Values of input parameters.

The bilateral Bus Rapid Transit (BRT) system is a kind of BRT system in which the stops are located in the middle of the transit lane. By simultaneously serving transit lines in opposite directions, it is particularly designed to save space resources and enhance service quality. To improve the operational efficiency of the bilateral BRT, this paper optimizes the operational performance of bilateral BRT with elastic demand. The objective is to minimize the generalized time cost per passenger of the system by jointly optimizing the headway and number of stops of bilateral BRT. The cost includes the agency operating and user travel. The optimal design model is formulated as a mixed-integer program and solved using a fuzzy analytic hierarchy process (FAHP) and a genetic algorithm (GA). We conduct a case study and sensitivity analysis to show the effectiveness and reliability of the proposed approach. We conclude that the optimized minimum generalized cost per passenger is lower than the actual case for all demand levels, especially at off-peak hours, by about 22.5%. In addition, we find that the weights of agency and user costs have the most significant impact on headway, whereas the influence of walking, vehicle speed, and route length is minimal. In contrast, the optimal number of BRT stops is mostly influenced by the route length, and walking speed has essentially no effect on the optimal number of stops. Finally, we find that the generalized cost per passenger at peak hours is 10% to 15% smaller than at off-peak hours in various scenarios.

双侧快速公交（Bus Rapid Transit, BRT）系统是一类站点设置在公交专用车道中央的快速公交系统。该系统通过同时服务双向公交线路，旨在节约空间资源并提升服务质量。
为提升双侧快速公交的运营效率，本文针对弹性需求下的双侧快速公交运营性能开展优化研究。本文的研究目标为联合优化双侧快速公交的发车间隔与站点数量，以最小化系统内每位乘客的广义时间成本，该成本包含运营企业运营成本与乘客出行成本两部分。
本文将最优设计模型构建为混合整数规划问题，并采用模糊层次分析法（Fuzzy Analytic Hierarchy Process, FAHP）与遗传算法（Genetic Algorithm, GA）进行求解。
通过案例研究与敏感性分析，验证了所提方法的有效性与可靠性。研究结果显示，在所有需求水平下，优化后的乘客单位广义时间成本均低于实际运营场景，尤其在非高峰时段，成本降幅可达约22.5%。
此外，研究发现运营企业与乘客成本的权重对发车间隔的影响最为显著，而步行速度、车辆行驶速度与线路长度的影响相对微小。与之相对，快速公交最优站点数量主要受线路长度影响，步行速度对最优站点数量基本无影响。
最后，在各类场景中，高峰时段的乘客单位广义时间成本较非高峰时段低10%至15%。