長途運輸場站包括航空、高鐵、台鐵、與客運場站等,其中航空與高鐵場站之站間距較長,使用此類型長途運輸運具之旅客出發位置的空間分布廣泛、出發時間較為分散;其場站之服務特性與短程運輸場站不同,且旅客之需求特性與一般運輸場站的旅客需求特性亦有所差異。因此,傳統大眾運輸服務較難滿足長途旅客之轉乘需求,本研究希冀透過共乘小巴士之中介運輸服務填補傳統大眾運輸服務難以滿足旅客之處,共乘小巴士之服務型態為旅客事前通知業者搭乘需求,業者安排旅客共乘事宜,並且指派車輛與司機在接送當天進行接送之服務。 業者安排事宜包括接送規劃、票價計算等,接送規劃包括旅客指派、駕駛指派、與接送路線規劃,其中,接送路線規劃的目標式考慮車輛接送路線最小化與旅客到場站後等待時間的總合最短;票價計算包括原始票價及最終票價,因本研究的旅客搭乘方式具有共乘行為,車輛在接送時車內旅客會因為車輛繞行而增加時間成本,並且有可能為了配合同車旅客的預定到達場站時間提早到達場站行程無益等候,業者將依此兩種的時間成本給予旅客票價折扣作為服務回饋。 本研究首先建立服務模式並測試旅客到場站後的等待時間對於接送路線規劃、車輛共乘安排與旅客旅行時間之影響。同時,對於是否考慮旅客到達場站後等待時間亦比較服務安排之差異,結果亦顯示若將考量列入最佳化分析,則旅客的旅行時間會些微增加,旅客到場站後等待時間明顯減少,而業者的收入也會較多,因為當接送規劃考慮旅客到場站後等候時間,同一輛車傾向於服務要求到達時間接近的旅客,而旅客的旅行時間可能因車輛繞道而增加。
The types of terminals for long-distance services are categorized by different transportation carriers, such as airplanes, high speed rails, regional rails and coach buses. These terminals with certain characteristics make themselves victim of conventional public modes for to-door trnasger services, such as outside central-city locations, long headways, dispersive schedules and destinations of passengers, high costs of main trups, and so on. Their to-door transfer services require highly demand responses which usually provided by paratransits. This research, by studying the services of shuttle bus as one type of paratransits, aims to examine the relationship among demand requests, service arrangements and fare discounts. The planning of pick-up routes includes assignments of passengers and routing. The objective of the routing problem is to minimize of the pick-up routing time and the total waiting time of passengers at terminals. Fare discount is according to the cruising time and waiting time of each passenger.