 317, 128.25, 416, 140 ], "spans": [ { "bbox": [ 316, 128.25, 416, 140 ], "content": "smartcard ticketing system.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 139, 559, 251 ], "lines": [ { "bbox": [ 325, 139, 559, 149.75 ], "spans": [ { "bbox": [ 325, 139, 558, 149.75 ], "content": "Figure 1 shows a schematic map of the rail services for Trans-", "type": "text" } ] }, { "bbox": [ 317, 150.25, 559, 161.75 ], "spans": [ { "bbox": [ 316, 150.25, 558, 161.75 ], "content": "port for London (TfL) as of spring 2010, including London Under-", "type": "text" } ] }, { "bbox": [ 317, 162.25, 559, 172 ], "spans": [ { "bbox": [ 316, 162.25, 559, 172 ], "content": "ground, Dockland Light Rail, and Overground. The Overground", "type": "text" } ] }, { "bbox": [ 317, 173, 559, 183.75 ], "spans": [ { "bbox": [ 317, 173, 559, 183.75 ], "content": "network is for the most part circumferential, primarily orbiting", "type": "text" } ] }, { "bbox": [ 317, 184.25, 559, 195 ], "spans": [ { "bbox": [ 316, 184.25, 558, 195 ], "content": "London to the north and west, with the majority of stations in Zones", "type": "text" } ] }, { "bbox": [ 317, 196, 559, 205.75 ], "spans": [ { "bbox": [ 317, 196, 558, 205.75 ], "content": "2 and 3. The Overground is very much part of the integrated net-", "type": "text" } ] }, { "bbox": [ 317, 206.25, 559, 217.75 ], "spans": [ { "bbox": [ 316, 206.25, 558, 217.75 ], "content": "work of TfL services, with 19 of its stations offering interchanges", "type": "text" } ] }, { "bbox": [ 317, 218.25, 559, 228.75 ], "spans": [ { "bbox": [ 316, 218.25, 558, 228.75 ], "content": "to London Underground or Dockland Light Rail services. In 2010,", "type": "text" } ] }, { "bbox": [ 317, 229.25, 559, 239.75 ], "spans": [ { "bbox": [ 316, 229.25, 558, 239.75 ], "content": "the Overground ran 407 scheduled weekday train trips with 27 units", "type": "text" } ] }, { "bbox": [ 317, 240.25, 559, 251 ], "spans": [ { "bbox": [ 316, 240.25, 558, 251 ], "content": " of rolling stock (A. Brimbacombe, personal communication, 2010).", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 252, 559, 330 ], "lines": [ { "bbox": [ 325, 252, 559, 262.75 ], "spans": [ { "bbox": [ 325, 252, 558, 262.75 ], "content": "Services on the Overground are divided into four service patterns", "type": "text" } ] }, { "bbox": [ 317, 263, 559, 274 ], "spans": [ { "bbox": [ 317, 263, 533, 274 ], "content": "(Table 1). The core of this network is the NLL, which runs", "type": "text" }, { "bbox": [ 534, 263.25, 558, 273.75 ], "content": "28~\\mathrm{km}", "type": "inline_equation" } ] }, { "bbox": [ 317, 274.25, 559, 285 ], "spans": [ { "bbox": [ 316, 274.25, 558, 285 ], "content": "between Stratford in the northeast of London and Richmond in the", "type": "text" } ] }, { "bbox": [ 317, 286, 559, 296.75 ], "spans": [ { "bbox": [ 316, 286, 558, 296.75 ], "content": "southwest, connecting to every other Overground service and to", "type": "text" } ] }, { "bbox": [ 317, 297.25, 559, 307.75 ], "spans": [ { "bbox": [ 316, 297.25, 558, 307.75 ], "content": "numerous other TfL and National Rail services along the way. The", "type": "text" } ] }, { "bbox": [ 317, 308.25, 559, 318.75 ], "spans": [ { "bbox": [ 317, 308.25, 558, 318.75 ], "content": "NLL is by far the busiest Overground line, with the most frequent ser-", "type": "text" } ] }, { "bbox": [ 317, 319, 559, 330 ], "spans": [ { "bbox": [ 317, 319, 394, 330 ], "content": "vice and an estimated", "type": "text" }, { "bbox": [ 395, 319.25, 412, 330 ], "content": "58\\%", "type": "inline_equation" }, { "bbox": [ 413, 319, 558, 330 ], "content": " of all Overground boardings (C. Smales,", "type": "text" } ] } ] }, { "type": "image", "bbox": [ 52, 357, 558, 731 ], "blocks": [ { "bbox": [ 52, 357, 558, 711 ], "type": "image_body", "lines": [ { "bbox": [ 52, 357, 558, 711 ], "spans": [ { "bbox": [ 52, 357, 558, 711 ], "type": "image", "image_path": "a584a3dbd9d1c6377379751cebb31adec267406feea30af27206044194dff6e9.jpg" } ] } ] }, { "bbox": [ 52, 720, 291, 731 ], "type": "image_caption", "lines": [] } ] } ] }, { "preproc_blocks": [ { "type": "table", "bbox": [ 140, 61, 472, 170 ], "blocks": [ { "bbox": [ 140, 74, 472, 157 ], "type": "table_body", "lines": [ { "bbox": [ 140, 74, 472, 157 ], "spans": [ { "bbox": [ 140, 74, 472, 157 ], "type": "table", "image_path": "e29b8700a91a3c1a6334e8c0d98d80b582a27f72d8f3bc74403c789094954491.jpg" } ] } ] }, { "bbox": [ 140, 61, 282, 72 ], "type": "table_caption", "lines": [] }, { "bbox": [ 141, 160, 224, 170 ], "type": "table_footnote", "lines": [ { "bbox": [ 171, 162, 178, 168 ], "spans": [ { "bbox": [ 171, 162, 178, 168 ], "content": "=", "type": "inline_equation" } ] } ] } ] }, { "type": "text", "bbox": [ 53, 188, 295, 245 ], "lines": [ { "bbox": [ 53, 188, 295, 198 ], "spans": [ { "bbox": [ 52, 188, 295, 198 ], "content": "personal communication, 2010). The NLL runs four (end-to-end)", "type": "text" } ] }, { "bbox": [ 53, 200, 295, 210.75 ], "spans": [ { "bbox": [ 53, 200, 295, 210.75 ], "content": "trains per hour over most of the day, with some segments receiving", "type": "text" } ] }, { "bbox": [ 53, 211.25, 295, 221.75 ], "spans": [ { "bbox": [ 53, 211.25, 295, 221.75 ], "content": "six trains per hour during peak periods. The other Overground lines", "type": "text" } ] }, { "bbox": [ 53, 222.25, 295, 232.75 ], "spans": [ { "bbox": [ 53, 222.25, 295, 232.75 ], "content": "run at lower frequencies (three trains per hour during the peak periods", "type": "text" } ] }, { "bbox": [ 53, 233.25, 241, 245 ], "spans": [ { "bbox": [ 53, 233.25, 241, 245 ], "content": "and two to three trains per hour during other periods).", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 53, 265, 75, 276 ], "lines": [ { "bbox": [ 52, 265, 77, 277 ], "spans": [ { "bbox": [ 52, 265, 77, 277 ], "content": "Data", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 285, 295, 422 ], "lines": [ { "bbox": [ 53, 285, 295, 296.75 ], "spans": [ { "bbox": [ 52, 285, 294, 296.75 ], "content": "On November 11, 2007, overall management and revenue respon-", "type": "text" } ] }, { "bbox": [ 53, 297.25, 295, 306.75 ], "spans": [ { "bbox": [ 53, 297.25, 295, 306.75 ], "content": "sibility for this set of services was transferred to TfL from the", "type": "text" } ] }, { "bbox": [ 53, 307.25, 295, 319.75 ], "spans": [ { "bbox": [ 52, 307.25, 295, 319.75 ], "content": "Silverlink, which held the prior National Rail franchise. At that", "type": "text" } ] }, { "bbox": [ 53, 320.25, 295, 330 ], "spans": [ { "bbox": [ 53, 320.25, 295, 330 ], "content": "time, the network was rebranded as the Overground and became", "type": "text" } ] }, { "bbox": [ 53, 331, 295, 341.75 ], "spans": [ { "bbox": [ 53, 331, 295, 341.75 ], "content": "fully Oyster enabled. Oyster is TfL's AFC smartcard system. London's", "type": "text" } ] }, { "bbox": [ 53, 342.25, 295, 352.75 ], "spans": [ { "bbox": [ 52, 342.25, 295, 352.75 ], "content": "fare policy and technologies require most Oyster users to validate", "type": "text" } ] }, { "bbox": [ 53, 353.25, 295, 363.75 ], "spans": [ { "bbox": [ 53, 353.25, 295, 363.75 ], "content": "their cards on all entries and exits to the system. The centralized", "type": "text" } ] }, { "bbox": [ 53, 364.25, 295, 375.75 ], "spans": [ { "bbox": [ 53, 364.25, 295, 375.75 ], "content": "computer system archives these Oyster entry and exit transactions,", "type": "text" } ] }, { "bbox": [ 53, 376.25, 295, 386.75 ], "spans": [ { "bbox": [ 53, 376.25, 294, 386.75 ], "content": "including their location, time stamp, and Oyster ID, in an easily", "type": "text" } ] }, { "bbox": [ 53, 387.25, 295, 397.75 ], "spans": [ { "bbox": [ 53, 387.25, 295, 397.75 ], "content": "accessible database. As a result, disaggregate Oyster journey data", "type": "text" } ] }, { "bbox": [ 53, 398.25, 295, 407.75 ], "spans": [ { "bbox": [ 53, 398.25, 295, 407.75 ], "content": "are cheap to gather in large volumes and provide a prime source of", "type": "text" } ] }, { "bbox": [ 53, 408.25, 192, 422 ], "spans": [ { "bbox": [ 50, 408.25, 192, 422 ], "content": " data on individual passenger journeys.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 419, 295, 687 ], "lines": [ { "bbox": [ 61, 419, 295, 430.75 ], "spans": [ { "bbox": [ 61, 419, 164.75, 430.75 ], "content": "The data analyzed here are a", "type": "text" }, { "bbox": [ 165.25, 419, 186.75, 430.75 ], "content": "100\\%", "type": "inline_equation" }, { "bbox": [ 187.25, 419, 295, 430.75 ], "content": "sample of all Oyster journeys", "type": "text" } ] }, { "bbox": [ 53, 431.25, 295, 441.75 ], "spans": [ { "bbox": [ 52, 431.25, 295, 441.75 ], "content": "between all pairs of London Overground stations for the 52 business", "type": "text" } ] }, { "bbox": [ 53, 442.25, 295, 452.75 ], "spans": [ { "bbox": [ 52, 442.25, 294, 452.75 ], "content": "days from March 31, 2008, through June 10, 2008, inclusive. Pub-", "type": "text" } ] }, { "bbox": [ 53, 453.25, 295, 463.75 ], "spans": [ { "bbox": [ 53, 453.25, 295, 463.75 ], "content": "lic timetables were obtained for the Overground network. The data", "type": "text" } ] }, { "bbox": [ 53, 464.25, 295, 474.75 ], "spans": [ { "bbox": [ 53, 464.25, 295, 474.75 ], "content": "set was filtered to include only those journeys for which it can be", "type": "text" } ] }, { "bbox": [ 53, 475.25, 295, 486.75 ], "spans": [ { "bbox": [ 53, 475.25, 295, 486.75 ], "content": "assumed with relative certainty that the passenger in question used", "type": "text" } ] }, { "bbox": [ 53, 487.25, 295, 497.75 ], "spans": [ { "bbox": [ 53, 487.25, 293, 497.75 ], "content": "only Overground services; that is, this data set does not include jour-", "type": "text" } ] }, { "bbox": [ 53, 498.25, 295, 507.75 ], "spans": [ { "bbox": [ 53, 498.25, 295, 507.75 ], "content": "neys that interchanged to the Overground but with initial Oyster val-", "type": "text" } ] }, { "bbox": [ 53, 508.25, 295, 520.75 ], "spans": [ { "bbox": [ 51, 508.25, 295, 520.75 ], "content": "idations elsewhere in the railway system. The data set also excludes", "type": "text" } ] }, { "bbox": [ 53, 521.25, 295, 531.75 ], "spans": [ { "bbox": [ 53, 521.25, 295, 531.75 ], "content": "journeys initially incident to the Overground but interchanging to", "type": "text" } ] }, { "bbox": [ 53, 532.25, 295, 541.75 ], "spans": [ { "bbox": [ 53, 532.25, 295, 541.75 ], "content": "other railway services. Journeys with interchanges to or from buses", "type": "text" } ] }, { "bbox": [ 53, 542.25, 295, 553.75 ], "spans": [ { "bbox": [ 53, 542.25, 295, 553.75 ], "content": "will be included here, since the Oyster system effectively separates", "type": "text" } ] }, { "bbox": [ 53, 554.25, 295, 564.75 ], "spans": [ { "bbox": [ 53, 554.25, 295, 564.75 ], "content": "the recording of bus and rail journeys. Passengers transferring from", "type": "text" } ] }, { "bbox": [ 53, 565.25, 295, 574.75 ], "spans": [ { "bbox": [ 53, 565.25, 295, 574.75 ], "content": "buses to London Overground may exhibit a different incidence", "type": "text" } ] }, { "bbox": [ 53, 575.25, 295, 586.75 ], "spans": [ { "bbox": [ 52, 575.25, 295, 586.75 ], "content": "behavior because they do not have control over the time when the", "type": "text" } ] }, { "bbox": [ 53, 587.25, 295, 598.75 ], "spans": [ { "bbox": [ 53, 587.25, 294, 598.75 ], "content": "bus arrives at the transfer stops. Their incidences at London Over-", "type": "text" } ] }, { "bbox": [ 53, 599.25, 295, 608.75 ], "spans": [ { "bbox": [ 52, 599.25, 295, 608.75 ], "content": " ground stations are only a function of the timetable coordination", "type": "text" } ] }, { "bbox": [ 53, 609.25, 295, 620.75 ], "spans": [ { "bbox": [ 53, 609.25, 294, 620.75 ], "content": "between bus and Overground services, if there is any such coordina-", "type": "text" } ] }, { "bbox": [ 53, 621.25, 295, 630.75 ], "spans": [ { "bbox": [ 53, 621.25, 295, 630.75 ], "content": "tion. In general these journeys may demonstrate random incidence", "type": "text" } ] }, { "bbox": [ 53, 631.25, 295, 642.75 ], "spans": [ { "bbox": [ 52, 631.25, 295, 642.75 ], "content": "behavior. The resulting data set contains nearly 1,670,000 journeys", "type": "text" } ] }, { "bbox": [ 53, 643.25, 295, 652.75 ], "spans": [ { "bbox": [ 53, 643.25, 295, 652.75 ], "content": "from 54 stations on 1,442 origin-destination pairs made by more", "type": "text" } ] }, { "bbox": [ 53, 653.25, 295, 664.75 ], "spans": [ { "bbox": [ 50, 653.25, 295, 664.75 ], "content": " than 290,000 passengers. The data set constitutes approximately", "type": "text" } ] }, { "bbox": [ 53, 665.25, 295, 675.75 ], "spans": [ { "bbox": [ 52, 665.25, 295, 675.75 ], "content": "53,000 station-hours of observation of passenger incidence to", "type": "text" } ] }, { "bbox": [ 53, 676.25, 130, 687 ], "spans": [ { "bbox": [ 51, 676.25, 130, 687 ], "content": " Overground services.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 687, 295, 733 ], "lines": [ { "bbox": [ 61, 687, 295, 698.75 ], "spans": [ { "bbox": [ 62, 687, 295, 698.75 ], "content": "The methodology described in the previous section was applied", "type": "text" } ] }, { "bbox": [ 53, 699.25, 295, 709.75 ], "spans": [ { "bbox": [ 52, 699.25, 295, 709.75 ], "content": "to each Oyster journey in the data set: the transaction time of the", "type": "text" } ] }, { "bbox": [ 53, 710.25, 295, 720.75 ], "spans": [ { "bbox": [ 53, 710.25, 295, 720.75 ], "content": "Oyster entry was taken as the time of incidence, and the origin and", "type": "text" } ] }, { "bbox": [ 53, 721.25, 295, 733 ], "spans": [ { "bbox": [ 53, 721.25, 295, 733 ], "content": "destination of the journey were used along with the timetable to", "type": "text" } ] }, { "bbox": [ 317, 187, 559, 198.75 ], "spans": [ { "bbox": [ 316, 187, 558, 198.75 ], "content": "estimate which services the journey was incident to. This processing", "type": "text" } ] }, { "bbox": [ 317, 199.25, 559, 210.75 ], "spans": [ { "bbox": [ 316, 199.25, 558, 210.75 ], "content": "took some number of hours for the entire data set, but it was fully", "type": "text" } ] }, { "bbox": [ 317, 211.25, 559, 220.75 ], "spans": [ { "bbox": [ 317, 211.25, 558, 220.75 ], "content": "automated. A large set of observations was obtained for which the", "type": "text" } ] }, { "bbox": [ 317, 221.25, 475, 233 ], "spans": [ { "bbox": [ 317, 221.25, 475, 233 ], "content": "following data were measured or estimated:", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 187, 559, 233 ], "lines": [], "lines_deleted": true }, { "type": "text", "bbox": [ 324, 244, 559, 312 ], "lines": [ { "bbox": [ 324, 244, 434, 251.75 ], "spans": [ { "bbox": [ 325, 244, 434, 251.75 ], "content": "· Date and time of incidence,", "type": "text" } ] }, { "bbox": [ 324, 252.25, 408, 266.75 ], "spans": [ { "bbox": [ 324, 252.25, 408, 266.75 ], "content": "· Incidence headway,", "type": "text" } ] }, { "bbox": [ 324, 267.25, 356, 276 ], "spans": [ { "bbox": [ 326, 267.25, 356, 276 ], "content": "· SWT,", "type": "text" } ] }, { "bbox": [ 324, 277, 559, 287.75 ], "spans": [ { "bbox": [ 325, 277, 558, 287.75 ], "content": "· Location (i.e., station) of incidence (i.e., the journey's origin),", "type": "text" } ] }, { "bbox": [ 324, 288.25, 429, 297.75 ], "spans": [ { "bbox": [ 325, 288.25, 429, 297.75 ], "content": "· Journey's destination, and", "type": "text" } ] }, { "bbox": [ 324, 298.25, 528, 312 ], "spans": [ { "bbox": [ 324, 298.25, 528, 312 ], "content": "● Overground line to which the passenger was incident.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 321, 559, 355 ], "lines": [ { "bbox": [ 324, 321, 559, 332.75 ], "spans": [ { "bbox": [ 325, 321, 559, 332.75 ], "content": "For journeys that required an interchange within the Overground", "type": "text" } ] }, { "bbox": [ 317, 333.25, 559, 343.75 ], "spans": [ { "bbox": [ 316, 333.25, 559, 343.75 ], "content": "system (of which there are relatively few), the above data were", "type": "text" } ] }, { "bbox": [ 317, 344.25, 518, 355 ], "spans": [ { "bbox": [ 316, 344.25, 518, 355 ], "content": "measured or estimated for only the first incidence event.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 355, 559, 490 ], "lines": [ { "bbox": [ 324, 355, 559, 365.75 ], "spans": [ { "bbox": [ 325, 355, 558, 365.75 ], "content": "As a point of validation, Figure 2 plots distributions of incidence", "type": "text" } ] }, { "bbox": [ 317, 366.25, 559, 376.75 ], "spans": [ { "bbox": [ 316, 366.25, 559, 376.75 ], "content": "headway for passengers on the Gospel Oak to Barking (GOB) and", "type": "text" } ] }, { "bbox": [ 317, 377.25, 559, 388.75 ], "spans": [ { "bbox": [ 316, 377.25, 558, 388.75 ], "content": " North London Lines. The findings are consistent with expectations.", "type": "text" } ] }, { "bbox": [ 317, 389, 559, 399 ], "spans": [ { "bbox": [ 316, 389, 499, 399 ], "content": "On the NLL, the mode of all the distributions is", "type": "text" }, { "bbox": [ 500, 389.25, 526.75, 398.75 ], "content": "15~\\mathrm{min}", "type": "inline_equation" }, { "bbox": [ 527.25, 389, 558, 399 ], "content": ",reflect-", "type": "text" } ] }, { "bbox": [ 317, 399.25, 559, 409.75 ], "spans": [ { "bbox": [ 316, 399.25, 558, 409.75 ], "content": "ing the core service. The distribution is more concentrated during", "type": "text" } ] }, { "bbox": [ 317, 410.25, 559, 421.75 ], "spans": [ { "bbox": [ 316, 410.25, 558, 421.75 ], "content": "the interpeak period, when there are no scheduled shuttles or spe-", "type": "text" } ] }, { "bbox": [ 317, 422.25, 559, 432.75 ], "spans": [ { "bbox": [ 317, 422.25, 559, 432.75 ], "content": "cials. The opposite is true on the GOB, which runs a regular 20-min", "type": "text" } ] }, { "bbox": [ 317, 433, 559, 444 ], "spans": [ { "bbox": [ 316, 433, 529.75, 444 ], "content": "service in the peak periods but transitions to and from a", "type": "text" }, { "bbox": [ 530.25, 433.25, 558, 443.75 ], "content": "30{\\mathrm{-min}}", "type": "inline_equation" } ] }, { "bbox": [ 317, 444.25, 559, 455.75 ], "spans": [ { "bbox": [ 317, 444.25, 558, 455.75 ], "content": "service in the interpeak period. The morning peak distribution is", "type": "text" } ] }, { "bbox": [ 317, 456.25, 559, 465.75 ], "spans": [ { "bbox": [ 316, 456.25, 558, 465.75 ], "content": "somewhat more dispersed than that of the evening peak because the", "type": "text" } ] }, { "bbox": [ 317, 466.25, 559, 475.75 ], "spans": [ { "bbox": [ 316, 466.25, 558, 475.75 ], "content": " morning peak includes a transition from 30-min headways in the", "type": "text" } ] }, { "bbox": [ 317, 476.25, 371, 490 ], "spans": [ { "bbox": [ 317, 476.25, 371, 490 ], "content": "early morning.", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 317, 509, 351, 520 ], "lines": [ { "bbox": [ 317, 511, 351, 520 ], "spans": [ { "bbox": [ 317, 511, 351, 520 ], "content": "Results", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 530, 559, 610 ], "lines": [ { "bbox": [ 317, 530, 559, 540.75 ], "spans": [ { "bbox": [ 317, 530, 558, 540.75 ], "content": "Consistent with the reviewed studies of passenger incidence behav-", "type": "text" } ] }, { "bbox": [ 317, 541.25, 559, 551.75 ], "spans": [ { "bbox": [ 316, 541.25, 558, 551.75 ], "content": "ior, the first results of interest are distributions of passenger inci-", "type": "text" } ] }, { "bbox": [ 317, 552.25, 559, 563.75 ], "spans": [ { "bbox": [ 316, 552.25, 558, 563.75 ], "content": "dence time over a given headway. Figure 3 plots these distributions", "type": "text" } ] }, { "bbox": [ 317, 564.25, 559, 575.75 ], "spans": [ { "bbox": [ 316, 564.25, 558, 575.75 ], "content": "for the London Overground network by line and by time period.", "type": "text" } ] }, { "bbox": [ 317, 576.25, 559, 586.75 ], "spans": [ { "bbox": [ 316, 576.25, 558, 586.75 ], "content": " In this plot, incidence times are normalized by the incidence head-", "type": "text" } ] }, { "bbox": [ 317, 587.25, 559, 596.75 ], "spans": [ { "bbox": [ 317, 587.25, 559, 596.75 ], "content": "way because different passengers experience different incidence", "type": "text" } ] }, { "bbox": [ 317, 597.25, 356, 610 ], "spans": [ { "bbox": [ 316, 597.25, 355, 610 ], "content": "headways.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 609, 559, 732 ], "lines": [ { "bbox": [ 324, 609, 559, 620.75 ], "spans": [ { "bbox": [ 325, 609, 559, 620.75 ], "content": " It is clear from Figure 3 that passenger incidence behavior, with", "type": "text" } ] }, { "bbox": [ 317, 621.25, 559, 630.75 ], "spans": [ { "bbox": [ 316, 621.25, 558, 630.75 ], "content": " respect to published timetables, varies spatially and temporally across", "type": "text" } ] }, { "bbox": [ 317, 631.25, 559, 641.75 ], "spans": [ { "bbox": [ 316, 631.25, 559, 641.75 ], "content": "the Overground network. Passenger incidence on the GOB and", "type": "text" } ] }, { "bbox": [ 317, 642.25, 559, 653.75 ], "spans": [ { "bbox": [ 317, 642.25, 558, 653.75 ], "content": "Watford DC lines is much more peaked (i.e., timetable-dependent),", "type": "text" } ] }, { "bbox": [ 317, 654.25, 559, 664.75 ], "spans": [ { "bbox": [ 317, 654.25, 558, 664.75 ], "content": "each with 20-min headways, than on the NLL, with 7- to 15-min", "type": "text" } ] }, { "bbox": [ 317, 665.25, 559, 676.75 ], "spans": [ { "bbox": [ 317, 665.25, 558, 676.75 ], "content": "headways, during any time period. Also, the NLL is acknowledged by", "type": "text" } ] }, { "bbox": [ 317, 677.25, 559, 686.75 ], "spans": [ { "bbox": [ 317, 677.25, 558, 686.75 ], "content": "Overground management to have the most serious reliability problems", "type": "text" } ] }, { "bbox": [ 317, 687.25, 559, 698.75 ], "spans": [ { "bbox": [ 316, 687.25, 558, 698.75 ], "content": "(O. Bratton, personal communication, 2010). These variations are con-", "type": "text" } ] }, { "bbox": [ 317, 699.25, 559, 709.75 ], "spans": [ { "bbox": [ 317, 699.25, 558, 709.75 ], "content": "sistent with the literature that passenger incidence is more timetable-", "type": "text" } ] }, { "bbox": [ 317, 710.25, 559, 720.75 ], "spans": [ { "bbox": [ 317, 710.25, 559, 720.75 ], "content": "dependent with a more peaked distribution for longer headways and", "type": "text" } ] }, { "bbox": [ 317, 721.25, 408, 732 ], "spans": [ { "bbox": [ 317, 721.25, 408, 732 ], "content": "for more reliable services.", "type": "text" } ] } ] } ], "layout_bboxes": [ { "layout_bbox": [ 0, 61, 612.0, 170 ], "layout_label": "H", "sub_layout": [] }, { "layout_bbox": [ 53, 187, 295, 731 ], "layout_label": "V", "sub_layout": [] }, { "layout_bbox": [ 317, 187, 559, 731 ], "layout_label": "V", "sub_layout": [] } ], "page_idx": 5, "page_size": [ 612.0, 792.0 ], "_layout_tree": [ { "layout_bbox": [ 0, 61, 612.0, 170 ], "layout_label": "H", "sub_layout": [] }, { "layout_bbox": [ 0, 187, 612.0, 731 ], "layout_label": "V", "sub_layout": [ { "layout_bbox": [ 53, 187, 559, 731 ], "layout_label": "H", "sub_layout": [ { "layout_bbox": [ 53, 187, 295, 731 ], "layout_label": "V", "sub_layout": [] }, { "layout_bbox": [ 317, 187, 559, 731 ], "layout_label": "V", "sub_layout": [] } ] } ] } ], "images": [], "tables": [ { "type": "table", "bbox": [ 140, 61, 472, 170 ], "blocks": [ { "bbox": [ 140, 74, 472, 157 ], "type": "table_body", "lines": [ { "bbox": [ 140, 74, 472, 157 ], "spans": [ { "bbox": [ 140, 74, 472, 157 ], "type": "table", "image_path": "e29b8700a91a3c1a6334e8c0d98d80b582a27f72d8f3bc74403c789094954491.jpg" } ] } ] }, { "bbox": [ 140, 61, 282, 72 ], "type": "table_caption", "lines": [] }, { "bbox": [ 141, 160, 224, 170 ], "type": "table_footnote", "lines": [ { "bbox": [ 171, 162, 178, 168 ], "spans": [ { "bbox": [ 171, 162, 178, 168 ], "content": "=", "type": "inline_equation" } ] } ] } ] } ], "interline_equations": [], "discarded_blocks": [ { "bbox": [ 546, 35, 558, 43 ] }, { "bbox": [ 52, 34, 115, 44 ] } ], "para_blocks": [ { "type": "table", "bbox": [ 140, 61, 472, 170 ], "blocks": [ { "bbox": [ 140, 74, 472, 157 ], "type": "table_body", "lines": [ { "bbox": [ 140, 74, 472, 157 ], "spans": [ { "bbox": [ 140, 74, 472, 157 ], "type": "table", "image_path": "e29b8700a91a3c1a6334e8c0d98d80b582a27f72d8f3bc74403c789094954491.jpg" } ] } ] }, { "bbox": [ 140, 61, 282, 72 ], "type": "table_caption", "lines": [] }, { "bbox": [ 141, 160, 224, 170 ], "type": "table_footnote", "lines": [ { "bbox": [ 171, 162, 178, 168 ], "spans": [ { "bbox": [ 171, 162, 178, 168 ], "content": "=", "type": "inline_equation" } ] } ] } ] }, { "type": "text", "bbox": [ 53, 188, 295, 245 ], "lines": [ { "bbox": [ 53, 188, 295, 198 ], "spans": [ { "bbox": [ 52, 188, 295, 198 ], "content": "personal communication, 2010). The NLL runs four (end-to-end)", "type": "text" } ] }, { "bbox": [ 53, 200, 295, 210.75 ], "spans": [ { "bbox": [ 53, 200, 295, 210.75 ], "content": "trains per hour over most of the day, with some segments receiving", "type": "text" } ] }, { "bbox": [ 53, 211.25, 295, 221.75 ], "spans": [ { "bbox": [ 53, 211.25, 295, 221.75 ], "content": "six trains per hour during peak periods. The other Overground lines", "type": "text" } ] }, { "bbox": [ 53, 222.25, 295, 232.75 ], "spans": [ { "bbox": [ 53, 222.25, 295, 232.75 ], "content": "run at lower frequencies (three trains per hour during the peak periods", "type": "text" } ] }, { "bbox": [ 53, 233.25, 241, 245 ], "spans": [ { "bbox": [ 53, 233.25, 241, 245 ], "content": "and two to three trains per hour during other periods).", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 53, 265, 75, 276 ], "lines": [ { "bbox": [ 52, 265, 77, 277 ], "spans": [ { "bbox": [ 52, 265, 77, 277 ], "content": "Data", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 285, 295, 422 ], "lines": [ { "bbox": [ 53, 285, 295, 296.75 ], "spans": [ { "bbox": [ 52, 285, 294, 296.75 ], "content": "On November 11, 2007, overall management and revenue respon-", "type": "text" } ] }, { "bbox": [ 53, 297.25, 295, 306.75 ], "spans": [ { "bbox": [ 53, 297.25, 295, 306.75 ], "content": "sibility for this set of services was transferred to TfL from the", "type": "text" } ] }, { "bbox": [ 53, 307.25, 295, 319.75 ], "spans": [ { "bbox": [ 52, 307.25, 295, 319.75 ], "content": "Silverlink, which held the prior National Rail franchise. At that", "type": "text" } ] }, { "bbox": [ 53, 320.25, 295, 330 ], "spans": [ { "bbox": [ 53, 320.25, 295, 330 ], "content": "time, the network was rebranded as the Overground and became", "type": "text" } ] }, { "bbox": [ 53, 331, 295, 341.75 ], "spans": [ { "bbox": [ 53, 331, 295, 341.75 ], "content": "fully Oyster enabled. Oyster is TfL's AFC smartcard system. London's", "type": "text" } ] }, { "bbox": [ 53, 342.25, 295, 352.75 ], "spans": [ { "bbox": [ 52, 342.25, 295, 352.75 ], "content": "fare policy and technologies require most Oyster users to validate", "type": "text" } ] }, { "bbox": [ 53, 353.25, 295, 363.75 ], "spans": [ { "bbox": [ 53, 353.25, 295, 363.75 ], "content": "their cards on all entries and exits to the system. The centralized", "type": "text" } ] }, { "bbox": [ 53, 364.25, 295, 375.75 ], "spans": [ { "bbox": [ 53, 364.25, 295, 375.75 ], "content": "computer system archives these Oyster entry and exit transactions,", "type": "text" } ] }, { "bbox": [ 53, 376.25, 295, 386.75 ], "spans": [ { "bbox": [ 53, 376.25, 294, 386.75 ], "content": "including their location, time stamp, and Oyster ID, in an easily", "type": "text" } ] }, { "bbox": [ 53, 387.25, 295, 397.75 ], "spans": [ { "bbox": [ 53, 387.25, 295, 397.75 ], "content": "accessible database. As a result, disaggregate Oyster journey data", "type": "text" } ] }, { "bbox": [ 53, 398.25, 295, 407.75 ], "spans": [ { "bbox": [ 53, 398.25, 295, 407.75 ], "content": "are cheap to gather in large volumes and provide a prime source of", "type": "text" } ] }, { "bbox": [ 53, 408.25, 192, 422 ], "spans": [ { "bbox": [ 50, 408.25, 192, 422 ], "content": " data on individual passenger journeys.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 419, 295, 687 ], "lines": [ { "bbox": [ 61, 419, 295, 430.75 ], "spans": [ { "bbox": [ 61, 419, 164.75, 430.75 ], "content": "The data analyzed here are a", "type": "text" }, { "bbox": [ 165.25, 419, 186.75, 430.75 ], "content": "100\\%", "type": "inline_equation" }, { "bbox": [ 187.25, 419, 295, 430.75 ], "content": "sample of all Oyster journeys", "type": "text" } ] }, { "bbox": [ 53, 431.25, 295, 441.75 ], "spans": [ { "bbox": [ 52, 431.25, 295, 441.75 ], "content": "between all pairs of London Overground stations for the 52 business", "type": "text" } ] }, { "bbox": [ 53, 442.25, 295, 452.75 ], "spans": [ { "bbox": [ 52, 442.25, 294, 452.75 ], "content": "days from March 31, 2008, through June 10, 2008, inclusive. Pub-", "type": "text" } ] }, { "bbox": [ 53, 453.25, 295, 463.75 ], "spans": [ { "bbox": [ 53, 453.25, 295, 463.75 ], "content": "lic timetables were obtained for the Overground network. The data", "type": "text" } ] }, { "bbox": [ 53, 464.25, 295, 474.75 ], "spans": [ { "bbox": [ 53, 464.25, 295, 474.75 ], "content": "set was filtered to include only those journeys for which it can be", "type": "text" } ] }, { "bbox": [ 53, 475.25, 295, 486.75 ], "spans": [ { "bbox": [ 53, 475.25, 295, 486.75 ], "content": "assumed with relative certainty that the passenger in question used", "type": "text" } ] }, { "bbox": [ 53, 487.25, 295, 497.75 ], "spans": [ { "bbox": [ 53, 487.25, 293, 497.75 ], "content": "only Overground services; that is, this data set does not include jour-", "type": "text" } ] }, { "bbox": [ 53, 498.25, 295, 507.75 ], "spans": [ { "bbox": [ 53, 498.25, 295, 507.75 ], "content": "neys that interchanged to the Overground but with initial Oyster val-", "type": "text" } ] }, { "bbox": [ 53, 508.25, 295, 520.75 ], "spans": [ { "bbox": [ 51, 508.25, 295, 520.75 ], "content": "idations elsewhere in the railway system. The data set also excludes", "type": "text" } ] }, { "bbox": [ 53, 521.25, 295, 531.75 ], "spans": [ { "bbox": [ 53, 521.25, 295, 531.75 ], "content": "journeys initially incident to the Overground but interchanging to", "type": "text" } ] }, { "bbox": [ 53, 532.25, 295, 541.75 ], "spans": [ { "bbox": [ 53, 532.25, 295, 541.75 ], "content": "other railway services. Journeys with interchanges to or from buses", "type": "text" } ] }, { "bbox": [ 53, 542.25, 295, 553.75 ], "spans": [ { "bbox": [ 53, 542.25, 295, 553.75 ], "content": "will be included here, since the Oyster system effectively separates", "type": "text" } ] }, { "bbox": [ 53, 554.25, 295, 564.75 ], "spans": [ { "bbox": [ 53, 554.25, 295, 564.75 ], "content": "the recording of bus and rail journeys. Passengers transferring from", "type": "text" } ] }, { "bbox": [ 53, 565.25, 295, 574.75 ], "spans": [ { "bbox": [ 53, 565.25, 295, 574.75 ], "content": "buses to London Overground may exhibit a different incidence", "type": "text" } ] }, { "bbox": [ 53, 575.25, 295, 586.75 ], "spans": [ { "bbox": [ 52, 575.25, 295, 586.75 ], "content": "behavior because they do not have control over the time when the", "type": "text" } ] }, { "bbox": [ 53, 587.25, 295, 598.75 ], "spans": [ { "bbox": [ 53, 587.25, 294, 598.75 ], "content": "bus arrives at the transfer stops. Their incidences at London Over-", "type": "text" } ] }, { "bbox": [ 53, 599.25, 295, 608.75 ], "spans": [ { "bbox": [ 52, 599.25, 295, 608.75 ], "content": " ground stations are only a function of the timetable coordination", "type": "text" } ] }, { "bbox": [ 53, 609.25, 295, 620.75 ], "spans": [ { "bbox": [ 53, 609.25, 294, 620.75 ], "content": "between bus and Overground services, if there is any such coordina-", "type": "text" } ] }, { "bbox": [ 53, 621.25, 295, 630.75 ], "spans": [ { "bbox": [ 53, 621.25, 295, 630.75 ], "content": "tion. In general these journeys may demonstrate random incidence", "type": "text" } ] }, { "bbox": [ 53, 631.25, 295, 642.75 ], "spans": [ { "bbox": [ 52, 631.25, 295, 642.75 ], "content": "behavior. The resulting data set contains nearly 1,670,000 journeys", "type": "text" } ] }, { "bbox": [ 53, 643.25, 295, 652.75 ], "spans": [ { "bbox": [ 53, 643.25, 295, 652.75 ], "content": "from 54 stations on 1,442 origin-destination pairs made by more", "type": "text" } ] }, { "bbox": [ 53, 653.25, 295, 664.75 ], "spans": [ { "bbox": [ 50, 653.25, 295, 664.75 ], "content": " than 290,000 passengers. The data set constitutes approximately", "type": "text" } ] }, { "bbox": [ 53, 665.25, 295, 675.75 ], "spans": [ { "bbox": [ 52, 665.25, 295, 675.75 ], "content": "53,000 station-hours of observation of passenger incidence to", "type": "text" } ] }, { "bbox": [ 53, 676.25, 130, 687 ], "spans": [ { "bbox": [ 51, 676.25, 130, 687 ], "content": " Overground services.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 687, 295, 733 ], "lines": [ { "bbox": [ 61, 687, 295, 698.75 ], "spans": [ { "bbox": [ 62, 687, 295, 698.75 ], "content": "The methodology described in the previous section was applied", "type": "text" } ] }, { "bbox": [ 53, 699.25, 295, 709.75 ], "spans": [ { "bbox": [ 52, 699.25, 295, 709.75 ], "content": "to each Oyster journey in the data set: the transaction time of the", "type": "text" } ] }, { "bbox": [ 53, 710.25, 295, 720.75 ], "spans": [ { "bbox": [ 53, 710.25, 295, 720.75 ], "content": "Oyster entry was taken as the time of incidence, and the origin and", "type": "text" } ] }, { "bbox": [ 53, 721.25, 295, 733 ], "spans": [ { "bbox": [ 53, 721.25, 295, 733 ], "content": "destination of the journey were used along with the timetable to", "type": "text" } ] }, { "bbox": [ 317, 187, 559, 198.75 ], "spans": [ { "bbox": [ 316, 187, 558, 198.75 ], "content": "estimate which services the journey was incident to. This processing", "type": "text" } ] }, { "bbox": [ 317, 199.25, 559, 210.75 ], "spans": [ { "bbox": [ 316, 199.25, 558, 210.75 ], "content": "took some number of hours for the entire data set, but it was fully", "type": "text" } ] }, { "bbox": [ 317, 211.25, 559, 220.75 ], "spans": [ { "bbox": [ 317, 211.25, 558, 220.75 ], "content": "automated. A large set of observations was obtained for which the", "type": "text" } ] }, { "bbox": [ 317, 221.25, 475, 233 ], "spans": [ { "bbox": [ 317, 221.25, 475, 233 ], "content": "following data were measured or estimated:", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 187, 559, 233 ], "lines": [], "lines_deleted": true }, { "type": "text", "bbox": [ 324, 244, 559, 312 ], "lines": [ { "bbox": [ 324, 244, 434, 251.75 ], "spans": [ { "bbox": [ 325, 244, 434, 251.75 ], "content": "· Date and time of incidence,", "type": "text" } ] }, { "bbox": [ 324, 252.25, 408, 266.75 ], "spans": [ { "bbox": [ 324, 252.25, 408, 266.75 ], "content": "· Incidence headway,", "type": "text" } ] }, { "bbox": [ 324, 267.25, 356, 276 ], "spans": [ { "bbox": [ 326, 267.25, 356, 276 ], "content": "· SWT,", "type": "text" } ] }, { "bbox": [ 324, 277, 559, 287.75 ], "spans": [ { "bbox": [ 325, 277, 558, 287.75 ], "content": "· Location (i.e., station) of incidence (i.e., the journey's origin),", "type": "text" } ] }, { "bbox": [ 324, 288.25, 429, 297.75 ], "spans": [ { "bbox": [ 325, 288.25, 429, 297.75 ], "content": "· Journey's destination, and", "type": "text" } ] }, { "bbox": [ 324, 298.25, 528, 312 ], "spans": [ { "bbox": [ 324, 298.25, 528, 312 ], "content": "● Overground line to which the passenger was incident.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 321, 559, 355 ], "lines": [ { "bbox": [ 324, 321, 559, 332.75 ], "spans": [ { "bbox": [ 325, 321, 559, 332.75 ], "content": "For journeys that required an interchange within the Overground", "type": "text" } ] }, { "bbox": [ 317, 333.25, 559, 343.75 ], "spans": [ { "bbox": [ 316, 333.25, 559, 343.75 ], "content": "system (of which there are relatively few), the above data were", "type": "text" } ] }, { "bbox": [ 317, 344.25, 518, 355 ], "spans": [ { "bbox": [ 316, 344.25, 518, 355 ], "content": "measured or estimated for only the first incidence event.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 355, 559, 490 ], "lines": [ { "bbox": [ 324, 355, 559, 365.75 ], "spans": [ { "bbox": [ 325, 355, 558, 365.75 ], "content": "As a point of validation, Figure 2 plots distributions of incidence", "type": "text" } ] }, { "bbox": [ 317, 366.25, 559, 376.75 ], "spans": [ { "bbox": [ 316, 366.25, 559, 376.75 ], "content": "headway for passengers on the Gospel Oak to Barking (GOB) and", "type": "text" } ] }, { "bbox": [ 317, 377.25, 559, 388.75 ], "spans": [ { "bbox": [ 316, 377.25, 558, 388.75 ], "content": " North London Lines. The findings are consistent with expectations.", "type": "text" } ] }, { "bbox": [ 317, 389, 559, 399 ], "spans": [ { "bbox": [ 316, 389, 499, 399 ], "content": "On the NLL, the mode of all the distributions is", "type": "text" }, { "bbox": [ 500, 389.25, 526.75, 398.75 ], "content": "15~\\mathrm{min}", "type": "inline_equation" }, { "bbox": [ 527.25, 389, 558, 399 ], "content": ",reflect-", "type": "text" } ] }, { "bbox": [ 317, 399.25, 559, 409.75 ], "spans": [ { "bbox": [ 316, 399.25, 558, 409.75 ], "content": "ing the core service. The distribution is more concentrated during", "type": "text" } ] }, { "bbox": [ 317, 410.25, 559, 421.75 ], "spans": [ { "bbox": [ 316, 410.25, 558, 421.75 ], "content": "the interpeak period, when there are no scheduled shuttles or spe-", "type": "text" } ] }, { "bbox": [ 317, 422.25, 559, 432.75 ], "spans": [ { "bbox": [ 317, 422.25, 559, 432.75 ], "content": "cials. The opposite is true on the GOB, which runs a regular 20-min", "type": "text" } ] }, { "bbox": [ 317, 433, 559, 444 ], "spans": [ { "bbox": [ 316, 433, 529.75, 444 ], "content": "service in the peak periods but transitions to and from a", "type": "text" }, { "bbox": [ 530.25, 433.25, 558, 443.75 ], "content": "30{\\mathrm{-min}}", "type": "inline_equation" } ] }, { "bbox": [ 317, 444.25, 559, 455.75 ], "spans": [ { "bbox": [ 317, 444.25, 558, 455.75 ], "content": "service in the interpeak period. The morning peak distribution is", "type": "text" } ] }, { "bbox": [ 317, 456.25, 559, 465.75 ], "spans": [ { "bbox": [ 316, 456.25, 558, 465.75 ], "content": "somewhat more dispersed than that of the evening peak because the", "type": "text" } ] }, { "bbox": [ 317, 466.25, 559, 475.75 ], "spans": [ { "bbox": [ 316, 466.25, 558, 475.75 ], "content": " morning peak includes a transition from 30-min headways in the", "type": "text" } ] }, { "bbox": [ 317, 476.25, 371, 490 ], "spans": [ { "bbox": [ 317, 476.25, 371, 490 ], "content": "early morning.", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 317, 509, 351, 520 ], "lines": [ { "bbox": [ 317, 511, 351, 520 ], "spans": [ { "bbox": [ 317, 511, 351, 520 ], "content": "Results", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 530, 559, 610 ], "lines": [ { "bbox": [ 317, 530, 559, 540.75 ], "spans": [ { "bbox": [ 317, 530, 558, 540.75 ], "content": "Consistent with the reviewed studies of passenger incidence behav-", "type": "text" } ] }, { "bbox": [ 317, 541.25, 559, 551.75 ], "spans": [ { "bbox": [ 316, 541.25, 558, 551.75 ], "content": "ior, the first results of interest are distributions of passenger inci-", "type": "text" } ] }, { "bbox": [ 317, 552.25, 559, 563.75 ], "spans": [ { "bbox": [ 316, 552.25, 558, 563.75 ], "content": "dence time over a given headway. Figure 3 plots these distributions", "type": "text" } ] }, { "bbox": [ 317, 564.25, 559, 575.75 ], "spans": [ { "bbox": [ 316, 564.25, 558, 575.75 ], "content": "for the London Overground network by line and by time period.", "type": "text" } ] }, { "bbox": [ 317, 576.25, 559, 586.75 ], "spans": [ { "bbox": [ 316, 576.25, 558, 586.75 ], "content": " In this plot, incidence times are normalized by the incidence head-", "type": "text" } ] }, { "bbox": [ 317, 587.25, 559, 596.75 ], "spans": [ { "bbox": [ 317, 587.25, 559, 596.75 ], "content": "way because different passengers experience different incidence", "type": "text" } ] }, { "bbox": [ 317, 597.25, 356, 610 ], "spans": [ { "bbox": [ 316, 597.25, 355, 610 ], "content": "headways.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 609, 559, 732 ], "lines": [ { "bbox": [ 324, 609, 559, 620.75 ], "spans": [ { "bbox": [ 325, 609, 559, 620.75 ], "content": " It is clear from Figure 3 that passenger incidence behavior, with", "type": "text" } ] }, { "bbox": [ 317, 621.25, 559, 630.75 ], "spans": [ { "bbox": [ 316, 621.25, 558, 630.75 ], "content": " respect to published timetables, varies spatially and temporally across", "type": "text" } ] }, { "bbox": [ 317, 631.25, 559, 641.75 ], "spans": [ { "bbox": [ 316, 631.25, 559, 641.75 ], "content": "the Overground network. Passenger incidence on the GOB and", "type": "text" } ] }, { "bbox": [ 317, 642.25, 559, 653.75 ], "spans": [ { "bbox": [ 317, 642.25, 558, 653.75 ], "content": "Watford DC lines is much more peaked (i.e., timetable-dependent),", "type": "text" } ] }, { "bbox": [ 317, 654.25, 559, 664.75 ], "spans": [ { "bbox": [ 317, 654.25, 558, 664.75 ], "content": "each with 20-min headways, than on the NLL, with 7- to 15-min", "type": "text" } ] }, { "bbox": [ 317, 665.25, 559, 676.75 ], "spans": [ { "bbox": [ 317, 665.25, 558, 676.75 ], "content": "headways, during any time period. Also, the NLL is acknowledged by", "type": "text" } ] }, { "bbox": [ 317, 677.25, 559, 686.75 ], "spans": [ { "bbox": [ 317, 677.25, 558, 686.75 ], "content": "Overground management to have the most serious reliability problems", "type": "text" } ] }, { "bbox": [ 317, 687.25, 559, 698.75 ], "spans": [ { "bbox": [ 316, 687.25, 558, 698.75 ], "content": "(O. Bratton, personal communication, 2010). These variations are con-", "type": "text" } ] }, { "bbox": [ 317, 699.25, 559, 709.75 ], "spans": [ { "bbox": [ 317, 699.25, 558, 709.75 ], "content": "sistent with the literature that passenger incidence is more timetable-", "type": "text" } ] }, { "bbox": [ 317, 710.25, 559, 720.75 ], "spans": [ { "bbox": [ 317, 710.25, 559, 720.75 ], "content": "dependent with a more peaked distribution for longer headways and", "type": "text" } ] }, { "bbox": [ 317, 721.25, 408, 732 ], "spans": [ { "bbox": [ 317, 721.25, 408, 732 ], "content": "for more reliable services.", "type": "text" } ] } ] } ] }, { "preproc_blocks": [ { "type": "image", "bbox": [ 153, 63, 458, 299 ], "blocks": [ { "bbox": [ 156, 63, 458, 280 ], "type": "image_body", "lines": [ { "bbox": [ 156, 63, 458, 280 ], "spans": [ { "bbox": [ 156, 63, 458, 280 ], "type": "image", "image_path": "fd1a47f3c50e9e1d4ed5e38240da2a1d6a54a9711901635f65cbf15a18e40306.jpg" } ] } ] }, { "bbox": [ 153, 289, 447, 299 ], "type": "image_caption", "lines": [] } ] }, { "type": "text", "bbox": [ 53, 316, 294, 427 ], "lines": [ { "bbox": [ 63, 316, 294, 326.75 ], "spans": [ { "bbox": [ 63, 316, 294, 326.75 ], "content": "Also consistent with the literature is that, for all lines, the distri-", "type": "text" } ] }, { "bbox": [ 53, 327.25, 294, 338.75 ], "spans": [ { "bbox": [ 53, 327.25, 293, 338.75 ], "content": "bution is more peaked in the morning peak period than in the eve-", "type": "text" } ] }, { "bbox": [ 53, 339.25, 294, 348.75 ], "spans": [ { "bbox": [ 53, 339.25, 295, 348.75 ], "content": "ning peak or midday interpeak periods. It appears that Overground", "type": "text" } ] }, { "bbox": [ 53, 349.25, 294, 360.75 ], "spans": [ { "bbox": [ 53, 349.25, 295, 360.75 ], "content": "commuters in the morning peak period, more likely to have knowl-", "type": "text" } ] }, { "bbox": [ 53, 361.25, 294, 371.75 ], "spans": [ { "bbox": [ 53, 361.25, 295, 371.75 ], "content": "edge of the timetable and the service and more sensitive to time", "type": "text" } ] }, { "bbox": [ 53, 372.25, 294, 381.75 ], "spans": [ { "bbox": [ 53, 372.25, 295, 381.75 ], "content": "saving, exhibit less random incidence behavior than do passengers", "type": "text" } ] }, { "bbox": [ 53, 382.25, 294, 393.75 ], "spans": [ { "bbox": [ 53, 382.25, 295, 393.75 ], "content": "in other time periods, despite the shorter headways and less reliable", "type": "text" } ] }, { "bbox": [ 53, 394.25, 294, 404.75 ], "spans": [ { "bbox": [ 53, 394.25, 295, 404.75 ], "content": "service found in the morning peak. The distribution in the late-night", "type": "text" } ] }, { "bbox": [ 53, 405.25, 294, 414.75 ], "spans": [ { "bbox": [ 53, 405.25, 294, 414.75 ], "content": "period is also very peaked because of longer headways and possibly", "type": "text" } ] }, { "bbox": [ 53, 415.25, 147, 427 ], "spans": [ { "bbox": [ 53, 415.25, 147, 427 ], "content": "higher sensitivity to time.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 318, 316, 558, 428 ], "lines": [ { "bbox": [ 325, 316, 558, 326.75 ], "spans": [ { "bbox": [ 325, 316, 558, 326.75 ], "content": "The peaks of all of the distributions are somewhat before the very", "type": "text" } ] }, { "bbox": [ 318, 327.25, 558, 337.75 ], "spans": [ { "bbox": [ 316, 327.25, 558, 337.75 ], "content": "end of the headway, indicating some type of safety margin or wait-", "type": "text" } ] }, { "bbox": [ 318, 338.25, 558, 348.75 ], "spans": [ { "bbox": [ 316, 338.25, 559, 348.75 ], "content": "ing time-minimization behavior on the part of passengers. Many of", "type": "text" } ] }, { "bbox": [ 318, 349.25, 558, 358.75 ], "spans": [ { "bbox": [ 316, 349.25, 558, 358.75 ], "content": "the distributions have small spikes at the beginning of the headway,", "type": "text" } ] }, { "bbox": [ 318, 359.25, 558, 371.75 ], "spans": [ { "bbox": [ 316, 359.25, 558, 371.75 ], "content": " indicating possible late running awareness among some passengers.", "type": "text" } ] }, { "bbox": [ 318, 372.25, 558, 381.75 ], "spans": [ { "bbox": [ 316, 372.25, 558, 381.75 ], "content": "While such awareness may in fact be found on the Overground, it is", "type": "text" } ] }, { "bbox": [ 318, 382.25, 558, 393.75 ], "spans": [ { "bbox": [ 316, 382.25, 558, 393.75 ], "content": "also possible that it is the passengers themselves who are running late.", "type": "text" } ] }, { "bbox": [ 318, 394.25, 558, 403.75 ], "spans": [ { "bbox": [ 317, 394.25, 558, 403.75 ], "content": "They may be planning to take a train scheduled to depart at a certain", "type": "text" } ] }, { "bbox": [ 318, 404.25, 558, 414.75 ], "spans": [ { "bbox": [ 316, 404.25, 559, 414.75 ], "content": "time but, because of uncontrollable circumstances or their own poor", "type": "text" } ] }, { "bbox": [ 318, 415.25, 536, 428 ], "spans": [ { "bbox": [ 315, 415.25, 536, 428 ], "content": " planning, arrive at the station shortly after that departure time.", "type": "text" } ] } ] }, { "type": "image", "bbox": [ 53, 444, 558, 732 ], "blocks": [ { "bbox": [ 53, 444, 558, 714 ], "type": "image_body", "lines": [ { "bbox": [ 53, 444, 558, 714 ], "spans": [ { "bbox": [ 53, 444, 558, 714 ], "type": "image", "image_path": "ade33c557a5a547b158ccdc0ef2a0d0f045649bf299a5e5bf0477c3d0f8df562.jpg" } ] } ] }, { "bbox": [ 53, 721, 311, 732 ], "type": "image_caption", "lines": [] } ] } ], "layout_bboxes": [ { "layout_bbox": [ 0, 63, 612.0, 299 ], "layout_label": "H", "sub_layout": [] }, { "layout_bbox": [ 53, 316, 294, 425 ], "layout_label": "V", "sub_layout": [] }, { "layout_bbox": [ 318, 316, 558, 425 ], "layout_label": "V", "sub_layout": [] }, { "layout_bbox": [ 0, 444, 612.0, 732 ], "layout_label": "H", "sub_layout": [] } ], "page_idx": 6, "page_size": [ 612.0, 792.0 ], "_layout_tree": [ { "layout_bbox": [ 0, 63, 612.0, 299 ], "layout_label": "H", "sub_layout": [] }, { "layout_bbox": [ 0, 316, 612.0, 425 ], "layout_label": "V", "sub_layout": [ { "layout_bbox": [ 53, 316, 294, 425 ], "layout_label": "V", "sub_layout": [] }, { "layout_bbox": [ 318, 316, 558, 425 ], "layout_label": "V", "sub_layout": [] } ] }, { "layout_bbox": [ 0, 444, 612.0, 732 ], "layout_label": "H", "sub_layout": [] } ], "images": [ { "type": "image", "bbox": [ 153, 63, 458, 299 ], "blocks": [ { "bbox": [ 156, 63, 458, 280 ], "type": "image_body", "lines": [ { "bbox": [ 156, 63, 458, 280 ], "spans": [ { "bbox": [ 156, 63, 458, 280 ], "type": "image", "image_path": "fd1a47f3c50e9e1d4ed5e38240da2a1d6a54a9711901635f65cbf15a18e40306.jpg" } ] } ] }, { "bbox": [ 153, 289, 447, 299 ], "type": "image_caption", "lines": [] } ] }, { "type": "image", "bbox": [ 53, 444, 558, 732 ], "blocks": [ { "bbox": [ 53, 444, 558, 714 ], "type": "image_body", "lines": [ { "bbox": [ 53, 444, 558, 714 ], "spans": [ { "bbox": [ 53, 444, 558, 714 ], "type": "image", "image_path": "ade33c557a5a547b158ccdc0ef2a0d0f045649bf299a5e5bf0477c3d0f8df562.jpg" } ] } ] }, { "bbox": [ 53, 721, 311, 732 ], "type": "image_caption", "lines": [] } ] } ], "tables": [], "interline_equations": [], "discarded_blocks": [ { "bbox": [ 53, 35, 64, 43 ] }, { "bbox": [ 418, 35, 559, 43 ] } ], "para_blocks": [ { "type": "image", "bbox": [ 153, 63, 458, 299 ], "blocks": [ { "bbox": [ 156, 63, 458, 280 ], "type": "image_body", "lines": [ { "bbox": [ 156, 63, 458, 280 ], "spans": [ { "bbox": [ 156, 63, 458, 280 ], "type": "image", "image_path": "fd1a47f3c50e9e1d4ed5e38240da2a1d6a54a9711901635f65cbf15a18e40306.jpg" } ] } ] }, { "bbox": [ 153, 289, 447, 299 ], "type": "image_caption", "lines": [] } ] }, { "type": "text", "bbox": [ 53, 316, 294, 427 ], "lines": [ { "bbox": [ 63, 316, 294, 326.75 ], "spans": [ { "bbox": [ 63, 316, 294, 326.75 ], "content": "Also consistent with the literature is that, for all lines, the distri-", "type": "text" } ] }, { "bbox": [ 53, 327.25, 294, 338.75 ], "spans": [ { "bbox": [ 53, 327.25, 293, 338.75 ], "content": "bution is more peaked in the morning peak period than in the eve-", "type": "text" } ] }, { "bbox": [ 53, 339.25, 294, 348.75 ], "spans": [ { "bbox": [ 53, 339.25, 295, 348.75 ], "content": "ning peak or midday interpeak periods. It appears that Overground", "type": "text" } ] }, { "bbox": [ 53, 349.25, 294, 360.75 ], "spans": [ { "bbox": [ 53, 349.25, 295, 360.75 ], "content": "commuters in the morning peak period, more likely to have knowl-", "type": "text" } ] }, { "bbox": [ 53, 361.25, 294, 371.75 ], "spans": [ { "bbox": [ 53, 361.25, 295, 371.75 ], "content": "edge of the timetable and the service and more sensitive to time", "type": "text" } ] }, { "bbox": [ 53, 372.25, 294, 381.75 ], "spans": [ { "bbox": [ 53, 372.25, 295, 381.75 ], "content": "saving, exhibit less random incidence behavior than do passengers", "type": "text" } ] }, { "bbox": [ 53, 382.25, 294, 393.75 ], "spans": [ { "bbox": [ 53, 382.25, 295, 393.75 ], "content": "in other time periods, despite the shorter headways and less reliable", "type": "text" } ] }, { "bbox": [ 53, 394.25, 294, 404.75 ], "spans": [ { "bbox": [ 53, 394.25, 295, 404.75 ], "content": "service found in the morning peak. The distribution in the late-night", "type": "text" } ] }, { "bbox": [ 53, 405.25, 294, 414.75 ], "spans": [ { "bbox": [ 53, 405.25, 294, 414.75 ], "content": "period is also very peaked because of longer headways and possibly", "type": "text" } ] }, { "bbox": [ 53, 415.25, 147, 427 ], "spans": [ { "bbox": [ 53, 415.25, 147, 427 ], "content": "higher sensitivity to time.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 318, 316, 558, 428 ], "lines": [ { "bbox": [ 325, 316, 558, 326.75 ], "spans": [ { "bbox": [ 325, 316, 558, 326.75 ], "content": "The peaks of all of the distributions are somewhat before the very", "type": "text" } ] }, { "bbox": [ 318, 327.25, 558, 337.75 ], "spans": [ { "bbox": [ 316, 327.25, 558, 337.75 ], "content": "end of the headway, indicating some type of safety margin or wait-", "type": "text" } ] }, { "bbox": [ 318, 338.25, 558, 348.75 ], "spans": [ { "bbox": [ 316, 338.25, 559, 348.75 ], "content": "ing time-minimization behavior on the part of passengers. Many of", "type": "text" } ] }, { "bbox": [ 318, 349.25, 558, 358.75 ], "spans": [ { "bbox": [ 316, 349.25, 558, 358.75 ], "content": "the distributions have small spikes at the beginning of the headway,", "type": "text" } ] }, { "bbox": [ 318, 359.25, 558, 371.75 ], "spans": [ { "bbox": [ 316, 359.25, 558, 371.75 ], "content": " indicating possible late running awareness among some passengers.", "type": "text" } ] }, { "bbox": [ 318, 372.25, 558, 381.75 ], "spans": [ { "bbox": [ 316, 372.25, 558, 381.75 ], "content": "While such awareness may in fact be found on the Overground, it is", "type": "text" } ] }, { "bbox": [ 318, 382.25, 558, 393.75 ], "spans": [ { "bbox": [ 316, 382.25, 558, 393.75 ], "content": "also possible that it is the passengers themselves who are running late.", "type": "text" } ] }, { "bbox": [ 318, 394.25, 558, 403.75 ], "spans": [ { "bbox": [ 317, 394.25, 558, 403.75 ], "content": "They may be planning to take a train scheduled to depart at a certain", "type": "text" } ] }, { "bbox": [ 318, 404.25, 558, 414.75 ], "spans": [ { "bbox": [ 316, 404.25, 559, 414.75 ], "content": "time but, because of uncontrollable circumstances or their own poor", "type": "text" } ] }, { "bbox": [ 318, 415.25, 536, 428 ], "spans": [ { "bbox": [ 315, 415.25, 536, 428 ], "content": " planning, arrive at the station shortly after that departure time.", "type": "text" } ] } ] }, { "type": "image", "bbox": [ 53, 444, 558, 732 ], "blocks": [ { "bbox": [ 53, 444, 558, 714 ], "type": "image_body", "lines": [ { "bbox": [ 53, 444, 558, 714 ], "spans": [ { "bbox": [ 53, 444, 558, 714 ], "type": "image", "image_path": "ade33c557a5a547b158ccdc0ef2a0d0f045649bf299a5e5bf0477c3d0f8df562.jpg" } ] } ] }, { "bbox": [ 53, 721, 311, 732 ], "type": "image_caption", "lines": [] } ] } ] }, { "preproc_blocks": [ { "type": "image", "bbox": [ 70, 62, 535, 418 ], "blocks": [ { "bbox": [ 70, 62, 535, 400 ], "type": "image_body", "lines": [ { "bbox": [ 70, 62, 535, 400 ], "spans": [ { "bbox": [ 70, 62, 535, 400 ], "type": "image", "image_path": "de28a636c623d940289ea5653078c226885711cffbf5a66e290ecdb6bc805c73.jpg" } ] } ] }, { "bbox": [ 71, 407, 499, 418 ], "type": "image_caption", "lines": [ { "bbox": [ 469, 407, 497, 417 ], "spans": [ { "bbox": [ 469, 407, 497, 417 ], "content": "10\\;\\mathsf{m i n}]", "type": "inline_equation" } ] } ] } ] }, { "type": "text", "bbox": [ 53, 435, 294, 546 ], "lines": [ { "bbox": [ 61, 435, 294, 445.75 ], "spans": [ { "bbox": [ 62, 435, 294, 445.75 ], "content": "Figure 4 shows the mean waiting time, for each line and time period,", "type": "text" } ] }, { "bbox": [ 53, 446.25, 294, 456.75 ], "spans": [ { "bbox": [ 53, 446.25, 295, 456.75 ], "content": "under two models of passenger behavior and train operations: random", "type": "text" } ] }, { "bbox": [ 53, 457.25, 294, 467.75 ], "spans": [ { "bbox": [ 53, 457.25, 295, 467.75 ], "content": "incidence versus timetable-dependent incidence. In the first case, it is", "type": "text" } ] }, { "bbox": [ 53, 468.25, 294, 478.75 ], "spans": [ { "bbox": [ 54, 468.25, 294, 478.75 ], "content": "assumed that all passengers are randomly incident to constant head-", "type": "text" } ] }, { "bbox": [ 53, 479.25, 294, 489.75 ], "spans": [ { "bbox": [ 54, 479.25, 295, 489.75 ], "content": "way services, so the mean waiting time is calculated as half the mean", "type": "text" } ] }, { "bbox": [ 53, 490.25, 294, 500.75 ], "spans": [ { "bbox": [ 52, 490.25, 295, 500.75 ], "content": "incidence headway. In the second case, no behavioral assumption is", "type": "text" } ] }, { "bbox": [ 53, 501.25, 294, 511.75 ], "spans": [ { "bbox": [ 54, 501.25, 295, 511.75 ], "content": "made and all trains are assumed to run as per the timetable, so the", "type": "text" } ] }, { "bbox": [ 53, 512.25, 294, 522 ], "spans": [ { "bbox": [ 53, 512.25, 294, 522 ], "content": "observed mean waiting time is calculated as the mean SWT. Figure 4", "type": "text" } ] }, { "bbox": [ 53, 523, 294, 533 ], "spans": [ { "bbox": [ 52, 523, 295, 533 ], "content": "thus indicates the effects of the observed incidence behaviors", "type": "text" } ] }, { "bbox": [ 53, 534, 275, 546 ], "spans": [ { "bbox": [ 53, 534, 275, 546 ], "content": "(compared with random incidence) on passenger waiting times.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 545, 294, 644 ], "lines": [ { "bbox": [ 61, 545, 294, 555.75 ], "spans": [ { "bbox": [ 61, 545, 293, 555.75 ], "content": "On the NLL, the relatively slight skew in the incidence distribu-", "type": "text" } ] }, { "bbox": [ 53, 556.25, 294, 566.75 ], "spans": [ { "bbox": [ 52, 556.25, 294, 566.75 ], "content": "tions translates into relatively small impacts on waiting time. In the", "type": "text" } ] }, { "bbox": [ 53, 567, 294, 577.75 ], "spans": [ { "bbox": [ 52, 567, 273, 577.75 ], "content": "morning peak, timetable dependence decreases waiting time by", "type": "text" }, { "bbox": [ 274, 567.25, 294, 577.75 ], "content": "7.2\\%", "type": "inline_equation" } ] }, { "bbox": [ 53, 578, 294, 588.75 ], "spans": [ { "bbox": [ 53, 578, 96.75, 588.75 ], "content": "from 6.82 to", "type": "text" }, { "bbox": [ 97.25, 578.25, 130, 588.75 ], "content": "6.33\\,\\mathrm{min}", "type": "inline_equation" }, { "bbox": [ 131, 578.25, 295, 587.75 ], "content": "(about 30 s). In the interpeak and evening peak", "type": "text" } ] }, { "bbox": [ 53, 588, 294, 598.75 ], "spans": [ { "bbox": [ 53, 589.25, 163.75, 598.75 ], "content": "periods, the reductions are only", "type": "text" }, { "bbox": [ 164.25, 589.25, 184.75, 598.75 ], "content": "0.2\\%", "type": "inline_equation" }, { "bbox": [ 185.25, 588, 199, 598.75 ], "content": "and", "type": "text" }, { "bbox": [ 200, 588.25, 219, 598.75 ], "content": "2.2\\%", "type": "inline_equation" }, { "bbox": [ 220, 588, 295, 598.75 ], "content": ", respectively. On the", "type": "text" } ] }, { "bbox": [ 53, 599.25, 294, 610 ], "spans": [ { "bbox": [ 53, 599.25, 293, 610 ], "content": "GOB, however, the implications of timetable dependence are substan-", "type": "text" } ] }, { "bbox": [ 53, 611, 294, 622 ], "spans": [ { "bbox": [ 53, 611, 242.75, 621.75 ], "content": "tial. In the morning peak, the waiting time decreases by", "type": "text" }, { "bbox": [ 243.25, 611, 260, 621.75 ], "content": "29\\%", "type": "inline_equation" }, { "bbox": [ 264, 611, 293, 622 ], "content": "3.1\\,\\mathrm{min})", "type": "inline_equation" } ] }, { "bbox": [ 53, 622, 294, 632.75 ], "spans": [ { "bbox": [ 53, 622, 97.75, 632.75 ], "content": "from 10.5 to", "type": "text" }, { "bbox": [ 98.25, 622.25, 126.75, 632.75 ], "content": "7.4\\,\\mathrm{{min}}", "type": "inline_equation" }, { "bbox": [ 127.25, 622.25, 295, 632.75 ], "content": ". In the interpeak and evening peak periods, the", "type": "text" } ] }, { "bbox": [ 53, 633, 220, 644 ], "spans": [ { "bbox": [ 53, 633.25, 104.75, 644 ], "content": "reductions are", "type": "text" }, { "bbox": [ 105.25, 633.25, 129.75, 644 ], "content": "20.4\\%", "type": "inline_equation" }, { "bbox": [ 130.25, 633, 145.75, 644 ], "content": "and", "type": "text" }, { "bbox": [ 146.25, 633.25, 170, 644 ], "content": "17.5\\%", "type": "inline_equation" }, { "bbox": [ 171, 633, 220, 644 ], "content": ", respectively.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 644, 294, 732 ], "lines": [ { "bbox": [ 61, 644, 294, 654.75 ], "spans": [ { "bbox": [ 61, 644, 294, 654.75 ], "content": "Transit assignment models often make an assumption that no ser-", "type": "text" } ] }, { "bbox": [ 53, 655.25, 294, 665.75 ], "spans": [ { "bbox": [ 53, 655.25, 295, 665.75 ], "content": "vice would be assigned a mean passenger waiting time over a certain", "type": "text" } ] }, { "bbox": [ 53, 666, 294, 676.75 ], "spans": [ { "bbox": [ 53, 666, 106.75, 676.75 ], "content": "threshold, say,", "type": "text" }, { "bbox": [ 107.25, 666.25, 133.75, 676.75 ], "content": "10\\;\\mathrm{{min}}", "type": "inline_equation" }, { "bbox": [ 134.25, 666, 295, 676.75 ], "content": "in the London Overground case. The results", "type": "text" } ] }, { "bbox": [ 53, 677.25, 294, 687.75 ], "spans": [ { "bbox": [ 53, 677.25, 294, 687.75 ], "content": "of this section lend support to this assumption. Regular weekday", "type": "text" } ] }, { "bbox": [ 53, 688.25, 294, 698.75 ], "spans": [ { "bbox": [ 53, 689, 238.75, 698.75 ], "content": "headways on the Overground network go as high as", "type": "text" }, { "bbox": [ 239.25, 688.25, 265, 697 ], "content": "30\\,\\mathrm{{min}}", "type": "inline_equation" }, { "bbox": [ 266, 689, 294, 698.75 ], "content": ",but the", "type": "text" } ] }, { "bbox": [ 53, 699, 294, 710 ], "spans": [ { "bbox": [ 53, 699, 159.75, 710 ], "content": "observed mean SWT is above", "type": "text" }, { "bbox": [ 160.25, 699.25, 185.75, 709.75 ], "content": "11\\,\\mathrm{{min}}", "type": "inline_equation" }, { "bbox": [ 186.25, 699.25, 295, 710 ], "content": "in only two cases (on the West", "type": "text" } ] }, { "bbox": [ 53, 710.25, 294, 720.75 ], "spans": [ { "bbox": [ 53, 710.25, 295, 720.75 ], "content": "London Line during the interpeak and evening time periods) and is", "type": "text" } ] }, { "bbox": [ 53, 721, 131, 732 ], "spans": [ { "bbox": [ 52, 721, 98, 732 ], "content": "never above", "type": "text" }, { "bbox": [ 99, 721.25, 131, 732 ], "content": "12.1\\,\\mathrm{min}", "type": "inline_equation" } ] } ] }, { "type": "title", "bbox": [ 318, 433, 468, 445 ], "lines": [ { "bbox": [ 316, 434, 469, 445 ], "spans": [ { "bbox": [ 316, 434, 469, 445 ], "content": "DISCUSSION AND CONCLUSIONS", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 455, 558, 501 ], "lines": [ { "bbox": [ 317, 455, 558, 464.75 ], "spans": [ { "bbox": [ 317, 455, 558, 464.75 ], "content": "This paper developed a methodology to relate disaggregate AFC", "type": "text" } ] }, { "bbox": [ 317, 465.25, 558, 477.75 ], "spans": [ { "bbox": [ 316, 465.25, 559, 477.75 ], "content": "journey data to published timetables for the purpose of studying", "type": "text" } ] }, { "bbox": [ 317, 478.25, 558, 486.75 ], "spans": [ { "bbox": [ 317, 478.25, 559, 486.75 ], "content": "passenger incidence behavior and applied this methodology to the", "type": "text" } ] }, { "bbox": [ 317, 487.25, 411, 501 ], "spans": [ { "bbox": [ 316, 487.25, 411, 501 ], "content": "London Overground (16).", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 497, 558, 599 ], "lines": [ { "bbox": [ 324, 497, 558, 510.75 ], "spans": [ { "bbox": [ 324, 497, 558, 510.75 ], "content": " The following conclusions are drawn about the methodology", "type": "text" } ] }, { "bbox": [ 317, 511.25, 558, 521.75 ], "spans": [ { "bbox": [ 316, 511.25, 558, 521.75 ], "content": "developed here. First, it can be used to study passenger incidence", "type": "text" } ] }, { "bbox": [ 317, 522.25, 558, 531.75 ], "spans": [ { "bbox": [ 316, 522.25, 558, 531.75 ], "content": "behavior using large samples of disaggregate journey data from", "type": "text" } ] }, { "bbox": [ 317, 532.25, 558, 543.75 ], "spans": [ { "bbox": [ 316, 532.25, 558, 543.75 ], "content": "AFC systems such as the Oyster smartcard system. Second, the", "type": "text" } ] }, { "bbox": [ 317, 544.25, 558, 554.75 ], "spans": [ { "bbox": [ 317, 544.25, 559, 554.75 ], "content": "methodology can for each passenger journey estimate SWT and", "type": "text" } ] }, { "bbox": [ 317, 555.25, 558, 565.75 ], "spans": [ { "bbox": [ 316, 555.25, 558, 565.75 ], "content": "incidence headway under heterogeneous conditions. Finally, this", "type": "text" } ] }, { "bbox": [ 317, 566.25, 558, 576.75 ], "spans": [ { "bbox": [ 317, 566.25, 559, 576.75 ], "content": "methodology is able to efficiently process millions of data records", "type": "text" } ] }, { "bbox": [ 317, 577.25, 558, 587.75 ], "spans": [ { "bbox": [ 316, 577.25, 559, 587.75 ], "content": "and can be implemented using open standard timetable formats and", "type": "text" } ] }, { "bbox": [ 317, 588.25, 386, 599 ], "spans": [ { "bbox": [ 316, 588.25, 386, 599 ], "content": "free software tools.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 599, 558, 689 ], "lines": [ { "bbox": [ 324, 599, 558, 610.75 ], "spans": [ { "bbox": [ 325, 599, 558, 610.75 ], "content": "As a limitation the proposed method hinges on the schedule-", "type": "text" } ] }, { "bbox": [ 317, 611.25, 558, 621.75 ], "spans": [ { "bbox": [ 316, 611.25, 559, 621.75 ], "content": "based assignment, for which there are unsolved methodological", "type": "text" } ] }, { "bbox": [ 317, 622.25, 558, 631.75 ], "spans": [ { "bbox": [ 316, 622.25, 559, 631.75 ], "content": "issues such as station congestion or train crowding. The London", "type": "text" } ] }, { "bbox": [ 317, 632.25, 558, 641.75 ], "spans": [ { "bbox": [ 316, 632.25, 558, 641.75 ], "content": "Overground is a relatively simple network (i.e., compared with the", "type": "text" } ] }, { "bbox": [ 317, 642.25, 558, 654.75 ], "spans": [ { "bbox": [ 315, 642.25, 558, 654.75 ], "content": "London Underground), so that the methodology would not be sub-", "type": "text" } ] }, { "bbox": [ 317, 655.25, 558, 665.75 ], "spans": [ { "bbox": [ 316, 655.25, 558, 665.75 ], "content": "ject to those issues. As the inner workings of schedule-based assign-", "type": "text" } ] }, { "bbox": [ 317, 666.25, 558, 676.75 ], "spans": [ { "bbox": [ 316, 666.25, 559, 676.75 ], "content": "ment improve, the method of this paper will continue to become", "type": "text" } ] }, { "bbox": [ 317, 677.25, 407, 689 ], "spans": [ { "bbox": [ 316, 677.25, 407, 689 ], "content": "more broadly applicable.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 686, 558, 733 ], "lines": [ { "bbox": [ 324, 686, 558, 699.75 ], "spans": [ { "bbox": [ 324, 686, 558, 699.75 ], "content": "With respect to the London Overground, the following conclu-", "type": "text" } ] }, { "bbox": [ 317, 700.25, 558, 709.75 ], "spans": [ { "bbox": [ 316, 700.25, 558, 709.75 ], "content": "sions can be drawn. Generally, passenger incidence behavior varies", "type": "text" } ] }, { "bbox": [ 317, 710.25, 558, 720.75 ], "spans": [ { "bbox": [ 317, 710.25, 558, 720.75 ], "content": "across the network and across times of day, and the differences reflect", "type": "text" } ] }, { "bbox": [ 317, 721.25, 558, 733 ], "spans": [ { "bbox": [ 317, 721.25, 558, 733 ], "content": "different headways, reliability of service, and time of day (indicating", "type": "text" } ] }, { "bbox": [ 53, 62, 294, 72.75 ], "spans": [ { "bbox": [ 52, 62, 295, 72.75 ], "content": "different knowledge of the network and sensitivity to time); these", "type": "text" } ] }, { "bbox": [ 53, 73.25, 294, 82.75 ], "spans": [ { "bbox": [ 52, 73.25, 295, 82.75 ], "content": "findings reflect the findings in the literature to date. Specifically, inci-", "type": "text" } ] }, { "bbox": [ 53, 83.25, 294, 95.75 ], "spans": [ { "bbox": [ 52, 83.25, 295, 95.75 ], "content": "dence appears to be much less timetable dependent on the NLL than", "type": "text" } ] }, { "bbox": [ 53, 96.25, 294, 105.75 ], "spans": [ { "bbox": [ 52, 96.25, 294, 105.75 ], "content": " on the other Overground lines because of shorter headways and less", "type": "text" } ] }, { "bbox": [ 53, 106.25, 294, 116.75 ], "spans": [ { "bbox": [ 52, 106.25, 295, 116.75 ], "content": "reliable service on this line as compared with others. The method", "type": "text" } ] }, { "bbox": [ 53, 117.25, 294, 126.75 ], "spans": [ { "bbox": [ 52, 117.25, 294, 126.75 ], "content": "and results of the paper also provide one service quality measure,", "type": "text" } ] }, { "bbox": [ 53, 127.25, 294, 138.75 ], "spans": [ { "bbox": [ 51, 127.25, 294, 138.75 ], "content": " SWT, for the entire Overground network. On the GOB, Watford DC,", "type": "text" } ] }, { "bbox": [ 53, 139.25, 294, 148.75 ], "spans": [ { "bbox": [ 53, 139.25, 295, 148.75 ], "content": "and West London lines, where incidence behavior is more timetable-", "type": "text" } ] }, { "bbox": [ 53, 149, 294, 160.75 ], "spans": [ { "bbox": [ 50, 149.25, 269.75, 159.75 ], "content": " dependent, passengers reduce their mean SWT by more than", "type": "text" }, { "bbox": [ 270.25, 149, 291, 160.75 ], "content": "3\\;\\mathrm{{min}}", "type": "inline_equation" } ] }, { "bbox": [ 53, 160.25, 294, 172 ], "spans": [ { "bbox": [ 52, 160.25, 84, 172 ], "content": "or up to", "type": "text" }, { "bbox": [ 85, 161.25, 102, 171.75 ], "content": "30\\%", "type": "inline_equation" }, { "bbox": [ 103, 161.25, 294, 172 ], "content": ", during daytime hours compared with random inci-", "type": "text" } ] }, { "bbox": [ 53, 172.25, 294, 182.75 ], "spans": [ { "bbox": [ 52, 172.25, 295, 182.75 ], "content": "dence behavior. On the NLL, such reductions are much smaller, in", "type": "text" } ] }, { "bbox": [ 53, 183.25, 262, 194 ], "spans": [ { "bbox": [ 52, 183.25, 262, 194 ], "content": "some cases nearly zero, in both relative and absolute terms.", "type": "text" } ] } ] } ], "layout_bboxes": [ { "layout_bbox": [ 0, 62, 612.0, 418 ], "layout_label": "H", "sub_layout": [] }, { "layout_bbox": [ 53, 433, 294, 732 ], "layout_label": "V", "sub_layout": [] }, { "layout_bbox": [ 317, 433, 558, 732 ], "layout_label": "V", "sub_layout": [] } ], "page_idx": 7, "page_size": [ 612.0, 792.0 ], "_layout_tree": [ { "layout_bbox": [ 0, 62, 612.0, 418 ], "layout_label": "H", "sub_layout": [] }, { "layout_bbox": [ 0, 433, 612.0, 732 ], "layout_label": "V", "sub_layout": [ { "layout_bbox": [ 53, 433, 558, 732 ], "layout_label": "H", "sub_layout": [ { "layout_bbox": [ 53, 433, 294, 732 ], "layout_label": "V", "sub_layout": [] }, { "layout_bbox": [ 317, 433, 558, 732 ], "layout_label": "V", "sub_layout": [] } ] } ] } ], "images": [ { "type": "image", "bbox": [ 70, 62, 535, 418 ], "blocks": [ { "bbox": [ 70, 62, 535, 400 ], "type": "image_body", "lines": [ { "bbox": [ 70, 62, 535, 400 ], "spans": [ { "bbox": [ 70, 62, 535, 400 ], "type": "image", "image_path": "de28a636c623d940289ea5653078c226885711cffbf5a66e290ecdb6bc805c73.jpg" } ] } ] }, { "bbox": [ 71, 407, 499, 418 ], "type": "image_caption", "lines": [ { "bbox": [ 469, 407, 497, 417 ], "spans": [ { "bbox": [ 469, 407, 497, 417 ], "content": "10\\;\\mathsf{m i n}]", "type": "inline_equation" } ] } ] } ] } ], "tables": [], "interline_equations": [], "discarded_blocks": [ { "bbox": [ 547, 35, 558, 43 ] }, { "bbox": [ 53, 36, 114, 43 ] } ], "para_blocks": [ { "type": "image", "bbox": [ 70, 62, 535, 418 ], "blocks": [ { "bbox": [ 70, 62, 535, 400 ], "type": "image_body", "lines": [ { "bbox": [ 70, 62, 535, 400 ], "spans": [ { "bbox": [ 70, 62, 535, 400 ], "type": "image", "image_path": "de28a636c623d940289ea5653078c226885711cffbf5a66e290ecdb6bc805c73.jpg" } ] } ] }, { "bbox": [ 71, 407, 499, 418 ], "type": "image_caption", "lines": [ { "bbox": [ 469, 407, 497, 417 ], "spans": [ { "bbox": [ 469, 407, 497, 417 ], "content": "10\\;\\mathsf{m i n}]", "type": "inline_equation" } ] } ] } ] }, { "type": "text", "bbox": [ 53, 435, 294, 546 ], "lines": [ { "bbox": [ 61, 435, 294, 445.75 ], "spans": [ { "bbox": [ 62, 435, 294, 445.75 ], "content": "Figure 4 shows the mean waiting time, for each line and time period,", "type": "text" } ] }, { "bbox": [ 53, 446.25, 294, 456.75 ], "spans": [ { "bbox": [ 53, 446.25, 295, 456.75 ], "content": "under two models of passenger behavior and train operations: random", "type": "text" } ] }, { "bbox": [ 53, 457.25, 294, 467.75 ], "spans": [ { "bbox": [ 53, 457.25, 295, 467.75 ], "content": "incidence versus timetable-dependent incidence. In the first case, it is", "type": "text" } ] }, { "bbox": [ 53, 468.25, 294, 478.75 ], "spans": [ { "bbox": [ 54, 468.25, 294, 478.75 ], "content": "assumed that all passengers are randomly incident to constant head-", "type": "text" } ] }, { "bbox": [ 53, 479.25, 294, 489.75 ], "spans": [ { "bbox": [ 54, 479.25, 295, 489.75 ], "content": "way services, so the mean waiting time is calculated as half the mean", "type": "text" } ] }, { "bbox": [ 53, 490.25, 294, 500.75 ], "spans": [ { "bbox": [ 52, 490.25, 295, 500.75 ], "content": "incidence headway. In the second case, no behavioral assumption is", "type": "text" } ] }, { "bbox": [ 53, 501.25, 294, 511.75 ], "spans": [ { "bbox": [ 54, 501.25, 295, 511.75 ], "content": "made and all trains are assumed to run as per the timetable, so the", "type": "text" } ] }, { "bbox": [ 53, 512.25, 294, 522 ], "spans": [ { "bbox": [ 53, 512.25, 294, 522 ], "content": "observed mean waiting time is calculated as the mean SWT. Figure 4", "type": "text" } ] }, { "bbox": [ 53, 523, 294, 533 ], "spans": [ { "bbox": [ 52, 523, 295, 533 ], "content": "thus indicates the effects of the observed incidence behaviors", "type": "text" } ] }, { "bbox": [ 53, 534, 275, 546 ], "spans": [ { "bbox": [ 53, 534, 275, 546 ], "content": "(compared with random incidence) on passenger waiting times.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 545, 294, 644 ], "lines": [ { "bbox": [ 61, 545, 294, 555.75 ], "spans": [ { "bbox": [ 61, 545, 293, 555.75 ], "content": "On the NLL, the relatively slight skew in the incidence distribu-", "type": "text" } ] }, { "bbox": [ 53, 556.25, 294, 566.75 ], "spans": [ { "bbox": [ 52, 556.25, 294, 566.75 ], "content": "tions translates into relatively small impacts on waiting time. In the", "type": "text" } ] }, { "bbox": [ 53, 567, 294, 577.75 ], "spans": [ { "bbox": [ 52, 567, 273, 577.75 ], "content": "morning peak, timetable dependence decreases waiting time by", "type": "text" }, { "bbox": [ 274, 567.25, 294, 577.75 ], "content": "7.2\\%", "type": "inline_equation" } ] }, { "bbox": [ 53, 578, 294, 588.75 ], "spans": [ { "bbox": [ 53, 578, 96.75, 588.75 ], "content": "from 6.82 to", "type": "text" }, { "bbox": [ 97.25, 578.25, 130, 588.75 ], "content": "6.33\\,\\mathrm{min}", "type": "inline_equation" }, { "bbox": [ 131, 578.25, 295, 587.75 ], "content": "(about 30 s). In the interpeak and evening peak", "type": "text" } ] }, { "bbox": [ 53, 588, 294, 598.75 ], "spans": [ { "bbox": [ 53, 589.25, 163.75, 598.75 ], "content": "periods, the reductions are only", "type": "text" }, { "bbox": [ 164.25, 589.25, 184.75, 598.75 ], "content": "0.2\\%", "type": "inline_equation" }, { "bbox": [ 185.25, 588, 199, 598.75 ], "content": "and", "type": "text" }, { "bbox": [ 200, 588.25, 219, 598.75 ], "content": "2.2\\%", "type": "inline_equation" }, { "bbox": [ 220, 588, 295, 598.75 ], "content": ", respectively. On the", "type": "text" } ] }, { "bbox": [ 53, 599.25, 294, 610 ], "spans": [ { "bbox": [ 53, 599.25, 293, 610 ], "content": "GOB, however, the implications of timetable dependence are substan-", "type": "text" } ] }, { "bbox": [ 53, 611, 294, 622 ], "spans": [ { "bbox": [ 53, 611, 242.75, 621.75 ], "content": "tial. In the morning peak, the waiting time decreases by", "type": "text" }, { "bbox": [ 243.25, 611, 260, 621.75 ], "content": "29\\%", "type": "inline_equation" }, { "bbox": [ 264, 611, 293, 622 ], "content": "3.1\\,\\mathrm{min})", "type": "inline_equation" } ] }, { "bbox": [ 53, 622, 294, 632.75 ], "spans": [ { "bbox": [ 53, 622, 97.75, 632.75 ], "content": "from 10.5 to", "type": "text" }, { "bbox": [ 98.25, 622.25, 126.75, 632.75 ], "content": "7.4\\,\\mathrm{{min}}", "type": "inline_equation" }, { "bbox": [ 127.25, 622.25, 295, 632.75 ], "content": ". In the interpeak and evening peak periods, the", "type": "text" } ] }, { "bbox": [ 53, 633, 220, 644 ], "spans": [ { "bbox": [ 53, 633.25, 104.75, 644 ], "content": "reductions are", "type": "text" }, { "bbox": [ 105.25, 633.25, 129.75, 644 ], "content": "20.4\\%", "type": "inline_equation" }, { "bbox": [ 130.25, 633, 145.75, 644 ], "content": "and", "type": "text" }, { "bbox": [ 146.25, 633.25, 170, 644 ], "content": "17.5\\%", "type": "inline_equation" }, { "bbox": [ 171, 633, 220, 644 ], "content": ", respectively.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 644, 294, 732 ], "lines": [ { "bbox": [ 61, 644, 294, 654.75 ], "spans": [ { "bbox": [ 61, 644, 294, 654.75 ], "content": "Transit assignment models often make an assumption that no ser-", "type": "text" } ] }, { "bbox": [ 53, 655.25, 294, 665.75 ], "spans": [ { "bbox": [ 53, 655.25, 295, 665.75 ], "content": "vice would be assigned a mean passenger waiting time over a certain", "type": "text" } ] }, { "bbox": [ 53, 666, 294, 676.75 ], "spans": [ { "bbox": [ 53, 666, 106.75, 676.75 ], "content": "threshold, say,", "type": "text" }, { "bbox": [ 107.25, 666.25, 133.75, 676.75 ], "content": "10\\;\\mathrm{{min}}", "type": "inline_equation" }, { "bbox": [ 134.25, 666, 295, 676.75 ], "content": "in the London Overground case. The results", "type": "text" } ] }, { "bbox": [ 53, 677.25, 294, 687.75 ], "spans": [ { "bbox": [ 53, 677.25, 294, 687.75 ], "content": "of this section lend support to this assumption. Regular weekday", "type": "text" } ] }, { "bbox": [ 53, 688.25, 294, 698.75 ], "spans": [ { "bbox": [ 53, 689, 238.75, 698.75 ], "content": "headways on the Overground network go as high as", "type": "text" }, { "bbox": [ 239.25, 688.25, 265, 697 ], "content": "30\\,\\mathrm{{min}}", "type": "inline_equation" }, { "bbox": [ 266, 689, 294, 698.75 ], "content": ",but the", "type": "text" } ] }, { "bbox": [ 53, 699, 294, 710 ], "spans": [ { "bbox": [ 53, 699, 159.75, 710 ], "content": "observed mean SWT is above", "type": "text" }, { "bbox": [ 160.25, 699.25, 185.75, 709.75 ], "content": "11\\,\\mathrm{{min}}", "type": "inline_equation" }, { "bbox": [ 186.25, 699.25, 295, 710 ], "content": "in only two cases (on the West", "type": "text" } ] }, { "bbox": [ 53, 710.25, 294, 720.75 ], "spans": [ { "bbox": [ 53, 710.25, 295, 720.75 ], "content": "London Line during the interpeak and evening time periods) and is", "type": "text" } ] }, { "bbox": [ 53, 721, 131, 732 ], "spans": [ { "bbox": [ 52, 721, 98, 732 ], "content": "never above", "type": "text" }, { "bbox": [ 99, 721.25, 131, 732 ], "content": "12.1\\,\\mathrm{min}", "type": "inline_equation" } ] } ] }, { "type": "title", "bbox": [ 318, 433, 468, 445 ], "lines": [ { "bbox": [ 316, 434, 469, 445 ], "spans": [ { "bbox": [ 316, 434, 469, 445 ], "content": "DISCUSSION AND CONCLUSIONS", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 455, 558, 501 ], "lines": [ { "bbox": [ 317, 455, 558, 464.75 ], "spans": [ { "bbox": [ 317, 455, 558, 464.75 ], "content": "This paper developed a methodology to relate disaggregate AFC", "type": "text" } ] }, { "bbox": [ 317, 465.25, 558, 477.75 ], "spans": [ { "bbox": [ 316, 465.25, 559, 477.75 ], "content": "journey data to published timetables for the purpose of studying", "type": "text" } ] }, { "bbox": [ 317, 478.25, 558, 486.75 ], "spans": [ { "bbox": [ 317, 478.25, 559, 486.75 ], "content": "passenger incidence behavior and applied this methodology to the", "type": "text" } ] }, { "bbox": [ 317, 487.25, 411, 501 ], "spans": [ { "bbox": [ 316, 487.25, 411, 501 ], "content": "London Overground (16).", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 497, 558, 599 ], "lines": [ { "bbox": [ 324, 497, 558, 510.75 ], "spans": [ { "bbox": [ 324, 497, 558, 510.75 ], "content": " The following conclusions are drawn about the methodology", "type": "text" } ] }, { "bbox": [ 317, 511.25, 558, 521.75 ], "spans": [ { "bbox": [ 316, 511.25, 558, 521.75 ], "content": "developed here. First, it can be used to study passenger incidence", "type": "text" } ] }, { "bbox": [ 317, 522.25, 558, 531.75 ], "spans": [ { "bbox": [ 316, 522.25, 558, 531.75 ], "content": "behavior using large samples of disaggregate journey data from", "type": "text" } ] }, { "bbox": [ 317, 532.25, 558, 543.75 ], "spans": [ { "bbox": [ 316, 532.25, 558, 543.75 ], "content": "AFC systems such as the Oyster smartcard system. Second, the", "type": "text" } ] }, { "bbox": [ 317, 544.25, 558, 554.75 ], "spans": [ { "bbox": [ 317, 544.25, 559, 554.75 ], "content": "methodology can for each passenger journey estimate SWT and", "type": "text" } ] }, { "bbox": [ 317, 555.25, 558, 565.75 ], "spans": [ { "bbox": [ 316, 555.25, 558, 565.75 ], "content": "incidence headway under heterogeneous conditions. Finally, this", "type": "text" } ] }, { "bbox": [ 317, 566.25, 558, 576.75 ], "spans": [ { "bbox": [ 317, 566.25, 559, 576.75 ], "content": "methodology is able to efficiently process millions of data records", "type": "text" } ] }, { "bbox": [ 317, 577.25, 558, 587.75 ], "spans": [ { "bbox": [ 316, 577.25, 559, 587.75 ], "content": "and can be implemented using open standard timetable formats and", "type": "text" } ] }, { "bbox": [ 317, 588.25, 386, 599 ], "spans": [ { "bbox": [ 316, 588.25, 386, 599 ], "content": "free software tools.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 599, 558, 689 ], "lines": [ { "bbox": [ 324, 599, 558, 610.75 ], "spans": [ { "bbox": [ 325, 599, 558, 610.75 ], "content": "As a limitation the proposed method hinges on the schedule-", "type": "text" } ] }, { "bbox": [ 317, 611.25, 558, 621.75 ], "spans": [ { "bbox": [ 316, 611.25, 559, 621.75 ], "content": "based assignment, for which there are unsolved methodological", "type": "text" } ] }, { "bbox": [ 317, 622.25, 558, 631.75 ], "spans": [ { "bbox": [ 316, 622.25, 559, 631.75 ], "content": "issues such as station congestion or train crowding. The London", "type": "text" } ] }, { "bbox": [ 317, 632.25, 558, 641.75 ], "spans": [ { "bbox": [ 316, 632.25, 558, 641.75 ], "content": "Overground is a relatively simple network (i.e., compared with the", "type": "text" } ] }, { "bbox": [ 317, 642.25, 558, 654.75 ], "spans": [ { "bbox": [ 315, 642.25, 558, 654.75 ], "content": "London Underground), so that the methodology would not be sub-", "type": "text" } ] }, { "bbox": [ 317, 655.25, 558, 665.75 ], "spans": [ { "bbox": [ 316, 655.25, 558, 665.75 ], "content": "ject to those issues. As the inner workings of schedule-based assign-", "type": "text" } ] }, { "bbox": [ 317, 666.25, 558, 676.75 ], "spans": [ { "bbox": [ 316, 666.25, 559, 676.75 ], "content": "ment improve, the method of this paper will continue to become", "type": "text" } ] }, { "bbox": [ 317, 677.25, 407, 689 ], "spans": [ { "bbox": [ 316, 677.25, 407, 689 ], "content": "more broadly applicable.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 317, 686, 558, 733 ], "lines": [ { "bbox": [ 324, 686, 558, 699.75 ], "spans": [ { "bbox": [ 324, 686, 558, 699.75 ], "content": "With respect to the London Overground, the following conclu-", "type": "text" } ] }, { "bbox": [ 317, 700.25, 558, 709.75 ], "spans": [ { "bbox": [ 316, 700.25, 558, 709.75 ], "content": "sions can be drawn. Generally, passenger incidence behavior varies", "type": "text" } ] }, { "bbox": [ 317, 710.25, 558, 720.75 ], "spans": [ { "bbox": [ 317, 710.25, 558, 720.75 ], "content": "across the network and across times of day, and the differences reflect", "type": "text" } ] }, { "bbox": [ 317, 721.25, 558, 733 ], "spans": [ { "bbox": [ 317, 721.25, 558, 733 ], "content": "different headways, reliability of service, and time of day (indicating", "type": "text" } ] }, { "bbox": [ 53, 62, 294, 72.75 ], "spans": [ { "bbox": [ 52, 62, 295, 72.75 ], "content": "different knowledge of the network and sensitivity to time); these", "type": "text" } ] }, { "bbox": [ 53, 73.25, 294, 82.75 ], "spans": [ { "bbox": [ 52, 73.25, 295, 82.75 ], "content": "findings reflect the findings in the literature to date. Specifically, inci-", "type": "text" } ] }, { "bbox": [ 53, 83.25, 294, 95.75 ], "spans": [ { "bbox": [ 52, 83.25, 295, 95.75 ], "content": "dence appears to be much less timetable dependent on the NLL than", "type": "text" } ] }, { "bbox": [ 53, 96.25, 294, 105.75 ], "spans": [ { "bbox": [ 52, 96.25, 294, 105.75 ], "content": " on the other Overground lines because of shorter headways and less", "type": "text" } ] }, { "bbox": [ 53, 106.25, 294, 116.75 ], "spans": [ { "bbox": [ 52, 106.25, 295, 116.75 ], "content": "reliable service on this line as compared with others. The method", "type": "text" } ] }, { "bbox": [ 53, 117.25, 294, 126.75 ], "spans": [ { "bbox": [ 52, 117.25, 294, 126.75 ], "content": "and results of the paper also provide one service quality measure,", "type": "text" } ] }, { "bbox": [ 53, 127.25, 294, 138.75 ], "spans": [ { "bbox": [ 51, 127.25, 294, 138.75 ], "content": " SWT, for the entire Overground network. On the GOB, Watford DC,", "type": "text" } ] }, { "bbox": [ 53, 139.25, 294, 148.75 ], "spans": [ { "bbox": [ 53, 139.25, 295, 148.75 ], "content": "and West London lines, where incidence behavior is more timetable-", "type": "text" } ] }, { "bbox": [ 53, 149, 294, 160.75 ], "spans": [ { "bbox": [ 50, 149.25, 269.75, 159.75 ], "content": " dependent, passengers reduce their mean SWT by more than", "type": "text" }, { "bbox": [ 270.25, 149, 291, 160.75 ], "content": "3\\;\\mathrm{{min}}", "type": "inline_equation" } ] }, { "bbox": [ 53, 160.25, 294, 172 ], "spans": [ { "bbox": [ 52, 160.25, 84, 172 ], "content": "or up to", "type": "text" }, { "bbox": [ 85, 161.25, 102, 171.75 ], "content": "30\\%", "type": "inline_equation" }, { "bbox": [ 103, 161.25, 294, 172 ], "content": ", during daytime hours compared with random inci-", "type": "text" } ] }, { "bbox": [ 53, 172.25, 294, 182.75 ], "spans": [ { "bbox": [ 52, 172.25, 295, 182.75 ], "content": "dence behavior. On the NLL, such reductions are much smaller, in", "type": "text" } ] }, { "bbox": [ 53, 183.25, 262, 194 ], "spans": [ { "bbox": [ 52, 183.25, 262, 194 ], "content": "some cases nearly zero, in both relative and absolute terms.", "type": "text" } ] } ] } ] }, { "preproc_blocks": [ { "type": "text", "bbox": [ 53, 62, 294, 194 ], "lines": [], "lines_deleted": true }, { "type": "text", "bbox": [ 53, 194, 294, 352 ], "lines": [ { "bbox": [ 61, 194, 294, 205.75 ], "spans": [ { "bbox": [ 61, 194, 295, 205.75 ], "content": "The method developed in this paper can support further study", "type": "text" } ] }, { "bbox": [ 53, 206.25, 294, 216.75 ], "spans": [ { "bbox": [ 52, 206.25, 295, 216.75 ], "content": "of passenger incidence behavior in a more systematic way; that is,", "type": "text" } ] }, { "bbox": [ 53, 217.25, 294, 227.75 ], "spans": [ { "bbox": [ 53, 217.25, 295, 227.75 ], "content": "researchers no longer need to select a special subset of stations with", "type": "text" } ] }, { "bbox": [ 53, 228.25, 294, 238.75 ], "spans": [ { "bbox": [ 52, 228.25, 295, 238.75 ], "content": "only one service pattern. The work of Bowman and Turnquist has", "type": "text" } ] }, { "bbox": [ 53, 239.25, 294, 249.75 ], "spans": [ { "bbox": [ 52, 239.25, 295, 249.75 ], "content": "been infuential in shaping the understanding of the relationships", "type": "text" } ] }, { "bbox": [ 53, 250.25, 294, 260.75 ], "spans": [ { "bbox": [ 52, 250.25, 295, 260.75 ], "content": "between headway, reliability, passenger behavior, and waiting time", "type": "text" } ] }, { "bbox": [ 53, 261.25, 294, 272.75 ], "spans": [ { "bbox": [ 51, 261.25, 295, 272.75 ], "content": "(1). Their work should be updated by using the method of this paper so", "type": "text" } ] }, { "bbox": [ 53, 273.25, 294, 283.75 ], "spans": [ { "bbox": [ 52, 273.25, 295, 283.75 ], "content": "that large samples of passenger data across heterogeneous networks", "type": "text" } ] }, { "bbox": [ 53, 284.25, 294, 294.75 ], "spans": [ { "bbox": [ 52, 284.25, 295, 294.75 ], "content": "can be easily analyzed. The London Overground network represents", "type": "text" } ] }, { "bbox": [ 53, 295.25, 294, 305.75 ], "spans": [ { "bbox": [ 53, 295.25, 294, 305.75 ], "content": "an ideal opportunity to conduct such a study because its passengers", "type": "text" } ] }, { "bbox": [ 53, 306.25, 294, 317 ], "spans": [ { "bbox": [ 52, 306.25, 295, 317 ], "content": "can clearly be studied via Oyster data, and its trains are tracked by a", "type": "text" } ] }, { "bbox": [ 53, 318, 294, 329.75 ], "spans": [ { "bbox": [ 52, 318, 295, 329.75 ], "content": "computerized signaling system. After the East London Line opened,", "type": "text" } ] }, { "bbox": [ 53, 330, 294, 339.75 ], "spans": [ { "bbox": [ 52, 330, 219, 339.75 ], "content": "the network has headways ranging from 5 to", "type": "text" }, { "bbox": [ 220, 330.25, 247.75, 339.75 ], "content": "30~\\mathrm{min}", "type": "inline_equation" }, { "bbox": [ 248.25, 330, 295, 339.75 ], "content": "during most", "type": "text" } ] }, { "bbox": [ 53, 340.25, 262, 352 ], "spans": [ { "bbox": [ 52, 340.25, 260, 352 ], "content": "hours of the day, thus providing a good range of variation.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 352, 294, 487 ], "lines": [ { "bbox": [ 61, 352, 294, 362.75 ], "spans": [ { "bbox": [ 62, 352, 295, 362.75 ], "content": "Another application is to study the impact of real-time informa-", "type": "text" } ] }, { "bbox": [ 53, 363.25, 294, 373.75 ], "spans": [ { "bbox": [ 52, 363.25, 295, 373.75 ], "content": "tion. 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For example, actual", "type": "text" } ] }, { "bbox": [ 53, 464.25, 294, 474.75 ], "spans": [ { "bbox": [ 53, 464.25, 295, 474.75 ], "content": "recorded train arrival and departure times (rather than published", "type": "text" } ] }, { "bbox": [ 53, 475.25, 270, 487 ], "spans": [ { "bbox": [ 51, 475.25, 270, 487 ], "content": " timetables) could be used in the schedule-based assignment.", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 53, 507, 154, 518 ], "lines": [ { "bbox": [ 53, 509, 154, 518 ], "spans": [ { "bbox": [ 53, 509, 154, 518 ], "content": "ACKNOWLEDGMENTS", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 528, 294, 595 ], "lines": [ { "bbox": [ 53, 528, 294, 539.75 ], "spans": [ { "bbox": [ 52, 528, 294, 539.75 ], "content": "The authors thank Nigel Wilson for cosupervising the research proj-", "type": "text" } ] }, { "bbox": [ 53, 540.25, 294, 550.75 ], "spans": [ { "bbox": [ 53, 540.25, 295, 550.75 ], "content": "ect and providing critical input to the master's thesis on which this", "type": "text" } ] }, { "bbox": [ 53, 551.25, 294, 560.75 ], "spans": [ { "bbox": [ 52, 551.25, 295, 560.75 ], "content": "paper is based. 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It is crucial to advance the", "type": "text" } ] }, { "bbox": [ 53, 418.25, 294, 429.75 ], "spans": [ { "bbox": [ 51, 418.25, 295, 429.75 ], "content": "understanding of passenger incidence to include the effects of real-", "type": "text" } ] }, { "bbox": [ 53, 430.25, 294, 441.75 ], "spans": [ { "bbox": [ 52, 430.25, 295, 441.75 ], "content": "time information. Such an advance in understanding will require", "type": "text" } ] }, { "bbox": [ 53, 442.25, 294, 452.75 ], "spans": [ { "bbox": [ 53, 442.25, 295, 452.75 ], "content": "careful thinking and research designs, but it should be able to take", "type": "text" } ] }, { "bbox": [ 53, 453.25, 294, 463.75 ], "spans": [ { "bbox": [ 53, 453.25, 295, 463.75 ], "content": "advantage of the methodology developed here. For example, actual", "type": "text" } ] }, { "bbox": [ 53, 464.25, 294, 474.75 ], "spans": [ { "bbox": [ 53, 464.25, 295, 474.75 ], "content": "recorded train arrival and departure times (rather than published", "type": "text" } ] }, { "bbox": [ 53, 475.25, 270, 487 ], "spans": [ { "bbox": [ 51, 475.25, 270, 487 ], "content": " timetables) could be used in the schedule-based assignment.", "type": "text" } ] } ] }, { "type": "title", "bbox": [ 53, 507, 154, 518 ], "lines": [ { "bbox": [ 53, 509, 154, 518 ], "spans": [ { "bbox": [ 53, 509, 154, 518 ], "content": "ACKNOWLEDGMENTS", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 53, 528, 294, 595 ], "lines": [ { "bbox": [ 53, 528, 294, 539.75 ], "spans": [ { "bbox": [ 52, 528, 294, 539.75 ], "content": "The authors thank Nigel Wilson for cosupervising the research proj-", "type": "text" } ] }, { "bbox": [ 53, 540.25, 294, 550.75 ], "spans": [ { "bbox": [ 53, 540.25, 295, 550.75 ], "content": "ect and providing critical input to the master's thesis on which this", "type": "text" } ] }, { "bbox": [ 53, 551.25, 294, 560.75 ], "spans": [ { "bbox": [ 52, 551.25, 295, 560.75 ], "content": "paper is based. The authors also thank Transport for London for pro-", "type": "text" } ] }, { "bbox": [ 53, 561.25, 294, 572.75 ], "spans": [ { "bbox": [ 53, 561.25, 295, 572.75 ], "content": "viding the financial and institutional support for this research, the", "type": "text" } ] }, { "bbox": [ 53, 573.25, 294, 582.75 ], "spans": [ { "bbox": [ 52, 573.25, 295, 582.75 ], "content": " opportunity to work in the agency, and access to the data used in this", "type": "text" } ] }, { "bbox": [ 53, 583.25, 294, 595 ], "spans": [ { "bbox": [ 52, 583.25, 295, 595 ], "content": "paper and specifically thank Oliver Bratton of London Overground", "type": "text" } ] }, { "bbox": [ 318, 62, 559, 72.75 ], "spans": [ { "bbox": [ 316, 62, 559, 72.75 ], "content": "Rail Operations Ltd for insight into the issues and the dynamics of", "type": "text" } ] }, { "bbox": [ 318, 73.25, 439, 84 ], "spans": [ { "bbox": [ 316, 73.25, 439, 84 ], "content": "the London Overground network.", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 318, 62, 559, 84 ], "lines": [], "lines_deleted": true }, { "type": "title", "bbox": [ 318, 105, 378, 116 ], "lines": [ { "bbox": [ 317, 106, 379, 115 ], "spans": [ { "bbox": [ 317, 106, 379, 115 ], "content": "REFERENCES", "type": "text" } ] } ] }, { "type": "text", "bbox": [ 318, 126, 559, 577 ], "lines": [ { "bbox": [ 318, 126, 559, 135.75 ], "spans": [ { "bbox": [ 320, 126, 559, 135.75 ], "content": "1. 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