Perimeter control involves monitoring network-wide traffic and regulating traffic inflow to alleviate hypercongestion. Implementation of transit priority with perimeter control measures, which allow transit into a controlled area without queuing at the perimeter boundary, is an effective strategy in bimodal transportation systems. However, travelers’ behavior changes in response to perimeter control strategies, such as shifts in their departure times and transportation modes, have not been fully investigated. Therefore, important questions remain, such as the use of transit during perimeter control with transit priority. This paper examines the travelers’ behavior changes in response to perimeter control with transit priority in a mixed bimodal transportation system with cars and flexible route transit (FRT) vehicles. We model departure time and transportation mode choices in such a transportation system with hypercongestion and discomfort in FRT (called the mixed bimodal bathtub model). Initially, we investigate the properties of dynamic user equilibrium without perimeter control. Then, we study the equilibrium patterns during perimeter control with transit priority. Unlike existing works, we find that the number of FRT passengers decreases with time toward the desired arrival time and that FRT may not be used around the peak of rush hour. Furthermore, transit priority may not be sufficient to promote the use of FRT, and additional incentive such as subsidy for lower fares may be required to encourage FRT use during perimeter control. Finally, we show that operating many FRT vehicles does not always decrease the equilibrium cost, even under perimeter control with transit priority.

边界控制包括监控网络范围内的流量和调节流量流入以缓解超拥塞。通过周边控制措施实施过境优先权，允许过境进入受控区域而无需在周边边界排队，是双式联运系统中的有效策略。然而，尚未充分研究旅行者响应周边控制策略的行为变化，例如出发时间和交通方式的变化。因此，重要的问题仍然存在，例如在具有过境优先权的周界控制期间使用过境。本文研究了在具有汽车和灵活路线公交 (FRT) 车辆的混合双模式交通系统中，旅客响应周界控制和公交优先的行为变化。我们在 FRT（称为混合双峰浴缸模型）中过度拥塞和不适的交通系统中对出发时间和交通方式选择进行建模。最初，我们研究了没有边界控制的动态用户均衡的特性。然后，我们研究了具有过境优先权的周界控制期间的平衡模式。与现有工作不同，我们发现 FRT 乘客的数量随着时间的推移而减少，接近预期的到达时间，并且 FRT 可能不会在高峰时段使用。此外，公交优先权可能不足以促进 FRT 的使用，并且可能需要额外的激励措施（例如补贴低票价）来鼓励在边界控制期间使用 FRT。最后，我们表明运行许多 FRT 车辆并不总是会降低均衡成本，