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Urban mobility pattern recognition has great potential in revealing human travel mechanism, discovering passenger travel purpose, and predicting and managing traffic demand. This paper aims to propose a data-driven method to identify metro passenger mobility patterns based on Automatic Fare Collection (AFC) data and geo-based data. First, Point of Information (POI) data within 500 meters of the metro stations are captured to characterize the spatial attributes of the stations. Especially, a fusion method of multisource geo-based data is proposed to convert raw POI data into weighted POI data considering service capabilities. Second, an unsupervised learning framework based on stacked auto-encoder (SAE) is designed to embed the spatiotemporal information of trips into low-dimensional dense trip vectors. In detail, the embedded spatiotemporal information includes spatial features (POI categories around the origin station and that around the destination station) and temporal features (start time, day of the week, and travel time). Third, a density-based clustering algorithm is introduced to identify passenger mobility patterns based on the embedded dense trip vectors. Finally, a case of Beijing metro network is used to verify the feasibility of the above methodology. The results show that the proposed method performs well in recognizing mobility patterns and outperforms the existing methods., Author(s): Chao Yu [1,2]; Haiying Li [1]; Xinyue Xu (corresponding author) [1]; Jun Liu [1]; Jianrui Miao [1]; Yitang Wang [3]; Qi Sun [4] 1. Introduction The number of urban [...]

Optimizing to increase the utilization ratio of regenerative braking energy reduces energy consumption, and can be done without increasing the deviation of train running time in one circle. The latter entails that the train timetable is upheld, which guarantees that the demand for passenger transport services is met and the quality of services in the urban rail transit system is maintained. This study proposes a multi-objective optimization model for urban railways with timetable optimization to minimize the total energy consumption of trains while maximizing the quality of service. To this end, we apply the principles and ideas of calculus to reduce the power of the velocity in the train energy consumption model. This greatly simplifies the complexity of the optimization model. Then, considering the conflicting requirements of decision-makers, weight factors are added to the objective functions to reflect decision-makers' preferences for energy-saving and the quality of service. We adopt the nondominated sorting genetic algorithm-II (NSGA-II) to solve the proposed model. A practical case study of the Yizhuang urban railway line in Beijing is conducted to verify the effectiveness of the proposed model and evaluate the advantages of the optimal energy saving timetable (OEST) in comparison to the optimal quality of service timetable (OQOST). The results showed that the OEST reduced total energy consumption by 8.72% but increased the deviation of trains running time in one circle by 728 s. The total energy consumption was reduced by 6.09%, but there was no increase in the deviation of train running time in one circle with the OQOST., 1. Introduction Urban rail transit systems are playing an increasingly important role in the process of urban development. Urban rail systems provide fast, convenient, safe, and comfortable transportation services for [...]

In this study, a mixed integer programming model is proposed to address timetable rescheduling problem under primary delays. The model considers timetable rescheduling strategies such as retiming, reordering, and adjusting stop pattern. A genetic algorithm-based particle swarm optimization algorithm is developed where position vector and genetic evolution operators are reconstructed based on departure and arrival time of each train at stations. Finally, a numerical experiment of Beijing-Shanghai high-speed railway corridor is implemented to test the proposed model and algorithm. The results show that the objective value of proposed method is decreased by 15.6%, 48.8%, and 25.7% compared with the first-come-first-service strategy, the first- schedule-first-service strategy, and the particle swarm optimization, respectively. The gap between the best solution obtained by the proposed method and the optimum solution computed by CPLEX solver is around 19.6%. All delay cases are addressed within acceptable time (within 1.5 min). Moreover, the case study gives insight into the correlation between delay propagation and headway. The primary delays occur in high-density period (scheduled headway closes to the minimum headway), which results in a great delay propagation., 1. Introduction Primary delays inevitably occur during traffic operations [1] and may cause the delay propagation, especially in high-speed railway systems with dense passenger flow. Hence, railway traffic rescheduling has [...]