Mixed Public Transport Lines Construction and

Vehicle’s Depots Location Problems

Piotr Sawicki, Szymon Fierek

Poznan University of Technology, Division of Transport Systems, Poznań, Poland

{piotr.sawicki,szymon.fierek}@put.poznan.pl

Abstract. The paper deals with the problem of simultaneous consideration

of transport lines construction and decision on vehicle’s depots location prob-
lems in the public transport system. The authors have proposed a cost oriented
mathematical model for solving a complex problem and application of macro-
simulation based modified four-stage procedure for defining transportation
tasks on the network. The proposed methodology is verified on a medium size
testing transport network and conclusions have been finally formulated.

Keywords: Passenger transport. Public lines construction. Depots location. Op-

timization. Macroscopic traffic modelling. Visum.

1 Introduction

1.1 Transport System Design

Public transport offers many advantages over individual ways of moving by private
transport means, including: lower transportation costs, lower utilization of space per
person travelled, lower energy consumption and lower pollution. Public transport
increases overall mobility of the local community, especially of its part that does not
possess private cars. It also improves accessibility to different destinations, including:
places of employment, business activities centres, points of interests and/or recrea-
tional areas. For these reasons, local authorities especially in metropolitan areas are
vividly interested in providing satisfactory level of public transport services, resulting
in the overall increase of the urban life standard. Thus, designing of the mass transit
system is crucial issue in urban management.
Public transport system design may be considered from different points of view
depending of managing entity, i.e.:

• mass transit operator – operational management,

• public transportation board – tactical management,
• city authorities – strategic management.

On above mentioned levels appear such problems as crew scheduling, vehicle

scheduling and line route planning with timetable design. Many authors confirm this
statement, e.g. Ceder [1] and Schobel [2] claim that the most common is division of

adfa, p. 1, 2011.
© Springer-Verlag Berlin Heidelberg 2011
planning process in public transportation for several phases such as line route plan-
ning, timetabling, and vehicle and crew scheduling.
From methodological point of view different approaches are used to solve above
mentioned problems. Lownes and Machemehl [3] proposed mixed integer model for a
single-route circulator design problem, while Szeto and Wu [4] used metaheuristic
algorithms (hybrid genetic algorithm) to solve simultaneously both the route design
and frequency setting problems. Cancela et al. [5] propose to solve the problem of
calculating the number and itinerary of bus routes and their frequencies for a public
transportation system, using mathematical programming.
In this paper, the authors consider the line route planning allied with location of
vehicle’s depots. This approach is quite novel and has not been discussed in the litera-
ture yet. The problem of depots in the transport network is considered only through
the deadheading context. Eberlein et al. [6] have considered a problem for deadhead-
ed vehicles starting their trip empty until a station to be determined, and from that
stop, these buses start their normal service until the end of their route.

1.2 Objective of the Paper

The paper is concentrated on the problem of simultaneous consideration of public

transport lines construction and decision on vehicle’s depots location problems. The
authors defined a single criterion optimization model for simultaneous solving both
considered problems. In the proposed methodology a modified macro-simulation
based four-stage procedure for defining transport tasks on the network is involved [7].
This approach is verified on testing transport network composed of around 500 arcs
and above 280 nodes.
The proposed methodology is an extension of a series of previous publications on
solving vehicle’s depot location problem (in fact tram depot location problem) with
an application of combine optimization and multiple criteria decision aiding, e.g. [8,
9]. All those works are performed with the principle assumption that a network of
transport lines is given (redefined) and constant during problem solving.

2 The Proposed Methodology of Solving Combined Lines

Construction and Depots Location Problems

2.1 General Assumptions

The essence of combining two strategic problems of the public transport system, i.e.
lines construction and depots location, is to find a solution that guarantee the lowest
operating costs for the operator, while keeping all the required standards for passen-
gers. The nature of each decision problems is contradictory while are considered to-
gether. The problem of transport lines construction is strongly linked to the passen-
gers’ demand on movement, while depots location is dictated by searching the least
expensive land costs, which means a location of depots on the suburbs. From the eco-
nomical point of view it should be located as closed to each transport line as possible.
The combined solution of these two problems is primarily driven by the demand for
mass transit and the location of the depots closest to the concentration points of a
highly frequently utilized transport lines.
In the proposed methodology of simultaneous solving the combined lines construc-
tion and depots location problems, the authors have defined the following assump-
tions:

• lines construction is based on detailed analysis of trips performed on the consid-

ered area with rejection of any prior modal split,
• all the considered lines should be symmetric,
• a fleet size to handle each line is homogeneous, i.e. the capacity of each vehicle is
equal,
• a capacity of the planned depots is unconstrained, i.e. the depot size results from
optimal-based distribution of the fleet, due to the constructed route lines.

2.2 Principles of the Methodology

A General Scheme of the Methodology

The proposed methodology is composed of six consecutive steps (see Fig. 1). In the
step 1, trips on the considered area are generated. The basis for this purpose is know-
ledge of the inhabitants’ transport behaviour, typical for the analysed area. The result
of step 1 is the amount of production and attraction established for each of the ele-
mentary parts of the considered area (so called traffic analysis zones). On that basis,
in step 2, travel potentials are distributed between pairs of zones (origin and destina-
tion), and then a draft version of trips assignment to the individual arcs of the network
is performed. Next, in the step 3 the lines structure is constructed (see step 3.1) in
conjunction with a fleet sizing defined for each line (see step 3.2).

Fig. 1. The concept of the methodology of combined solving transport lines construction
and depots location problems (Source: Own work)
 At the same time, the fleet needed to perform a transport service is deployed to the
most suitable depots. The basis for the implementation of steps 3.1-3.3 is the optimi-
zation model (see the following sub-sections).
As a result of the combined optimization of the transport lines construction and de-
pots location (step 3), the volume of supply is defined. The supply volume in step 4 is
the basis for determining the modal split, i.e. the division into private and public tran-
sport. In step 5, all the trips performed by inhabitants are assigned according to the
defined modal split, and during step 6 transport model is calibrated. If the result of
calibration is satisfactory, the calculation procedure is terminated, otherwise the pre-
vious steps (1 or 2 or 4) are performed again and the subsequent steps of the proce-
dure are repeated until the result is satisfactory.
Realization of steps 1, 2 and 4 to 6 is performed using a dedicated macro-simula-
tion tool for traffic modelling. Overview of these types of tools in the context of their
key functionalities is presented in [11]. Step 3 (i.e. 3.1-3.3) is run in an optimization
tool with a dedicated engine for linear programming problems.

Mathematical Model Overview

Since, in the defined methodology a simultaneous solving a complex decision prob-
lem (mixed transport lines and depot location problems) is assumed, in this section a
construction of the mathematical model is suggested.
The objective function is formulated as an operational cost C of transport network
operations, which is composed of both, transportation tasks performance costs TP and
losses L with respect to the empty runs between depots and transportation lines.

Notations and Nomenclature

In the considered problem a following notations are assumed:

• indexes: i – transport line (i = 1,…, I), j – a number of starting node on transporta-

tion network (j = 1,…, J) and j≠k, k – a number of end node on transport network
(k = 1,…, K) and k ≠ j, l – location of a depot (l = 1,…, L), m – vehicle to perform
transport task (m = 1,…, M), t – time interval (t = 1,…, T);
• decision variables: yit – a number of routes on i-th line performed during t interval
[1/hour], yit ∈C; xijkt – an assignment of arc (j, k) to the i-th transport line during t
interval [-]; xijkt ∈{0,1}; zl – allocation of l-th depot [-], zl ∈{0,1}; zilm – an assign-
ment of m-th vehicle operating on i-th transport line to a l-th location of depot [-],
zilm ∈{0,1};
• parameters: cijk – unit transport cost on arc (j, k) of i-th line [PLN/km], djk – length
of arc (j, k) [km], qi – capacity of a vehicle assigned to i-th line [pas.], λi – passen-
ger comfort factor [-], ql – capacity of l-th depot [veh.], Pjkt – passenger load on arc
p
(j, k) in t-th time interval [pas./h], dil – distance between l-th depot location and a
k
first stop of i-th transport line [km], dil – distance between l-th depot location and a
last stop of i-th transport line [km], N – maximum number of depots in a transport
system [-], rit – number of vehicles assigned to i-th transport line during t-th period
of time [veh./h], vit – velocity of the vehicles at i-th transport line during t-th period
of time, upon given traffic conditions [km/h].
Objective Function
The objective function in this problem is a minimized cost function, expressed as:
C = min(TP + L) (1)
where
I J K T
TP = ∑∑∑ cijk ⋅ d jk ⋅ ∑ xijkt ⋅ yit , [PLN/24h] (2)
i =1 j =1 k =1 t =1
and

( )
L I M
L = ∑ zl ∑∑ zilm ⋅ d ilp + d ilk , [PLN/24h] (3)
l =1 i =1 m =1

Constraints
The set of feasible solutions is constructed with the following formulations:

• a total capacity of the fleet of vehicles and its operational frequency are fundamen-
tal parameters for serving passenger volume on arc (j,k) of i-th transport line (see
exp. 4),
• a total number of depots in transport system is limited to N (see exp. 5),
• all the vehicles in a transport system, i.e., assigned to all transport lines, have to be
assigned strictly to available depots (see exp. 6) and a maximum number of vehi-
cles available at i-th transport line is resulted from exp. (7).
I

∑λ ⋅q ⋅ x
i =1
i i ijkt ⋅ yit ≥ Pjkt ; ∀ j = 1,..., J ; k = 1,..., K ; j ≠ k ; t = 1,..., T (4)

∑z
l =1
l ≤N (5)

I L M L

∑∑∑ z
i =1 l =1 m =1
ilm ≤ ∑ zl ⋅ ql
l =1
(6)

⎡⎛ J K ⎞ ⎤
max rit = max⎢⎜⎜ yit ∑∑ xijkt ⋅ 2d jk ⎟⎟ / vit ⎥, ∀ i = 1,..., I (7)
1<t ≤T 1<t ≤T
⎢⎝ j =1 k =1 ⎠ ⎥

3 Verification of the Methodology

3.1 Computational Experiments

A verification of the methodology of combined public transport lines construction and

vehicle’s depots location problems is performed on the basis of testing transport sys-
tem (TTS) of a medium sized city in Poland. In the computational experiments, the
authors have utilized transport demand modelling software – PTV Visum and optimi-
sation engine for MS Excel - Solver.
 In the step 1 (Trip generation) several actions have been carried out. One group is
focused on transport infrastructure definition (see Fig 2.), i.e. all the nodes are enu-
merated (total number of nodes is 210), active arcs (j, k) are identified (381 arcs) and
length of each arc djk is measured (see the result in Tab. 1). The second group of ac-
tions is focused on trip description, i.e. traffic zones are extracted and their travel
potential (production and attraction for each zone) are defined. It is based on econom-
ic and demographic characteristics of each traffic zone.
Step 2 (Trip distribution) is featured by determination of all trips between any pair
of origin and destination zones on the considered area. The result is a complete over-
all O-D matrix and a draft of traffic assignment on the network Pjkt is performed.
A sample result of the draft trip distribution is presented in Tab. 1.

Table 1. A sample of draft trip distribution

Volume Volume
Nodes djk vjk Nodes djk vjk
[pas./24h] [pas./24h]
[km] [km/h] [km] [km/h]
j k Pjkt Pkjt j k Pjkt Pkjt
1 2 95 35 .11 30 140 133 1143 720 1.61 11
1 6 811 889 .80 17 140 139 2868 4439 3.31 7
1 115 816 799 .58 17 140 142 2907 1662 .98 7
2 6 851 931 .74 17 141 133 480 645 .80 21
3 62 1620 1675 .87 11 141 138 1119 1021 .40 17
… … … … … … … … … … … …
70 71 614 600 .20 18 207 52 1638 1731 .32 11
70 116 913 894 .17 16 207 60 639 639 .11 18
70 200 280 313 .40 26 208 207 999 1091 .06 17
71 67 473 400 .30 22 209 204 891 713 .17 17
71 197 141 200 .35 29 209 208 999 1091 .17 17
72 2 42 173 1.02 52 209 210 201 286 .20 25
72 5 2207 2260 .24 8 210 205 536 333 .15 20
72 206 2242 2057 .28 8 210 206 73 360 .06 48

During step 3 an optimisation model has been applied and parameterised first. The
complete list of parameter values is presented in Tab. 2.

Table 2. A set of parameters of optimization model

Parameter
Comments
Notation Unit Value
cijk [PLN/km] 5.2 unit cost in medium sized transport operator
qi [pas.] 105 a total capacity of exemplary city bus – Solaris Urbino12
λi [-] .75 a passenger comfort factor, i.e. at most 75 of available
capacity should be utilised
N [-] 1 a limited number of depots in transportation system
 D6

111

126
194 D1
196 129
143 144
74 167
192
161
32
162
191 127
163 31
34
145 115
1
37 6 69
38
86
10 85
107 23 66
27
22
11
51
5 30
72
D5 14 43 206
91 60
16 19 57 61
15 33 21 52
17 93
45
44 92 62
4
20
8 138
D2

149
177
171
137
176

D4
73

142

140

D3
139

Fig. 2. SimplificationOperator:
VISUM 14.00 PTV AG
of considered transportation network with possible localization of de-
temp1h.ver
pots (red
Created on:triangle:
05.04.2017D1-D6). More detail network is in the background (grey links and nodes)
1:40570

During step 3.1, a structure of the transport lines has been constructed as a result of
searching for minimal number of lines that are able to handle a significant part of the
traffic assigned to the individual arcs of the network, at the lowest cost.
As a result in Tab. 3 a set of 10 selected lines and their one-direction total length is
presented. In step 3.2 a number of vehicles required to handle the traffic assigned to
the network arcs is determined. The basis for that purpose is: velocity resulting from
traffic conditions (see Tab. 1 for each arc), capacity of the vehicle and comfort factor
(see Tab. 2) and line length (see Tab. 3).
 Table 3. A set of lines, line-depot distances and vehicle allocation to each line

Vehicles Line-depot distance [km]

Length
No Lines (node sequence) assigned for l:=
[km]
[veh.] 1 2 3 4 5 6
1 111, 194, 74, 192,191, 34, 145, 37, 10, 11, 6.3 26 4.0 3.1 .2 .2 1.8 .2
118, 14, 15, 92, 20, 177, 73, 142, 140, 139
2 149, 138, 8, 62, 61, 30, 5, 72, 206, 60, 207, 10.2 7 2.9 .2 6.6 2.1 .2 4.0
52, 93, 21, 33, 19, 15, 18, 17, 45, 16, 122
3 111, 194, 196, 143, 144, 32, 127, 163, 31, 8.0 14 1.2 .2 6.6 2.1 5.4 .2
69, 30, 61, 62, 8, 138, 149
4 149, 138, 8, 172, 171, 170, 137, 176, 73, 2.7 6 4.4 .2 .2 .2 4.9 7.4
142, 140, 139
5 129, 167, 161, 162, 31, 115, 1, 6, 23, 86, 85, 8.4 25 .2 4.4 8.0 3.5 .2 4.0
88, 87, 26, 22, 24, 51, 43, 181, 19, 15, 18,
17, 45, 16, 112
6 129, 167, 161, 162, 31, 115, 116, 66, 56, 5, 6.0 17 .2 1.9 5.7 1.2 4.6 4.0
57, 4, 137, 134, 133
7 112, 16, 45, 17, 18, 44, 101, 20, 177, 73, 176, 8.1 21 4.4 .2 4.6 .2 .2 4.3
137, 170, 171, 172, 8, 138, 149
8 139, 140, 142, 73, 176, 137, 170, 171, 172, 8, 13.3 8 2.9 1.1 .2 .2 .2 4.0
62, 61, 30, 5, 72, 206, 60, 207, 52, 93, 21, 33,
19, 15, 18, 17, 45, 16, 112
9 111, 194, 74, 192, 191, 34, 145, 37, 38, 107, 11.0 34 4.0 .2 6.6 2.1 2.9 .2
54, 51, 91, 21, 93, 52, 207, 60, 206, 72, 5,
30, 61, 62, 8, 138, 149
10 111, 194, 196, 143, 144, 32, 127, 163, 31, 12.7 24 .2 2.6 8.1 3.6 .2 .2
69, 30, 5, 72, 206, 60, 207, 52, 93, 21, 33,
19, 15, 18, 17, 45, 16, 112

The resulted total number of 182 vehicles distributed to 10 lines is shown in Tab.
3. Finally, during step 3.3 all the vehicles resulted from step 3.2 are allocated to one
of the potential depot (N = 1). Based on the global optimisation model (step 3.1-3.3
are linked each other and computation is performed simultaneously) a minimum cost
objective function has been achieved: C = 20,630.0 PLN, with TP = 17,426.3 PLN
and L = 3,203.7 PLN, respectively. As a result a D4 (see Fig. 2) vehicle’s depot is
selected (l = 4) and all 182 vehicles should be served by that location.
In the step 4 (modal split) calculation of shares of trips made by public as well as
private transportation means was performed. These computations were made based on
the skim matrix consists of journey time (between particular zones). Thus the trans-
portation supply (transportation network, public transportation line routes with time-
tables etc.) and traffic conditions as well are crucial components. The result of this
step is a set of O-D matrices separate for each transportation mode. In the considered
situation, the ratio of trips made by public and private transportation is 42% to 58%
respectively. Finally, in the last step 5 (traffic assignment), allocation of demand to
supply has been carried out.
Since the first iteration assumed a traffic assignment in step 2 without modal split
structure, further iterations are necessary to determine the final line construction and
base location. As a result in Tab. 4 traffic allocation to the arcs of a considered net-
work with modal split from the first iteration is presented. In fact traffic allocation
during morning rush hour (7am-8am) is presented; it is 12.9% of 24-hour traffic.

Table 4. A traffic allocation to arcs of the network for morning rush hours (7am-8am) for
public transport only

Volume Volume
Nodes djk vjk Nodes djk vjk
[pas./h] [pas./h]
[km] [km/h] [km] [km/h]
j k Pjkt Pkjt j k Pjkt Pkjt
1 2 0 0 .11 35 140 133 47 0 1.61 35
1 6 1 47 .80 35 140 139 371 573 3.31 43
1 115 47 1 .58 45 140 142 475 475 .98 47
2 6 0 0 .74 35 141 133 0 47 .80 35
3 62 77 84 .87 44 141 138 109 100 .40 31
… … … … … … … … … … … …
70 71 0 0 .20 45 207 52 411 .32 32
70 116 0 0 .17 45 207 60 287 .11 37
70 200 0 0 .40 45 208 207 135 167 .06 29
71 67 0 0 .30 45 209 204 167 135 .17 27
71 197 0 0 .35 35 209 208 135 167 .17 29
72 2 0 0 1.02 35 209 210 0 0 .20 35
72 5 329 390 .24 32 210 205 17 0 .15 35
72 206 390 329 .28 32 210 206 0 17 .06 35

During the second iteration, as a result of application the optimization model, the
network structure is constructed with 9 (see Tab. 5) lines, i.e. line no 2 available in
Tab. 3 is rejected here.

Table 5. Line structure, line-depot distances, vehicle allocation to each line and to the depot

Length Vehicles assigned Line-depot distance [km] for l:=

No Lines (node sequence)
[km] [veh.] 1 2 3 4 5 6
1 111, 194, …, 140, 139 6.3 6 4.0 3.1 .2 .2 1.8 .2
3 111, 194, …, 138, 149 8.0 2 1.2 .2 6.6 2.1 5.4 .2
4 149, 138, …, 140, 139 2.7 1 4.4 .2 .2 .2 4.9 7.4
5 129, 167, …, 16, 112 8.4 3 .2 4.4 8.0 3.5 .2 4.0
6 129, 167, …, 134, 133 6.0 3 .2 1.9 5.7 1.2 4.6 4.0
7 112, 16, …, 138, 149 8.1 2 4.4 .2 4.6 .2 .2 4.3
8 139, 140, …, 16, 112 13.3 1 2.9 1.1 .2 .2 .2 4.0
9 111, 194, …, 138, 149 11.0 5 4.0 .2 6.6 2.1 2.9 .2
10 111, 194, …, 16, 112 12.7 3 .2 2.6 8.1 3.6 .2 .2
 The fleet is constructed with 14 vehicles (see Tab. 5) and it is minimum number to
provide line’s operation during morning rush hour (7am to 8pm). For such a network,
the best depot location is D2 (l = 2). The total operating cost for the morning rush
hour plus cost of reaching the line and returning to the depot in this case is 2,824.3
PLN (TP = 2,567.3 PLN and L = 257.0 PLN).
Based on this result it is allowed to interpret a final results i.e. the volumes of pas-
sengers’ and vehicles’ flows on particular arc of the considered network (see fig. 3).
175
312

241
139

47
11
29
63
17

23
28

11

17
49
63
3
135

11
284

49
224
92

23
11
63

17

36
11

29
37
46
3
44
108
275

209
75

23
47

29
17
63
37

54
62

104
108

74
54
212

114
155

125
85
75

84 84
62
148

84

104
195 77
64

74
98 77

114

125
85
64
92
51 51 60
108

92
212

56
155

56
75

60
43

159 66

79
26

51

63
97
144

56
56 10

97
8
75
221
403

367
188

86

79

37
52
221

37
403

52
57
56
367

63
51
188

50 49
84
29
52

50 49
50

194 17
33

244 27
7

123 17
109

27
22
262

37
275
132

36
142
194
123

45
84

37

51
43

63
43

4
26

56
54
26

13 37
37

57
37
4
36

58
37

66
91
37

71
52
4

37
36

36
37

37
113
128

51

36 4
63
136
122
109

56
57
262

37 59 4 37
275

94 37
132

37
77
58

69
77 59 67
93

63
65
5

59
67

94
11 8
22

67
12

62
8

62
3
19
0

69
13 2
10

62 152
43

62
12
6

63
201
11

11
51

155
63

56
57

62
62

59

240 174
94 43 158
15 5 147
10

240
12

69 227
3
100
198

162
225

11 13
8

37
13

37 73
155 134
93

12 9
12

227
6

26

240
0

10
46

43
4

57
75
96

155
35

134
69

62

59

25 1
57

210
105

14
198

227
35
262
104

155
35

13
77 134
2

7
193
13

131 90 258
77

129
10 1
4

106

10
14

122
264 46
77
46

187
3
17

122 119 1310

271
10

90 187 250
176
14 4

13
6

213 134 134

10

26 1 144
7
12

133 250
15

13122
118 4 66 271
13

1 93
131 264 206 113
29

21
120

271 185
12 9

177
269

11 3 264 89 11
6
22

8
256
57
75

8 12 9 185
96
35

66
141

213
16

43
20 3

8
58

213 118
5
11
85

118
36

16
58 47
85 72
12 2

36 16 27
6
27

132

58
295

25
21 3

281
6
11

153

85
36

92
33 122
0
198
30
10
1
122
D2
1 192
60
78
14

0 135 227
7

11
14 3

9
3

11 6 227
5

5 135
60
35
29

0
60 11
0 9
11 11 6
9 5
29
60 11 6
0 5
11 35
9
11 6 23
5
89 27
8
13 23
28

5
10 7 27
92

11
18
9
18 1
5
10

89
5
19
3
25 7
11

23
55
163
267
162
107

16 2
3
32
18 7
5
10

16 9
8
34
21 4
8
11

Fig. 3. A sample of final results - traffic volumes (blue bars and values – private transporta-
tion flows, red bars and values – public transportation flows) Legend
Links Link bar
Active Volume PrT [veh] (AP)
403
101 202
0
Passive
Volume PuT [Pers] (AP)
221
55 110
0

VISUM 14.00 PTV AG Operator: temp1h.ver

Created on: 29.03.2017 1:14314
4 Conclusions

4.1 Discussion on Results

The problem discussed in the paper consists in simultaneous optimization of the

transport line system and the location of the depot in the urban transport system. The
methodology proposed by the authors utilise a synergy of macroscopic traffic model-
ling and optimization methods. As a result of the iterative application of the method-
ology, a traffic allocation to the network determines both the structure of the lines and
the location of the depot to handle all the utilised transport means, at the minimum
global operating cost.
Since the traffic allocation to the network is resulted from real mobility pattern of
the inhabitants, the final solution is characterized by a high level of supply matching
(line configuration and its maintenance) to the real demand (mobility and inhabitants’
behaviour).

4.2 Further Steps

At the present stage of the research three potential directions of a development of the
proposed methodology can be formulated. First, it is proposed to reflect at the step 1
expected changes of transport behaviour in the long-term horizon, e.g. 5, 10 and 15
years perspective. The obtained results should allow determining the extent of the
necessary changes in both considered problems, i.e. the lines structure and the depots
location, taking into account predicted changes in mobility.
Another direction of the research is the extension of the scope of both combined
problems with regard to the fleet composition problem. It means different capacity of
transport means and sizing of each type should be additionally taking into account.
This problem has been extensively analysed by one of the author in his previous re-
search [12]. Incorporating fleet composition should allow a better matching of supply
to demand, and could directly result in better utilization of available transport capacity
while reducing fleet operating costs at the same time.
The last potential direction of development concerns the application of the meth-
odology into different types and real-life transport systems, including tram and bus
transport. As a result the universality of the methodology and the measurable benefits
of its practical application should be validated. The application of the proposed meth-
odology into the real-life transport network should also result in carrying out step 6 of
the methodology, i.e. calibration. In the problem considered in the paper a real traffic
condition is not available, thus a calibration of the traffic model is inapplicable.

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