【正文】 Van Nes 等人運(yùn)用了基于為估計公交需求的交通障礙的同步分布模型。 Chang和 Schonfeld 1993a）、?？空具x 12 址（ Black 1979。簡化的研究獲得置于預(yù)定的平行或輻狀路線的最優(yōu)化路線，同時獲得每條路線的最優(yōu)頻率（ Holroyd 1967。在他們的多目標(biāo)模型中， Baaj和 Majmassani 根據(jù)一系列指標(biāo)，依賴于計劃者的判斷和經(jīng)驗來選擇最優(yōu)的公交網(wǎng)絡(luò)。這些研究或是試圖簡化解決 TRNDP時的復(fù)雜的目標(biāo)功能（ Newell 1979。 Van Nes 和 Bovy（ 2020）指出，所選擇的目標(biāo)會影響一個公交網(wǎng)絡(luò)的吸引力和運(yùn)行情況。設(shè)計公交系統(tǒng)日常操作的目標(biāo)應(yīng)該包括兩方面。 TRNDP是一個為獲得最優(yōu)方案的目標(biāo)已定、限制已知、方法已選并生效的最優(yōu)化問題，TRNDP被公交路線網(wǎng)絡(luò)服務(wù)的目標(biāo)、操作特點(diǎn)和環(huán)境和數(shù)學(xué)方法所描述。 Axhausemm 和 Smith（ 1984）為確切地闡述歐洲的 TRNDP 而分析了現(xiàn)存的啟發(fā)式算法，測試了它們，并討論了它們在美國的潛在執(zhí)行。這 些步驟和所有設(shè)計過程很大程序地基于實踐的指導(dǎo)、運(yùn)輸設(shè)計者的專業(yè)判斷和執(zhí)行者的經(jīng)驗（ Baaj and Mahmassani 1991）。正如 Ceder 和 Wilson(1986)提出的一樣，公交路線網(wǎng)絡(luò)設(shè)計的因素是整個公交系統(tǒng)規(guī)劃過程中的一部分；這個過程包括五個階段：一，路線設(shè)計；二，確定運(yùn)輸頻率；三，設(shè)計時間表；四，安排公車計劃；五，安排公車司機(jī)計劃。鼓勵使用公共交通的措施集中在提高已提供的公交服務(wù)，如運(yùn)客量、運(yùn)輸次數(shù)、運(yùn)輸覆蓋面、可靠性、舒服性和其它提高公交系統(tǒng)效率的重要指標(biāo)性服務(wù)質(zhì)量 (Sinha 2020。 and Fan and Machemehl (2020a) based demand estimation on mode choice models for estimating transit demand as a function of total demand for travel. 8 中文譯文 ： 公交路線網(wǎng)絡(luò)設(shè)計問題：回顧 K Kepaptsoglou, M Karlaftis Journal of transportation engineering, 135(8), 491–505, 2020 摘要：公共交通網(wǎng)絡(luò)的有效設(shè)計讓交通理論與實踐成為眾人關(guān)注的焦點(diǎn)，隨之發(fā)展出了很多規(guī)劃相關(guān)公交路線網(wǎng)絡(luò)設(shè)計問題（ TRNDP）的模型與方法。 Black 1979。 Morlok and Viton 1984。 and (6) individual parameter optimization. Mandl (1980) indicated that public transportation systems have different objectives to meet. He mented, “even a single objective problem is difficult to attack” (p. 401). Often, these objectives are controversial since cutbacks in operating costs may require reductions in the quality of services. Van Nes and Bovy (2020) pointed out that selected objectives influence the attrac tiveness and performance of a public transportation work. Ac cording to Ceder and Wilson (1986), minimization of generalized cost or time or maximization of consumer surplus were the most mon objectives selected when developing transit work de sign models. Berechman (1993) agreed that maximization of total welfare is the most suitable objective for designing a public trans portation system while Van Nes and Bovy (2020) argued that the minimization of total user and system costs seem the most suit able and less plicated objective (pared to total welfare), while profit maximization leads to nonattractive public transpor tation works. As can be seen in Table 1, most studies seek to optimize total welfare, which incorporates benefits to the user and to the system. User benefits may include travel, access and waiting cost minimi zation, minimization of transfers, and maximization of coverage, while benefits for the system are maximum utilization and quality of service, minimization of operating costs, maximization of prof its, and minimization of the fleet size used. Most monly, total welfare is represented by the minimization of user and system costs. Some studies address specific objectives from the user, the operator, or the environmental perspective. Passenger conve nience, the number of transfers, profit and capacity maximization, travel time minimization, and fuel consumption minimization are such objectives. These studies either attempt to simplify the 5 plex objective functions needed to setup the TRNDP (Newell 1979。 (5) twostage models for constructing routes and then assigning frequencies。m (1981) analyzed rel evant studies and identified the major features of the TRNDP as demand characteristics, objective functions, constraints, passen ger behavior, solution techniques, and putational time for solving the problem. An extensive review of existing work on transit work design was provided by Chua (1984) who re ported five types of transit system planning: (1) manual。 the process includes five steps: (1) de sign of routes。 TRB 2020。 it focuses on the optimization of a number of objectives repre senting the efficiency of public transportation works under op erational and resource constraints such as the number and length of public transportation routes, allowable service frequencies, and number of available buses (Chakroborty 2020。 (2) defining the op erational environment of the work (road structure, demand pat terns, and characteristics)。 (2) models deter mining the links to be used for public transportation route construction。 (3) total welfare maxi mization。 Byrne 1975, 1976。 Spacovic et al. 1994。 the later meaning that demand is affected by the perfor mance and services provided by the public transportation work. Lee and Vuchic (2020) distinguished between two types of elastic demand: (1) demand per mode affected by transportation services, with total demand for travel kept constant。 EMTA 2020。本文我們結(jié)構(gòu)地回顧了研究 TRNDP的方法；研究者將獲得評估為優(yōu)化 TRNDP模型的現(xiàn)存研究和未來研究方向的基礎(chǔ)，從業(yè)者也將得到公交網(wǎng)絡(luò)自動化設(shè)計的處理和潛在工具的詳細(xì)呈現(xiàn)，以及它們的特點(diǎn)、性能和優(yōu)點(diǎn)。期望的結(jié)果是符合所定設(shè)計標(biāo)準(zhǔn)的，在運(yùn)輸?shù)貐^(qū)內(nèi)的一整套聯(lián)接不同地點(diǎn)的運(yùn)輸路線。 公交路線網(wǎng)絡(luò)設(shè)計問題（ TRNDP）：概述 自十九世紀(jì)六十年代以來，對 TRNDP 已展開了大量的研究和檢測。 Russo（ 1998）采用了相同的分類方法，并指出數(shù)學(xué)模型保證了最優(yōu)的公交網(wǎng)絡(luò)設(shè)計但同時犧牲了對乘客代表和設(shè)計標(biāo) 準(zhǔn)的細(xì)化，同時，模擬模型解決了乘客行為但使用了啟發(fā)式步驟來獲得 TRNDP 解決方法。最后，“方法層”包括規(guī)劃和解決 TRNDP 時所需要的邏輯數(shù)理框架和代數(shù)工具。 Mandl（ 1980）指出，公交系統(tǒng)有許多不同的目標(biāo)要實現(xiàn)。總福利最經(jīng)常被用戶和系統(tǒng)成本最小化所代表。甚至是如同一些學(xué)者（ Baaj 和 Mahmassani 1991。另一組決定標(biāo)準(zhǔn)代表執(zhí)行環(huán)境（網(wǎng)絡(luò)結(jié)構(gòu)、需求特點(diǎn)和模式