The knowledge of real-life traffic patterns is crucial for a good understanding and analysis of transportation systems. These data are quite rare. In this paper we propose an algorithm for extracting both the real physical topology and the network of traffic flows from timetables of public mass transportation systems. We apply this algorithm to timetables of three large transportation networks. This enables us to make a systematic comparison between three different approaches to construct a graph representation of a transportation network; the resulting graphs are fundamentally different. We also find that the real-life traffic pattern is very heterogeneous, in both space and traffic flow intensities, which makes it very difficult to approximate the node load with a number of topological estimators.
Another class of networks that can be constructed with the help of timetables are airport networks @cite_17 @cite_35 @cite_30 @cite_27 . There, the nodes are the airports, and edges are the flight connections. The weight of an edge reflects the traffic on this connection, which can be approximated by the number of flights that use it during one week. In this case, both the topology and the traffic information are given by timetables. This is because the routes of planes are not constrained to any physical infrastructure, as opposed to roads for cars or rail-tracks for trains. So there are no real'' links and shortcut'' links. In a sense all links are real, and the topologies in space ---of ---stops and in space ---of ---stations actually coincide.
@cite_30 @cite_35 @cite_27 @cite_17
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An edge-scheduled network N is a multigraph G = (V, E), where each edge e ϵ E has been assigned two real weights: a start time α(e) and a finish time β(e). Such a multigraph models a communication or transportation network. A multiedge joining vertices u and v represents a direct communication (transportation) link between u and v, and the edges of the multiedge represent potential communications (transportations) between u and v over a fixed period of time. For a, b ϵ V, and k a nonnegative integer, we say that N is k-failure ab-invulnerable for the time period [0, t] if information can be relayed from a to b within that time period, even if up to k edges are deleted, i.e., “fail.” The k-failure ab-vulnerability threshold νab(k) is the earliest time t such that N is k-failure ab-invulnerable for the time period [0, t] [where νab(k) = ∞ if no such t exists]. Let κ denote the smallest k such that νab(k) = ∞. In this paper, we present an O(κ|E|) algorithm for computing νab(i), i = 0, …, κ −1. The latter algorithm constructs a set of κ pairwise edge-disjoint schedule-conforming paths P0, …, Pκ −1 such that the finish time of Pi is νab(i), i = 0, 1, …, κ −1. (A path P = ae1u1e2 ··· Upp−1epb is schedule-conforming if the finish time of edge ei is no greater than the start time of the next edge ei + 1.) The existence of such paths when α(e) = β(e) = 0, for all e ϵ E, implies Menger's Theorem. In this paper, we also show that the obvious analogs of these results for either multiedge deletions or vertex deletions do not hold. In fact, we show that the problem of finding k schedule-conforming paths such that no two paths pass through the same vertex (multiedge) is NP-complete, even for k = 2. © 1996 John Wiley & Sons, Inc. We report a study of the correlations among topological, weighted and spatial properties of large infrastructure networks. We review the empirical results obtained for the air-transportation infrastructure that motivates a network modeling approach which integrates the various attributes of this network. In particular, we describe a class of models which include a weight-topology coupling and the introduction of geographical attributes during the network evolution. The inclusion of spatial features is able to capture the appearance of non-trivial correlations between the traffic flows, the connectivity pattern and the actual distances of vertices. The anomalous fluctuations in the betweenness-degree correlation function observed in empirical studies are also recovered in the model. The presented results suggest that the interplay between topology, weights and geographical constraints is a key ingredient in order to understand the structure and evolution of many real-world networks. Networks provide an informative, yet non-redundant description of complex systems only if links represent truly dyadic relationships that cannot be directly traced back to node-specific properties such as size, importance, or coordinates in some embedding space. In any real-world network, some links may be reducible, and others irreducible, to such local properties. This dichotomy persists despite the steady increase in data availability and resolution, which actually determines an even stronger need for filtering techniques aimed at discerning essential links from non-essential ones. Here we introduce a rigorous method that, for any desired level of statistical significance, outputs the network backbone that is irreducible to the local properties of nodes, i.e. their degrees and strengths. Unlike previous approaches, our method employs an exact maximum-entropy formulation guaranteeing that the filtered network encodes only the links that cannot be inferred from local information. Extensive empirical analysis confirms that this approach uncovers essential backbones that are otherwise hidden amidst many redundant relationships and inaccessible to other methods. For instance, we retrieve the hub-and-spoke skeleton of the US airport network and many specialised patterns of international trade. Being irreducible to local transportation and economic constraints of supply and demand, these backbones single out genuinely higher-order wiring principles. A public transportation network can often be modeled as a timetable graph where (i) each node represents a station; and (ii) each directed edge (u,v) is associated with a timetable that records the departure (resp. arrival) time of each vehicle at station u (resp. v). Several techniques have been proposed for various types of route planning on timetable graphs, e.g., retrieving the route from a node to another with the shortest travel time. These techniques, however, either provide insufficient query efficiency or incur significant space overheads. This paper presents Timetable Labelling (TTL), an efficient indexing technique for route planning on timetable graphs. The basic idea of TTL is to associate each node @math with a set of labels, each of which records the shortest travel time from u to some other node v given a certain departure time from u; such labels would then be used during query processing to improve efficiency. In addition, we propose query algorithms that enable TTL to support three popular types of route planning queries, and investigate how we reduce the space consumption of TTL with advanced preprocessing and label compression methods. By conducting an extensive set of experiments on real world datasets, we demonstrate that TTL significantly outperforms the states of the art in terms of query efficiency, while incurring moderate preprocessing and space overheads.