G condition and E/L mode without the overtaking situation. Operating Mode Optimal E/L (no overtake) Optimal E/L (overtake) Comparison results twait (h) 1593.02 994.05 -37.60 tonboard (h) 6849.58 6158.83 -10.08 ttotal (h) 8442.60 7152.88 -15.28 Ctotal 15 23 +53.335.three.four. Sensitivity Analysis Calculations have been carried out to analyze the effects of tz on the optimization benefits for AS mode, E/L mode with overtaking condition and E/L mode with out overtaking situation at a tmin of 90 s and a load element of 100 whilst the other circumstances have been kept unchanged. Figure 10 shows the comparison final results of various tz values.Comparison final results five.three.4. Sensitivity AnalysisAppl. Sci. 2021, 11,-37.60-10.08-15.28+53.33Calculations had been carried out to analyze the effects of tz on the optimization outcomes for AS mode, E/L mode with overtaking situation and E/L mode devoid of overtaking 15 of 17 situation at a tmin of 90 s and a load aspect of 100 whilst the other circumstances have been kept unchanged. Figure ten shows the comparison results of unique tz values.9500Total time in AS mode Total time in E/L mode(non-overtaking) Total time in E/L mode(overtaking)9167.14 8958.58 8938.04 8567.9000 8500 80007474.8653.8752.Total time ttotal (h)8141.8404.37 8446.82 8442.six 8263.84 7960.92 8163.49 8455.8000 75006950.7030.7145.34 7152.88 7137.7252.70006500 30 35 40 45 50 55tzFigure ten. Comparison of various Figure 10. Comparison of distinct ttzz values.The Lenacil medchemexpress following conclusions may be drawn from Figure ten. The following conclusions is usually drawn from Figure ten. (1) With all the increase in stop time ttz,, the total travel time of passengers tttotal increases. (1) With all the increase in stop time z the total travel time of passengers total increases. The boost in ttz features a greater influence around the ttotal in AS mode than other modes. As ttz The raise in z features a higher effect on the ttotal in AS mode than other modes. As z increases from 30 to 60 s, the tttotal in AS mode increases by 1025.six h (12.60 ), from 8141.54 increases from 30 to 60 s, the total in AS mode increases by 1025.6 h (12.60 ), from 8141.54 to 9167.14 h, when the tttotal in E/L mode with the overtaking situation increases by 523.7 h to 9167.14 h, while the total in E/L mode using the overtaking condition increases by 523.7 h (7.53 ) from 6950.92 to 7474.62 h, the ttotal in E/L mode with no the overtaking condition (7.53 ) from 6950.92 to 7474.62 h, the ttotal in E/L mode devoid of the overtaking condition increases by 977.12 h (12.27 ) from 7960.92 to 8938.04 h. increases by 977.12 h (12.27 ) from 7960.92 to 8938.04 h. (two) Escalating tz enhances the superiority of E/L mode more than AS mode with regards to ttotal . At tz = 30 s, the ttotal in E/L mode with the overtaking condition is 14.62 much less than that in AS mode, along with the quantity grows to 18.46 as tz increases to 60 s. Consequently, the formulation of a train operating schedule requires the determination of a affordable tz determined by the actual operational circumstances around the route in conjunction together with the passenger flow. 6. Conclusions Within this paper, a 0 integer programming model is built for optimizing the quit strategy and departure frequency of a suburban railway below a skip-stop operation mode. The model takes the stop plan of an express train as well as the departure frequencies of each express and Triallate Technical Information nearby trains as decision variables, the upper and reduced limits of train departure frequency as the constraints. The optimization objectives in the model are to reduce the total pa.