Study on Optimization for Comprehensive Passenger Hub Layout Planning

Hui Hu, Dengdian Xuan, Li Zhu, Dawei Hu

Study on Optimization for Comprehensive Passenger Hub Layout

Planning
1

Hui Hu, 2Dengdian Xuan, 3Li Zhu, 4Dawei Hu

*1, Corresponding Author
School of Automobile, ChangAn University, Xian, 710064, China,
huhui@chd.edu.cn
2,
Inner Mongolia Transportation Department, Hohhot, 010020, China, xddtiger@126.com
3,
Nantong Automobile Industrial Group Co., Ltd, Nantong, 226000, China,
zhuli0513@hotmail.com
4,
School of Automobile, ChangAn University, Xian, 710064, China, dwhu@chd.edu.cn

Abstract
As an important section of the comprehensive transportation system, the comprehensive passenger
hub is an essential area to jointly connect urban traffic and city transportation. Based on the
traditional four-stage method of traffic planning, a two-stage hub layout planning model with multiple
optimization objectives is built. The model considers the transportation mode while simultaneously
choosing limitation and hub transfer capability, which is more consistent with the practical situation.
Lingo software is utilized to test the model and Genetic Algorithm (GA) is introduced to get the model
solutions. It is proven that the designed algorithm is suitable to find the solutions, especially large
scale problems, with high accuracy, good stability and short time occupancy.

Keywords: Passenger, Hub, Comprehensive Passenger Hub, Planning

1. Introduction
As the important section of comprehensive transportation system, the comprehensive passenger hub
is an essential area for passengers to jointly gather, disperse and transfer, thereby connecting urban
traffic and city transportation. Foreign countries pay much attention to the construction of
comprehensive passenger hub, while China pays more attention to the hub planning. Compared to
foreign cities, domestic hub construction lags behind. Due to transport management system factors, the
construction of hubs lacks unified planning. Therefore, the layout of facilities in the hub is
unreasonable and lacks coordination, leading to long passenger traveling distances, transfer
inconvenience, interference of passenger and car flow, low transfer efficiency and resource waste. With
the development of railway passenger lines, national highway hubs and airports, the planning of
comprehensive passenger hubs is not the only traffic mode station planning. So it is an urgent problem
to consider the demands of different transport modes in hub planning, and to coordinate to plan
different transport modes in comprehensive passenger hub.
From the 1970s, the study of comprehensive passenger hub planning has gradually deepened. K. Y.
Skalov (1990) discussed urban comprehensive transport hub layout, scopes of various transport modes,
rational allocation of transport equipments and how they link to each other [1]. Bandera (1992) studied
the optimal geometries of a series of airport transfer hubs to realize the minimum passenger transfer
distance, providing important reference values for comprehensive passenger hub planning [2][3]. Hong
Yuan and Huapu Lu (2001) put forward a two-stage model for comprehensive passenger hub planning
based on consideration of the convergence of a citys external transport network and its urban network
[4]. Vladimir and Daniel (2002) weighed the effects of time and cost on hub location, building a 0-1
linear planning model for hub location and applied tabu search heuristic algorithms to find the solution
[5]. Shen Lu (2007) built a comprehensive passenger hub location model of center areas with the object
function of maximum population and job positions in the district [6]. Jiancong Wang (2007) built
integrated traffic transfer hub layout models, and evaluated its transfer efficiency and service level [7].
Gelareh and Nickel (2008) proposed a new mixed integer mathematical program for the application of

Journal of Convergence Information Technology(JCIT)

Volume7, Number8, May 2012
doi:10.4156/jcit.vol7.issue8.14

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Study on Optimization for Comprehensive Passenger Hub Layout Planning

Hui Hu, Dengdian Xuan, Li Zhu, Dawei Hu

Hub Location Problems (HLP) in public transport planning. They also put forward accelerated Benders
decomposition algorithm and greedy neighborhood search to find solutions [8]. Qiang Liu (2010)
designed an intermodal stochastic equilibrium assignment model for regional transportation, and
proposed a bi-level programming model to improve the operational efficiency of integrated
transportation system [9]. In summary, based on different objective functions, various hub planning
models are built, among which the basic idea of a 2-stage model is put forward. However, the
constraints of transport modes and routes, as well as hub capacity, are not considered simultaneously.
Relative algorithm is not designed either.

2. The two-stage optimization model comprehensive passenger hub layout

planning
Transportation planning and traffic flow theory is introduced into comprehensive passenger hub
layout planning in order to reflect the dynamic character of the transport network in the hub area. At
the same time, a traffic planning 4-stage method and logistics infrastructure allocation model are
introduced to study the planning model for comprehensive passenger hub layout. In the paper,
comprehensive passenger hub layout planning is composed of two steps.
In the first step, the location and number of the candidate hub is determined with traffic planning
4-stage method [4]. In the second stage model, the final passenger hub is determined from the
candidate hubs, considering the constraints. These include development scale, construction funds and
transport network structure. Through establishing an optimization model and determining the optimal
solution, the passenger travel cost is reduced and transport network efficiency is improved. In the
following, the second stage model is studied in detail.

2.1. Second stage model and related assumptions

The planning area of the comprehensive passenger hub can be simplified to a directed weighed
graph G and G ( N , A, L) , where N , A, L represent the set of city nodes in transport network,
routes between cities and the physical character of roads respectively. There are n city nodes in the
network and N= 1, 2,..., n . With the first stage model, candidate hubs are chosen from the modes

to form the candidate hub set K , while the second stage model helps to identify the final hub from
K . A represents the routes set between n cities and A {aij } . aij (i, j, lij ) is the directed
arc from node i to j .

lij is weight of the road and lij 0 . It is a parameter of the roads physical

character, such as distance, travel time and transport cost. In the paper, the objective function is
passenger travel cost, and here lij refers to passenger travel distance that is the arc length from i to

j . Every city node will produce or attract passengers, which is passenger transportation between cities.
Based on the forecast result of passenger flow volume, O-D matrix W is established, where
W {wij } and wij represents the passenger flow volume between every origin-destination node
pair i, j . Oi represents the passenger flow volume from node i , and D j is the volume to node

j , which is shown in formula (1) and Figure 1.

Oi wij , D j wij
j

(1)

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Hui Hu, Dengdian Xuan, Li Zhu, Dawei Hu

k1

k2

k2

Oi

k1

kp

kp

Dj

Figure 1. Passenger flow volume of OD nodes

There are two kinds of nodes, namely, common nodes and hub nodes. The hub nodes can not only
gather and disperse passengers, but also produce or attract passengers. The common nodes are non-hub
nodes, and can only produce or attract passengers. So passengers can be transferred by hub node, or
transported by common nodes directly [10]. According to this, the transport mode in the network can
be divided into the transport based on hub nodes, and direct transport based on common nodes.
For the transport mode based on hub nodes, passengers produced by cities must gather in hubs, and
then be transported to the target hub through an initial hub. When passengers arrive in the target hub,
they are dispersed. So passengers are transported through two hubs at the most [11]. In summary, there
are three kinds of transport routes based on hub nodes: (1) passengers are produced or attracted by
common nodes and transferred to the target hub through 1 or 2 hub nodes; (2) passengers are produced
by hub nodes and destination is common node, and they can be transported to the destination directly
or through 1 hub node; (3) passengers are produced by common nodes and attracted by hub node.
Passengers can be transported to the target hub directly, or through 1 hub node.
Based on the summary of all transport routes, the comprehensive transport network can be depicted
as in Figure 2.

Figure 2. Simplified comprehensive transport network graph

As shown in Figure 2, the comprehensive transport network has a broader meaning than the
traditional supply-demand balance system. The traditional transport network is based on single hub,
which does not consider the condition of passenger secondary transfer. The network we study
includes three passenger transport routes, which are direct transport routes, single-hub transport
routes and double-hub transport routes.

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2.2. Constructing model

1. Determine objective function
(1) Hub total operation cost
The total operation cost of the hub is one of the planned objectives.

min Z1 yk ( Fk ck xk )

(2)

kK

Z1 is the hub total operation cost. yk explains whether node k is chosen as hub and
yk {0,1} . Fk is the fixed construction cost of hub k . ck is the unit transfer cost of hub k
gathering and dispersing passengers.

xk is the passenger volume through hub k .

(2) Total transport cost of comprehensive transport network

According to different transport routes of the comprehensive transport network, the total transport
cost can be divided into the cost based on hub nodes, and the direct transport cost between nodes.

min Z 2 ( cik ckm cmj ) X ijkm Bijkm Qij cij Bij

iN jN kK mK

(3)

Z 2 is the total transport cost of comprehensive transport network. , is the conversion

1 . cik is the unit transport cost from origin to initial hub. ckm is the unit
between hubs. cmj is the unit transport cost from target hub to destination. Bijkm is

coefficient and
transport cost

decision variable of (0,1) type and it represents whether passengers transfer through hub node for
certain OD pairs. X ijkm is the transfer passenger flow volume through hub node for certain OD pairs.

cij is the unit transport cost between nodes. Bij is decision variable of (0,1) type and it indicates
whether passengers are transported directly for certain OD pairs.

Qij is the direct transport passenger

flow volume for certain OD pairs.

So the objective function of the optimization model is

min Z yk ( Fk ck xk ) ( cik ckm cmj ) X ijkm Bijkm Qij cij Bij (4)
kK

iN jN kK mK

Z is the total cost.

2. Identify constraints
(1) Feasible region constraints
Based on the forecast of the first stage model, the candidate hubs are determined to enhance the
efficiency for finding optimal solutions. So

kK

(5)

P is the planned hub quantity.

(2) Transport mode constraints

Bik , Bmj and Bij are decision variables of (0,1) type. Bik 1 represents a transport relation
from node

i to initial hub k , while Bik 0 represents no such relation. Likewise, Bmj 1

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Study on Optimization for Comprehensive Passenger Hub Layout Planning

Hui Hu, Dengdian Xuan, Li Zhu, Dawei Hu

represents a transport relation from target hub m to destination j , while Bmj 0 represents no

such relation. Bij 1 represents a transport relation from node i to j , while Bij 0 represents
no such relation. For certain OD pairs, only one transport mode can be chosen, which is transport based
on hubs or direct transport. Moreover, transport based on hubs should exist under the condition of hub
construction. So the constraints are as follows:

Bijkm 1 Bij , i, j N

(6)

Bijkm yk ; i, j N , k , m K

(7)

Bijkm ym ; i, j N , k , m K

(8)

k , mK

Bijkm 0, i, j N , k , m K , i k & &i m

(9)

Bijkm (0,1), Bij (0,1)

(10)

(3) Supply-demand balance constraints

Comprehensive transport system is a supply-demand balanced system. So for any city node, its
supply and demand should be consistent with the passenger flow volume forecast result.

X
jN kK mK

iN kK mK

ijkm Bijkm Qij Bij Qi , i N

(11)

jN

X ijkm Bijkm Qij Bij D j , j N

(12)

iN

(4) Hub capacity constraints

Since the passengers based on hubs are gathered and dispersed by hub nodes, the transfer passenger
volume should be less than its planned capacity.

xk X ijkm Bijkm , k K

(13)

xm X ijkm Bijkm , m K

(14)

iN jN mK

iN jN kK

xk Ckk , k K

(15)

xm Cmm , m K

(16)

xk is the transfer passenger volume of hub k , and is the sum of all passenger volume through hub
k . Ckk is planned passenger volume when k is chosen as hub node.
So the second stage optimization model of comprehensive passenger layout planning is

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Hui Hu, Dengdian Xuan, Li Zhu, Dawei Hu

min Z yk ( Fk ck xk ) ( cik ckm cmj ) X ijkm Bijkm Qij cij Bij

kK

iN jN kK mK

s.t.

kK

Oi wij , i N
jN

D j wij , j N
iN

k , mK

Bijkm 1 Bij , i, j N

Bijkm yk , i, j N , k , m K

Bijkm ym , i, j N , k , m K
Bijkm 0, i, j N , k , m K , i k & &i m

jN kK mK

X ijkm Bijkm Qij Bij Oi , i N

j

X B Q B D , j N
x X B , k K
iN kK mK
k

ijkm

ijkm

iN jN mK

iN

ijkm

ij

ij

ijkm

xm X ijkm Bijkm , m K
iN jN kK

xk Ckk , k K
xm Cmm , m K

yk , Bijkm , Bij (0,1), i, j N , k , m K

X ijkm , Qij 0, i, j N , k , m K
3. Model validation
The model must be tested to prove its validity as well as to provide reference for the designing
algorithm. Running Lingo 10 software on a PC with 2.8GHz Pentium processor and 1Gb memory,
based on international Solomon standard test data [12], 8 cities are chosen as model city nodes, and
then the model is tested with stochastic passenger flow volume between OD pairs. The distance and
passenger flow volume are shown in Table 1 and 2.

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Hui Hu, Dengdian Xuan, Li Zhu, Dawei Hu

Table 1. Distance between cities

C1

C2

C3

C4

C5

C6

C7

C8

C1

0.00

35.36

15.00

33.54

35.36

51.48

55.23

60.42

C2

35.36

0.00

36.40

32.02

42.43

41.23

64.03

50.99

C3

15.00

36.40

0.00

21.21

20.62

39.05

40.31

47.17

C4

33.54

32.02

21.21

0.00

11.18

18.03

32.02

26.93

C5

35.36

42.43

20.62

11.18

0.00

22.36

22.36

28.28

C6

51.48

41.23

39.05

18.03

22.36

0.00

31.62

10.00

C7

55.23

64.03

40.31

32.02

22.36

31.62

0.00

30.00

C8

60.42

50.99

47.17

26.93

28.28

10.00

30.00

0.00

Table 2. Passenger flow volume between cities

C1

C2

C3

C4

C5

C6

C7

C8

C1

100

100

100

100

100

100

10

C2

150

80

18

80

120

100

20

C3

150

130

18

80

12

100

100

C4

150

10

110

80

120

100

100

C5

150

130

15

15

120

80

90

C6

150

130

15

15

110

80

60

C7

150

130

110

80

110

110

50

C8

15

15

110

110

110

110

110

The Lingo test result is shown in Figure 3.

Figure 3. Lingo test result

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Hui Hu, Dengdian Xuan, Li Zhu, Dawei Hu

As shown in Figure 3, the model constructed in the paper is correct, and it is a nonlinear integer
programming model.

4. GA algorithm design to find the solution

The model is a nonlinear integer programming model, which is NP-hard problem. General software
such as Lingo can only solve small-scale problems [13]. For large problems, they are not sufficient. So
the GA algorithm is programmed with Matlab to solve the large-scale problem [14].
It is assumed that the direct transport mode is chosen when passenger flow volume is beyond a
certain quantity. If the volume doesnt meet the requirement, then hub transport is chosen, and
passengers of every city node choose the nearest hub to transfer. To test the models reliability for
solving the large-scale problem, based on international Solomon standard test data [12], 50 cities are
chosen as model nodes, and finally 10 hub nodes need to be identified from 20 candidate hubs. The
model is tested with stochastic passenger flow volume between OD pairs. The Matlab running result
interface is shown in Figure 4.

Figure 4. Matlab result interface

The optimal fitness function convergence curve is shown in Figure 5, where we can find the
objective function converge to minimum near 10 generations. The average fitness function
convergence curve is shown in Figure 6, where we can find the average objective function converge to
minimum near 90 generations. It is therefore proven that the algorithm runs normally under the scale of
50 nodes.

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Hui Hu, Dengdian Xuan, Li Zhu, Dawei Hu

Figure 5. Optimal fitness function convergence curve

Figure 6. Average fitness function convergence curve

After analyzing the calculation result, it is found that the algorithm has high accuracy. Using
small-scale data, its solution is very close to Lingos. Moreover, the algorithm has strong stability. After
repeated calculations, relatively stable solutions are obtained. Compared to Lingo, when dealing with
small-scale data problem, the computing time is greatly reduced. With increasing data size, the
calculation time maintains in 10 minutes and does not show a significantly increasing trend.

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Hui Hu, Dengdian Xuan, Li Zhu, Dawei Hu

5. Conclusions
In the paper, the traditional model of comprehensive passenger hub layout planning is improved.
Compared to the traditional model, the second stage model simultaneously considers the constraints of
transport modes, route choice and hub transfer capacity, which is closer to reality and can guarantee a
more reasonable solution. After the Lingo test, the model type is proven to be a nonlinear integer
programming model. To solve the large-scale data problem, the GA algorithm is programmed with
Matlab. The examples show that the proposed model and algorithm is scientific and effective.
A two-stage comprehensive passenger hub layout planning optimization model is built, and GA is
introduced. But other algorithms such as tabu search arent analyzed and compared to GA results. At
the same time, the model and algorithm are studied and tested with calculation examples. They are not
yet applied in practical hub planning. All of these need to be explored in the future.

6. Acknowledgment
The paper is supported by China Eleventh Five-Year National Technology Support Program
Development and Demonstration of Integrated Prevention and Disposal Technology of Major Road
Accidents (2009BAG13A04-A03) and Science and Technology Project of Inner Mongolia Department
of Transportation (NJ2003-004).

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