Lecture XII - Passenger Flow Control in Urban Rail

Applied Optimization with Julia

Author

Affiliation

Dr. Tobias Vlćek

University of Hamburg - Fall 2024

Introduction

FIFA World Cup 2022 in Qatar

Public transport

FIFA Worldcup 2022 took place in a small region
The capacity of the metro system was finite
More than 1 million tourists where expected
Metro usage was free for all ticket holders
Transport methods were expected to be overloaded

. . .

Question: What could become an issue?

Crowd Disasters

Potential locations

Question: Where could crowd disasters happen?

. . .

At event venues and in waiting areas
At intersections of multiple pedestrian flows
In narrow passages and entrances
On crowded metro platforms and transfer stations
At ticket/turnstile bottlenecks and emergency exits

Metrosystem of Doha

Main Bottleneck

Question: What could be a potential bottleneck?

. . .

Red Line has twice the capacity of the Green and Gold Line
People use the metro to get to the event venues

. . .

Question: What could be the issue?

Imagine a match at a stadium along the Gold line
People from Red and Green line will try to get there
This will cause a massive crowd at transfer stations

Visualization

10 people want to start per minute at each station
Everybody wants to get to station D

Closer look at the Metro System

Capacities inside the stations

Capacities inside the stations are limited as well
These include the escalators, stairs, and elevators
But also the platforms and the ticket gates

. . .

Warning

This can lead to overcrowding and potential crowd disasters!

General Issues

Question: What could also be an issue?

. . .

Often unknown how many people exactly will participate
Gathering data is extremely importand and difficult
Crowd behavior can be unpredictable and dynamic
Weather conditions may affect transportation preferences
Cultural factors influence crowd movement patterns
Emergency situations require flexible contingency plans

Let’s take a

closer look at the

problem structure!

Problem Structure

Objective

Question: What could be the objectives of the authorities?

. . .

A safe and successful event as host country
Good publicity and a positive recognition worldwide
Satisfied visitors that enjoyed their time

. . .

Note: We can model none of the above directly!

But we can assist in the estimation of transport demands and the design of operational plans to ensure public safety and a smooth transportation through the city.

Underlying Problem

Question: Can we just start modeling?

. . .

First, we need to understand the movement patterns
Event is unprecedented, movement patterns are unknown
Multiple concurrent events affect flow patterns

. . .

Tip: We need to estimate the data first!

This is a huge challenge, but we can use simulation to estimate the data.

Simulation

Based on publicly available data from the area
Simulates all individuals participating at the event
Includes all transportation infrastructure
Individual mode choice based on a choice model

. . .

Tip: Julia is a great tool for this!

Simulations was build in Julia. With 1,000,000 individuals walking,using cars, busses, and the metro, a day took less than 5 minutes.

Results of the Simulation

Detailed movement patterns throughout the region
Potential sections at risk in the transport infrastructure
Potential capacity overloads at event locations

But it is still

based on a lot

of assumptions!

Main risk: Metro

Idea

Question: What can we do to prevent crowd disasters?

. . .

Regulate the inflow at each individual station
Ensure utilized capacity is always within bounds

. . .

Question: What could we try to model?

. . .

Minimize the queues outside of the metro stations
Based on the allowed inflow and origin-destination data
Adhering to the capacity constraints

Difficulty

. . .

Movement patterns have different origin-destination pairs
Regulating the inflow does not affect the destination

Model Formulation

Graph Sets?

Question: What could be the sets for the graph?

Graph Sets?

\(\mathcal{G}\) - Connected digraph of the metro network \(\mathcal{G}=(\mathcal{O},\mathcal{E})\)
\(\mathcal{O}\) - Set of metro stations, indexed by \(o\)
\(\mathcal{E}\) - Set of directed arcs between connected stations

. . .

Note: These are the easier sets.

These simply help us to represent the entire metro system as a graph with different nodes \(\mathcal{O}\) and arcs \(\mathcal{E}\) between connected stations.

Time Sets?

Question: What could be the time sets?

\(\mathcal{T}\) - Set of minutes in the time horizon, indexed by \(t\)
\(\mathcal{P}\) - Set of periods in the observed time horizon, where \(p \in \{1, 2, \dots,n\}\)

. . .

Note: Number of periods

We further define \(n\) as the number of periods in observed time horizon.

Periods

Question: Why do we add periods here?

. . .

Staff needs clear, consistent instructions
Frequent changes in flow increase risk of errors
Easier to manage and communicate for planners

. . .

Note: Period Length

We define the period length as the length of the period in minutes measured as \(m\) minutes, which is the same for all periods.

Mapping Minutes to Periods

We can define an additional set with their relation
It specifies the relation of periods \(p\) to minutes \(t\).

\[ I_p =\{t \in \mathcal{T}|(p-1) \times m + 1 \leq t \leq p \times m\} \quad \forall p \in \mathcal{P} \]

. . .

Question: Can anybody explain it?

. . .

\(I_p\) is the set of minutes \(t\) that belong to period \(p\)
Minutes are not overlapping, but they are continuous

Parameters?

Question: What could be possible parameters?

. . .

\(q_{o,d,p}\) - Demand from station \(o\) to \(d\) with \(o,d \in \mathcal{O}\) in \(p\)
\(d_{e}\) - Travel time (min) of the arcs \(e \in \mathcal{E}\)
\(c_e\) - Max. allowed arc entry rate \(e\) per minute with \(e \in \mathcal{E}\)
\(c_{o}^{min}\) - Min. station entry rate \(o\) per minute with \(o \in \mathcal{O}\)
\(c_{o}^{max}\) - Max. station entry rate \(o\) per minute with \(o \in \mathcal{O}\)
\(\alpha\) - Maximal allowed arc utilization (\(0 < \alpha < 1\))

Metro Movement

Question: How do people move inside the metro?

. . .

Simple network: assume people use the shortest path
Use Djikstra’s algorithm to compute it
From each station to all other stations

. . .

Tip: We can save the results in a new set \(\mathcal{C}_{o,d}\)

This will help us to model the movement inside the metro.

Shortest Paths (SP)

\(\mathcal{C}_{o,d}\) - Set of arcs \(e \in \mathcal{E}\) on the SP from \(o,d \in \mathcal{O}\)

. . .

Note

Now we compute the travel time on the shortest paths. One parameter for the SP from station to station and one for the SP from station to arc.

. . .

\(d_{o,d}\) - travel time (min) on SP from \(o \in \mathcal{O}\) to \(d \in \mathcal{O}\)
\(d_{o,e}\) - travel time (min) on SP from \(o \in \mathcal{O}\) to \(e \in \mathcal{E}\)

People Spreading

Question: How do people spread?

Ratio of Origin-Destination

We cannot control the destination of the passengers
Thus we assume that people spread based on destination

. . .

\[\frac{q_{o,d,p}}{\sum_{d \in \mathcal{O}} q_{o,d,p}} \quad \forall o,d \in \mathcal{O}, p\in \mathcal{P}\]

. . .

Note

Based on the ratio of the different destinations \(d\) to the total queue for each station \(o \in \mathcal{O}\) in each period \(p \in \mathcal{P}\).

Variables and Objective

Decision Variable?

Our goal is to:

Regulate the inflow at each individual station to minimize the queues outside the metro stations based on the allowed inflow while adhering to the capacity constraints.

Tip

There is one queue for all passenger flow directions, as managing multiple queues would be too complex for the planners!

Decision Variable

We need the following sets:

All the metro stations, \(o \in \mathcal{O}\)
All periods under observation, \(p \in \mathcal{P}\)

Question: What could be our decision variable?

. . .

\(X_{o,p}\) - Allowed inflow (per minute) at station \(o\) in period \(p\)

Objective Function?

Our main objective is to:

Regulate the inflow at each individual station to minimize the queues outside the metro stations based on the allowed inflow while adhering to the capacity constraints.

. . .

Question: How again are queues minimized?

. . .

By the allowed inflow \(X_{o,p}\) subtracted from the queue

Objective Function

We need the following parameters and variables:

\(q_{o,d,p}\) - People queued to travel from station \(o\) to \(d\) with \(o,d \in \mathcal{O}\) in period \(p\)
\(X_{o,p}\) - Allowed inflow (per minute) at station \(o\) in period \(p\)

. . .

Question: What could be our objective function?

. . .

\[ \text{minimize} \quad \sum_{o \in \mathcal{O}} \sum_{p \in \mathcal{P}} (\sum_{d \in \mathcal{O}} q_{o,d,p} - m \times X_{o,p}) \]

Constraints

Necessary Constraints

Question: What constraints do we need?

. . .

The capacity of each arc is not exceeded
Do not dispatch more people than are queued
Do not dispatch less than the minimum allowed inflow

Things are going to

get a little

complicated now!

Central Question

Question: When do people flowing into the metro system change the arcs?

. . .

People enter metro station at \(o\) with destination \(d\)
They will lead to a usage of an arc \(e\) on their SP
This usage depends on their path and the travel times

. . .

Tip: You’ll likely know what we need now!

We can add a new set \(\mathcal{R}_{e,t}\) to help us with this.

Set of Time-Delays

\[ \mathcal{R}_{e,t} = \{(o,d,p) \mid \begin{array}{l} (o,d) | o,d \in \mathcal{O}, \\ q_{o,d,p} > 0, \\ e \in \mathcal{C}_{o,d}, \\ t-d_{o,e} \in I_p, \\ p \in \mathcal{P}\} \end{array} \quad \forall e \in \mathcal{E}, t \in \mathcal{T} \]

. . .

Question: Who can explain this set?

. . .

The set \(\mathcal{R}_{e,t}\) contains all combinations \((o,d,p)\) which trigger a capacity utilization of arc \(e\) in period \(t\).

Small Example

. . .

Tip

The set contains all possible o-d pairs and periods, that result in passengers starting at arc \((C,D)\) at minute \(22\). For m=2, it would be:

\(\{((A,D),3),((B,D),5),((C,D),11),((E,D),9)\}\).

Essentially, we can use this

set to compute the utilization

of an arc at each minute based

on the inflow level at the

different stations and periods.

Ensure Capacity Utilization?

The goal of this constraint is to:

Ensure that the capacity of each arc is not exceeded at any minute.

. . .

We need the following variable, parameter and set:

\(q_{o,d,p}\) - people waiting to travel from station \(o \in \mathcal{O}\) to station \(d \in \mathcal{O}\) in \(p\)
\(c_e\) - people max. allowed to enter arc \(e\) per minute with \(e \in \mathcal{E}\)
\(\mathcal{R}_{e,t}\) - mapping of station entries to arc \(e\) in time \(t\) with \(e \in \mathcal{E}\) and \(t \in \mathcal{T}\)
\(\alpha\) - maximal allowed arc utilization (\(0 < \alpha < 1\))
\(X_{o,p}\) - the allowed inflow per minute at metro station \(o\) in the period \(p\)

Ensure Capacity Utilization

Question: What could be the constraint?

. . .

\[ \sum_{(o,d,p) \in \mathcal{R}_{e,t}} X_{o,p} \times \frac{q_{o,d,p}}{\sum_{f \in \mathcal{O}} q_{o,f,p}} \leq \alpha \times c_{e} \quad \forall e \in \mathcal{E}, t \in \mathcal{T} \]

. . .

Note

Here, we combine the inflow at each station based on the o-d proportion and let the people spread through the network, checking that no arc is over-utilized at any minute.

Dispatch Only Available People?

The goal of this constraint is to:

Ensure that we do not dispatch more people than are queued and less than the minimum allowed inflow, preventing over- and under-dispatching.

. . .

We need the following variables and parameters:

\(X_{o,p}\) - Allowed inflow (per minute) at station \(o\) in period \(p\)
\(q_{o,d,p}\) - People queued to travel from station \(o\) to \(d\) with \(o,d \in \mathcal{O}\) in \(p\)
\(m\) - period length in minutes

Dispatch Only Available People

Question: What could be the constraint?

. . .

\[ \min\{\frac{\sum_{d \in \mathcal{O}} q_{o,d,p}}{m},c_{o}^{\min}\} \leq X_{o,p} \leq \min\{\frac{\sum_{d \in \mathcal{O}} q_{o,d,p}}{m},c_{o}^{\max}\} \quad \forall o \in \mathcal{O}, p \in \mathcal{P} \]

. . .

Note

We need this constraint for two reasons:

We could also dispatch more people than there are as this would minimize the objective value.
We also need to ensure that we can dispatch at least the minimum allowed inflow or less if the queue is smaller than the minimum allowed inflow.

Metro Inflow Model

\[\begin{align*} \text{minimize} \quad \sum_{o \in \mathcal{O}} \sum_{p \in \mathcal{P}} (\sum_{d \in \mathcal{O}} q_{o,d,p} - m \times X_{o,p}) \end{align*}\] subject to: \[\begin{align*} & \sum_{(o,d,p) \in \mathcal{R}_{e,t}} X_{o,p} \times \frac{q_{o,d,p}}{\sum_{f \in \mathcal{O}} q_{o,f,p}} \leq \alpha \times c_{e} && \forall e \in \mathcal{E}, t \in \mathcal{T} \\ & min\{\frac{\sum_{d \in \mathcal{O}} q_{o,d,p}}{m},c_{o}^{min}\} \leq X_{o,p} \leq min\{\frac{\sum_{d \in \mathcal{O}} q_{o,d,p}}{m},c_{o}^{max}\} && \forall o \in \mathcal{O}, p \in \mathcal{P} \end{align*}\]

Model Characteristics

Characteristics

Questions: On model characteristics

Is the model formulation linear/ non-linear?
What kind of variable domains do we have?

Model Assumptions

Questions: On model assumptions

What assumptions have we made?
What are likely issues that can arise if applied?
Have we thought in detail about queues?
Are shortest paths a feasible assumption?

Implementation and Impact

Metro Inflow Optimization

. . .

Question: Can this be applied?

Metro Inflow Problem

Solved very fast within seconds for realistic problem sizes
But we cannot plan or control the metro inflow
Queues are too simplified with passengers disappearing

. . .

Question: Any ideas, how the current model could be improved or how it could be embedded into a heuristic?

Heuristic: Step-Wise Optimization

Solve the model for the time-horizon of a few periods
Fix the inflow in the current first period
Decrease capacity in the network based on the inflow
Transfer remaining queues into the subsequent period
Solve the model again
Repeat, until the inflow is computed for all periods

Transport Demand

Utilization Analysis

Implementation

Assumption of known destinations based is strong
Movements seemed to follow our forecasts
We did achieve our goal of metro inflow control
Simulation was used to estimate the inflows

. . .

Note

Few dangerous situations, especially at the FIFA Fan Fest, were handled well by the authorities.

Wrap Up

Model can help to achieve a good balance
Can be adapted easily to any metro system worldwide
Especially interesting for larger Asian cities

. . .

And that’s it for todays lecture!

We now have covered a metro inflow control problem based on a real-world application and are ready to start solving some new tasks in the upcoming tutorial.

Questions?

Literature

Literature I

For more interesting literature to learn more about Julia, take a look at the literature list of this course.