The Open Civil Engineering Journal

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1 Send Orders for Reprnts to 826 The Open Cvl Engneerng Journal, 206, 0, The Open Cvl Engneerng Journal Content lst avalable at: DOI: 0.274/ RESEARCH ARTICLE Performance Evaluaton of Bus Routng Scheme Durng Subway Constructon Usng Fuzzy Aggregaton Huang Shq, Huang Zhengfeng *,,2,3, Zhao Xng 4, Zheng Pengun, Lu Ll and Ren Gang 5 Faculty of Martme and Transportaton, Nngbo Unversty, Nngbo, Chna 2 Jangsu Provnce Collaboratve Innovaton Center for Modern Urban Traffc Technologes, Nanng, Chna 3 Natonal Traffc Management Engneerng Technology Research Centre, Nngbo Unversty Sub-centre, Nngbo, Chna 4 College of Cvl and Transportaton Engneerng, Hoha Unversty, Nanng, Chna 5 School of Transportaton, Southeast Unversty, Nanng, Chna Receved: January 9, 206 Revsed: September 23, 206 Accepted: September 27, 206 Abstract: To evaluate the layout adustment scheme of bus lne durng subway constructon, the method combnng quanttatve survey and fuzzy aggregaton s used. One crteron s transt servce level, whch consdered nonlnear coeffcent, lne length, transfer dstance and average watng tme. Another crteron s traffc mpact degree ncorporatng three factors: saturaton degree on work-zone secton, saturaton degree at ntersecton, passenger volume. The fuzzy aggregaton s based on these two crtera. The evaluaton method s appled n Nngbo of Chna. Va quanttatve survey, t s found that most of the factors wth respect to these two crtera are degraded, when the bus routng scheme comes out durng the constructon of subway #. For nstance, new layout such as bus lne relocaton and bus stop dsplacement ncreases traffc volume on some of the south-north lnks. Most of these lnks ntersect wth work-zone lnks on Zhongshan Road. However, when comparng the evaluated performance of bus lne adustment condton to the one of prevous condton under subway constructon stage, the gap s well wthn the acceptable lmt. Therefore, the ncreased traffc may affect the traffc passng on some south-north roads, but wll not hnder ctzen's daly travel. These analyss and evaluaton of bus routng scheme provde reference for the subway constructon n other ctes wth respect to road traffc management. Keywords: Bus routng scheme, Fuzzy aggregaton, Performance evaluaton, Subway constructon.. INTRODUCTION Subway travel s featured by large passenger volume, hgh speed, low polluton, excellent safety level and strong comfort, thus t s a perfect choce as publc transport for bg ctes. Subway proposal was approved by the Nngbo Councl n 2008 and started constructon n Subway # goes across the Nngbo core area along Zhongshan Road. Because of the subway constructon, the traffc along Zhongshan Road and adacent roads s mostly mpacted. Survey shows that the average traffc saturaton along Zhongshan Road n the rush hour s 0.9, whch belongs to the congeston state. Moreover, t s shown that some bus passengers had a bad experence durng ther travel. Buses have the hghest utlzaton rate of road resource among varous travel modes n the cty. Adustng bus operaton should be an mportant way to reduce the negatve mpacts durng subway constructon. As shown n Fg. (), nfluenced area of subway constructon s manly dstrbuted along () east-west lne named Daqng Brdge <-> West Gate <-> Tany Square <-> Jangxa Brdge <-> Sakura Park, (2) north-south lne named Cuba Road, Jefang Road, onggang Road, etc. Durng subway constructon, a total of 0 bus lnes are affected. Among them, 49 bus lnes, 680 operatng vehcles, 0 bus stops wth each servng 0 bus lnes along Zhongshan Road * Address correspondence to ths author at the Faculty of Martme and Transportaton, Nngbo Unversty, Nngbo, Chna; Tel: ; E-mal: huang32000@gmal.com /6 206 Bentham Open

2 Performance Evaluaton of Bus Routng Scheme The Open Cvl Engneerng Journal, 206, Volume were mostly nfluenced. Among a total of 49 bus lnes passng through Zhongshan Road, 2 lnes were canceled and 9 lnes were relocated. In addton, the type of bus s changed nto 2 bus lnes; ther double-decker buses were changed to the sngle-decker buses. Durng the constructon of Subway #, the stops located along or near the constructon lne should be relocated n prncple. Fnally, the bus stop number requred to be shfted wthn the constructon area s totally 0, e.g., Tany Jayuan, Daqng Brdge, etc. In short, Nngbo has already adusted the bus operaton, but ts effectveness s unknown. We summarze the effectveness factors frstly, and then use fuzzy aggregaton to do the evaluaton. Fg. (). Layout of Nngbo subway # (Red lne s along Zhongshan road). 2. LITERATURE REVIEW As to the evaluaton factor selecton for bus operaton, a number of prevous studes have studed ths from vared servce perspectves [ - 5]. For nstance, Alter (976) [3] evaluates transt LOS (level of servce) by a composte of basc accessblty, travel tme, relablty, drectness of servce, frequency of servce and passenger densty. Recently, Sheth (2003) [6] evaluated the effcency of bus routes takng nto consderaton the servce provders, the users and the socetal perspectves. Ltman et al. (2008) [7] nvestgate the value transt travelers place on qualtatve factors, such as comfort and convenence, and practcal ways to ncorporate these factors nto transport plannng and proect evaluaton. De Oña et al. (202) [8] evaluate all the attrbutes of transt servce qualty, and fnd that some attrbutes (e.g. proxmty, speed and safety) become more mportant than frequency. However, these methods do not effectvely take the fuzzness of factor value nto account. It means each factor s assgned a certan value (generally an average value). In fact, the value perceved by each passenger or drver s dfferent; and we could only acqure the data range and data appearance frequency. Therefore, the factor fuzzness should be consdered. As to the evaluaton method of bus operaton n uncertan condtons, fuzzy multcrtera analyss approach [9], multagent approach [0], DEA (Data envelopment analyss) approach [], evaluaton approach by Heterogeneous Customer Satsfacton Index [2] are used. In addton, most of prevous researches evaluate the effectveness of regular bus operaton. However, the mpact of specal events to bus operaton s seldom consdered, such as subway constructon. In these condtons, we should consder passenger and car drver perceptons as a whole for evaluaton. It means we should consder the mpact to other road users, such as Hayat (2002) s [3] evaluaton of consumer satsfacton of transport networks. It ncludes traffc delay, commercal speed, cleanness, system safety, accessblty and comfort. In the followng, we use the fuzzy aggregaton method to evaluate the bus routng scheme from both passenger and car drver perspectves. The fuzzy aggregaton s superor to other fuzzy models n the aspect of ts wde applcablty. Then, we do the comparson analyss for the evaluaton results. 3. EVALUATION METHOD B FUZZ AGGREGATION The values of evaluaton factors and weghts are uncertan; therefore we use fuzzy aggregaton method to evaluate the level of the whole bus operaton. For the mplementaton of fuzzy aggregaton, varous technques have been adopted ncludng a fuzzy weghted average, fuzzy mult-attrbute analyss, fuzzy egenvector method, fuzzy entropy method, etc. The fuzzy weghted average s an mprovement over classcal weghtng methods. It s wdely used n the felds of group decson, mult-obectve decson, and qualty control. It would also be used n ths study. If the membershp functons wth regard to each factor and weght are gven, the bus operaton performance can be acqured by usng the followng fuzzy operaton.

3 828 The Open Cvl Engneerng Journal, 206, Volume 0 Shq et al. m m W X W where, represents the factor whose total number s m (m=7 n ths paper). () s a fuzzy number representng the value of factor. W= w, W w w W s the normalzed fuzzy weght of factor, whch determnes ts mportance among all the factors. X and W are fuzzy sets of factor and weght respectvely. and X W are the membershp functons of factor and weght respectvely, whch are represented as trangular functons (shown as m Fg. (2) n ths study. and are fuzzy operatons usng α-cut nterval analyss. X = x, x x X X W W R L W w Fg. (2). Weght n terms of trangular fuzzy functon. The llustraton of α-cut s shown n Fg. (2). The frst step of fuzzy operaton would help to understand the α-cut. The fuzzy operaton n the computaton of fuzzy weghted average s an extended algebrac nterval operaton. Ths operaton can acheve the membershp functon wth respect to fuzzy varable, whch s descrbed n the followng fve steps [4]. () Dscretze the complete range of the membershp [0, ] of the fuzzy numbers nto the followng fnte number of n α-cuts, α,, α n, where an nstance s shown n Fg. (2). (2) For each α, usng the followng equatons to fnd the correspondng nterval for W n W and X n X. Denote L R L R the end-ponts of the ntervals of W and X by W, W and X, X, respectvely. W (3) Construct the 2 2m dstnct permutatons of the 2m array W,, Wm; X,, Xm that nvolve ust the nterval end-ponts of the fuzzy number ntervals. k k k k (4) Compute = f W,, W ; X,, X, where W k,, W k ; X k,, X k s the k th permutaton of the 2 2m dstnct permutatons. Then the desred nterval for mn, max W W w W w w W w w w mn, max X X X x X x x X x x x m m s: k m m mn k, max k k k (5) Repeat step (2-4) for every α, compute usng every (α ) and an α-cut decomposton theorem,.e., let (2a) (2b) (3) I, 0, (4a)

4 Performance Evaluaton of Bus Routng Scheme The Open Cvl Engneerng Journal, 206, Volume so that, = sup,, m I (4b) Snce the output varables are expressed by fuzzy numbers, they should be defuzzfed nto a crsp number to be used as a certan level. Out of several defuzzfcaton methods, we choose the center of gravty method due to ts smplcty and ease of computaton. The estmated performance s represented n Formula (5). Va comparng the bus operaton performances before and after lne adustment, we can evaluate the effectveness of bus routng scheme durng road workng. COA y ydy y dy (5) 4. EVALUATION SSTEM OF BUS ROUTING SCHEME Evaluaton of bus operaton s manly standng on the angle of transt servce level and traffc mpact degree. These two representatve crtera can reflect the passenger satsfacton of transt operaton and the drver satsfacton of traffc operaton. The evaluaton system s shown n Fg. (3), where seven factors were selected. These factors are chosen by two reasons: () These factors are quanttatve, and can easly be detected. (2) The Nngbo government has nvestgated and found that these factors are consdered the most mportant. Fg. (3). Evaluaton system of bus routng scheme. 4.. Transt Servce Level 4... Nonlnear Coeffcent (h ) The nonlnear coeffcent of bus lne s the actual lne length between frst and last bus stop dvded by straght-lne dstance. It s nfluenced by the ndexes such as the shape of the urban road network, layout of urban land use. So we should better set the shortest lne or a lne closer to the shortest path as a bus lne. The Code for Transport Plannng on Urban Road (GB ) (herenafter referred to as the Standards ) specfed that the nonlnear coeffcent [5] should satsfy h [l/d]=.4 (d means the shortest path length). As Table shows, the nonlnear coeffcent ncreased after lne adustment, but most of the area's average nonlnear coeffcent values are wthn the maxmum nonlnear coeffcent of.4. Table. Average nonlnear coeffcent before and after scheme mplementaton. Secton Name # of changed lnes Prevous Implemented Change rate (%) West Rng Road West Gate Shfu Road Tany Square

5 830 The Open Cvl Engneerng Journal, 206, Volume 0 Shq et al. (Table ) contd... Secton Name # of changed lnes Prevous Implemented Change rate (%) Jangxa Brdge-Sakura Park Fumng Road-Century Avenue For convenent evaluaton, normalze the factor nto a level ndex whch s n the range [0, ]. The functon of level ndex and the factor can be shown n Formula (6). The membershp functons of prevous and mplemented condtons are represented by μ p and μ separately. The average of all the level ndexes s used as a medan value correspondng to maxmum membershp degree. The occurrence probabltes of mnmum and maxmum level ndexes are used as the correspondng membershp degrees. The trangular membershp functon s then constructed. L.6 h 0.6, h , p L L 7.69L 6.77, 0.75 L L 0.47, 0.5 L L 4.62, 0.47 L 0.6 (6) Lne Length (h 2 ) Durng the perod of constructon, many bus lnes n the nfluenced area are rerouted and thus ther lne lengths are extended. Fortunately, average bus lne length n the area s wthn the maxmum value 3 km, whch s requred by Standards (Table 2). Table 2. Average lne length before and after scheme mplementaton. Secton Name # of changed lnes Prevous Implemented Change rate (%) West Rng Road West Gate Shfu Road Tany Square Jangxa Brdge Sakura Park Fumng Road Century Avenue Level ndex and membershp functon are shown n the followng. L 5 h 6, 9 h , p L L L2 5.26, 0.8 L2.82 L2, 0 L L2 2.83, 0.55 L (7) Transfer Dstance (h 3 ) Transfer dstance s an mportant factor reflectng reasonablty of bus lne dstrbuton and stop settng, whch drectly related to the convenence of bus rdng. Standard specfes that: transfer dstance for the same drecton should be less than 50 m, and for opposte drecton should be less than 00 m; even n the case of ntersecton and grade separaton, transfer dstance should not be longer than 50 m, and must be less than 200 m. Accordng to the prevous scheme, transfer dstance n the current scheme has ncreased. Fortunately, most of the transfer dstances are wthn the range whch s allowed n Standard [6, 7] (Table 3). Table 3. Comparson lst of average transfer dstance. Stop Name Prevous Implemented Change rate (%) West Rng Da Qngqao West Gate Shfu Jangxa Brdge Zhangbn Brdge

6 Performance Evaluaton of Bus Routng Scheme The Open Cvl Engneerng Journal, 206, Volume 0 83 (Table 3) contd... Stop Name Prevous Implemented Change rate (%) Sakura Park Jangdong School Level ndex and membershp functon are shown n the followng Average Watng Tme (h 4 ) The average watng tme s mportant for evaluatng transt servce level. It s generally beleved that passengers can accept 5 ~ 0 mnutes to wat a bus. If the watng tme s more than 0 mnutes, passengers wll be sufferng from anxety; f the watng tme s more than 5 mnutes, some passengers would consder usng other travel mode. The survey covers 64 bus lnes around Subway #. The statstcal dstrbuton s shown n Fg. (4). L 4 h 56, 58 h , p L L L3 7.69, 0.87 L3 2.3 L3, 0 L L3 +2.4, 0.47 L (8) Fg. (4). Average watng tme dstrbuton of surveyed lnes. From the fgure above, we could fnd that most of the average watng tme s n 0 mnutes around the nfluenced area after the mplementaton of the bus routng scheme. 28% of the passengers' average watng tme s less than 5 mnutes, 56% of the average watng tme s 5 ~ 0 mnutes. Level ndex and membershp functon are shown n the followng. L 30 h 30, 0 h , p L L L4 3.33, 0.7 L4.25 L4, 0 L L +5, 0.8 L 4 4 (9) In concluson, the mplementaton of bus routng scheme has ncreased some factors of transt servce level. Fortunately, the ncreasng degree s wthn the range of Standard specfcaton. Therefore, the bus routng scheme can roughly satsfy the need of resdents' bus travel.

7 832 The Open Cvl Engneerng Journal, 206, Volume 0 Shq et al Traffc Impact Degree Saturaton Degree on Work-zone Secton (h 5 ) For the constructon perod of Subway #, Zhongshan Road s the man affected zone. However, traffc of Zhongshan Road has mproved va the proposed bus routng scheme. It was partly because the mplementaton of bus prorty measures affected the travel mode of resdents. Some resdents reduce the use frequency of prvate car use; and alternately, they take the bus to work. The other reason of the mprovement n saturaton les n that most buses take the use of south-north road around Zhongshan Road to detour. By the survey statstcs (Table 4), the average flow along the subway lne n the rush hour s 2670 pcu/h before the mplementaton of the bus routng scheme. Moreover, the traffc saturaton s 0.7 on average, wth 40% of them hgher than 0.9 and 80% of them hgher than 0.7. After the scheme mplementaton, the average flow along the subway lne n the rush hour s 2609 pcu/h. The average traffc saturaton s 0.65, wth 20% of them hgher than 0.9 and 50% of them hgher than 0.7. Table 4. Traffc flow and saturaton degree along Zhongshan Road n the mornng rush hour. Surveyed road Rush-hour flow (pcu/h) Prevous stuaton After mplementaton Capacty (pcu/h) Saturaton degree (V/C) Prevous stuaton After mplementaton Lyuan Road~West Rng Road Cuba Road~Mayuan Road Wangng Road~Xaowen Street Xaowen Street~Zhenmng Road Jefang Road~Kamng Street Kamng Street~Qzha Street Jangdong Road~Shuguang Road North Cahong Road~North onggang Road North onggang Road~Zhongxng Road Fumng Road~Cangha Road Average value Level ndex and membershp functon are shown n the followng. The three groups of these data show that the prevous and current traffc states n Zhongshan Road are relatvely stable; because the change of bus lne and stops has ncreased the transt use on the one hand, and decreased the traffc saturaton degree correspondngly on the other hand Saturaton Degree at Intersecton (h 6 ) L.2 h.2, 0 h , p L. L L5.92, 0.36 L L5 0.67, 0.6 L L5+.95, 0.4 L Bus lne updatng has drectly nfluenced traffc flow of south-north roads whch crosses Zhongshan Road. Before the mplementaton of the bus routng scheme, the average flow and saturaton degree along these south-north roads n the rush hour are 698 pcu/h and 0.44 respectvely. Moreover, 3% of traffc saturaton s hgher than 0.9 and 8% hgher than 0.7. After the mplementaton of the bus routng scheme, the average flow and saturaton degree along these south-north roads n the rush hour are 735 pcu/h and 0.45 respectvely. Meanwhle, 6% of traffc saturaton s hgher than 0.9 and 8% hgher than 0.7. The urban center owns a number of south-north lnks. The data show that the state of traffc flow n these lnks s relatvely stable. Although measures such as bus lne updatng and bus stop shft could make the bus traffc and car traffc ncrease, the rse margn s low and won't have too much effect on people's daly travel. Meanwhle, the prvate cars are effectvely restraned because of the transt servce level ncreasng. (0)

8 Performance Evaluaton of Bus Routng Scheme The Open Cvl Engneerng Journal, 206, Volume Level ndex and membershp functon are shown n the followng. L.2 h.2, 0 h , p L. L 6 6 5L6 4.5, 0.63 L () Passenger Volume (h 7 ) Currently, Publc Transport occupes more than 20% of the resdents' travel n Nngbo [8]. It s one of the man urban travel modes. The new bus routng scheme would nevtably cause serous mpact on travel mode choce of neghborng resdents along Zhongshan Road. We nvestgated the passenger volume at stops before and after the scheme mplementaton respectvely. The survey shows that the lne adustment and bus stop shft reduced passenger volume and the traffc burden of Zhongshan Road. Meanwhle, t ncreased the passenger volume along the north-south lnks crossng Zhongshan Road. The ncreased passenger volumes are caused by the ncreased by-pass buses. So traffc pressure along Zhongshan Road s reduced. Although the ncreased passenger may produce certan effect to north-south traffc, t would not cause too serous effect to the resdents' daly travel. Level ndex and membershp functon are shown n the followng. L h 300, 0 h , p L L 7.67L7.67, 0.4 L7.37 L7, 0 L L7+3.7, 0.73 L7 (2) 5. EVALUATION RESULTS In the evaluaton, the weght s used to reflect the mportance of the correspondng factor. The weght should be a fuzzy number, but we make t as a certan value for smplcty. We specfy the 7 weghts as [0.0,0.0, 0.0,0.5,0.5,0.0,0.30]. Before mplementaton, the evaluaton result s After mplementaton, the evaluaton result s Ther gap s wthn 0%, whch cannot nfluence the traffc state too much. Therefore, we udge the feasblty of the mplementaton of the bus routng scheme. In addton, f we let the weghts of evaluaton factors value wthn 20% of ther orgnal values, the performance gaps are all wthn 0% of ther orgnal values. It means the weght factor has lttle nfluence on the performance value. When we do a detaled analyss, we fnd the factors related to transt servce have low values n the mplemented scheme. It s the man reason why the evaluaton result s lower than that of the prevous condton. In the transt servce crteron, average watng tme n the mplemented condton s mproved. The reason s that some buses take the use of south-north road around the subway constructed road to detour; and the travel relablty s mproved. However, some watng tmes for a few bus lnes n the nfluenced area are long. It s easy to understand. When the bus number s not ncreased, lengthenng the bus lne nevtably leads to the extenson of the average watng tme for passengers. Nonetheless, the results for the traffc mpact crteron n the mplemented scheme are better than those of the prevous condton. It means the road saturaton s mproved and passenger volume s ncreased n the mplemented scheme. If each factor n our study s assgned ts average value, the evaluaton results are 0.59 and 0.6 before and after mplementaton respectvely. They are dfferent from the results of fuzzy aggregaton. Compared wth the performance evaluaton wth every ndex under the condton of certanty, our result s analyzed by consderng each value of uncertan range. Thus, our method s more comprehensve and could be appled to the cty where decsons should be made under the envronment of uncertanty.

9 834 The Open Cvl Engneerng Journal, 206, Volume 0 Shq et al. CONCLUSION A seres of measures such as reroutng bus lnes and shftng bus stops are used to allevate traffc congeston durng subway constructon. We extend quanttatve survey to analyze the factor values before and after the mplementaton of the bus routng scheme from both passenger and car drver perspectves. We use fuzzy aggregaton to evaluate the performances of these two stuatons. It s found that the feasblty of the mplementaton of the bus routng scheme can be guaranteed. In order to mprove the attractveness of bus servces and maxmze the use of the exstng resources durng subway constructon, some bus prorty measures must be mplemented, whch can be as follows: () Set up bus-only lanes. Consderng the road resources are lmted durng subway constructon, we can let the use of ths lane to be permtted for prvate cars n off-peak hours. Ths measure could avod spendng too much money and can maxmze the use of the exstng road. (2) Implement bus sgnal prorty. We can adust the sgnal cycle and set up bus-actuated sgnal to mprove the bus operaton effcency durng subway constructon [9, 20]. In the future work, we would compare the traffc system performance before and after the mplementaton of these bus prorty measures durng subway constructon. CONFLICT OF INTEREST The authors confrm that ths artcle content has no conflct of nterest. ACKNOWLEDGEMENTS Ths research s supported by the Natonal Natural Scence Foundaton of Chna (Nos , ), and Zheang Socal Scence Plannng Program (No. 6NDJC05Z), and Zheang Provncal Natural Scence Foundaton (No. 5E080035), and Nngbo Natural Scence Foundaton (No. 205A6062). REFERENCES [] H.P. Benn, Bus route evaluaton standards (No. Proect SA-), A Synthess of Transmt Practce. Transmt Cooperatve Research Program, Natona Academy Press: Washngton, D.C, 995. [2] W.G. Allen Jr, and F. DCesare, "Transt Servce evaluaton: prelmnary dentfcaton of varables characterzng level of servce", Transp. Res. Rec., vol. 606, pp. 4-47, 976. [3] C.H. Alter, "Evaluaton of publc transt servce: the level of servce concept", Transp. Res. Rec., vol. 606, pp , 976. [4] G.J. Feldng, T.T. Babtsky, and M.E. Brenner, "Performance evaluaton for bus transt", Transp. Res. Part A Gen., vol. 9, no., pp , 985. [ [5] G.J. Feldng, R.E. Glauther, and C.A. Lave, "Performance ndcators for transt management", Transportaton, vol. 7, no. 4, pp , 978. [ [6] C.H. Sheth, The Measurement and Evaluaton of Performance of Urban Transt Systems: The Case of Bus Routes., Vrgna Polytechnc Insttute and State Unversty: Blacksburg, [7] T. Ltman, "Valung transt servce qualty mprovements", J. Publc Transp., vol., no. 2, p. 3, [ [8] J. de Oña, R. de Oña, and F.J. Calvo, "A classfcaton tree approach to dentfy key factors of transt servce qualty", Expert Syst. Appl., vol. 39, no. 2, pp. 64-7, 202. [ [9] C.H. eh, H. Deng, and.h. Chang, "Fuzzy mult-crtera analyss for performance evaluaton of bus companes", Eur. J. Oper. Res., vol. 26, pp , [ [0] D. Megnan, O. Smonn, and A. Koukam, "Smulaton and evaluaton of urban bus-networks usng a multagent approach", Smul. Model. Pract. Theory, vol. 5, no. 6, pp , [ []. Lao, and L. Lu, "Performance evaluaton of bus lnes wth data envelopment analyss and geographc nformaton systems", Comput. Envron. Urban Syst., vol. 33, no. 4, pp , [ [2] L. Ebol, and G. Mazzulla, "A new customer satsfacton ndex for evaluatng transt servce qualty", J. Publc Transp., vol. 2, no. 3, p. 2, [

10 Performance Evaluaton of Bus Routng Scheme The Open Cvl Engneerng Journal, 206, Volume [3] S. Hayat, "Evaluaton method of servce qualty parameters n transport networks", World Autom. Congr., vol. 4, no. 2, p. 26, [4] D.B. Van, and J. Noppen, "Exact membershp functons for the fuzzy weghted average", In: Computatonal Intellgence, Hedelberg: Sprnger Berln, 20, pp [5] J. Ca, GB Code for Transport Plannng on Urban Road., Chna Buldng Industry Press: Chna, [6] C.N. L, R. Song, and. Han, "Synthess evaluaton ndex system of urban publc transport servce level", Commun. Stand., vol. 2008, no. 9, pp , [7]. Xu, and Q. Chen, "System of LOS ndcators for urban publc transportaton", Urban Transp. Chna, vol. 4, no. 6, pp , [8] H.. Fan, and S.J. Bao, "Statstcs method of passengers and applcaton for transt", Traffc Transp., vol. 2009, no. 7, pp. 2-22, [9]. Zhao, and F.H. Chen, "An approach of publc transport prorty", Traffc Transp., vol. 2005, no. 7, pp. 59-6, [20] W. Wang, X.M. ang, and X.W. Chen, Urban Publc Transport System Plannng Method and Management Technology., Scence Press: Beng, Shq et al.; Lcensee Bentham Open Ths s an open access artcle lcensed under the terms of the Creatve Commons Attrbuton-Non-Commercal 4.0 Internatonal Publc Lcense (CC B-NC 4.0) ( whch permts unrestrcted, non-commercal use, dstrbuton and reproducton n any medum, provded the work s properly cted.