【正文】 e three distinctive parts of the TRNDP setup: design objectives, operating environment parameters and solution approach. Introduction Public transportation is largely considered as a viable option for sustainable transportation in urban areas, offering advantages such as mobility enhancement, traffic congestion and air pollution reduction, and energy conservation while still preserving social equity considerations. Nevertheless, in the past decades, factors such as socioeconomic growth, the need for personalized mobility, the increase in private vehicle ownership and urban sprawl have led to a shift towards private vehicles and a decrease in public transportation’s share in daily muting (Sinha 2021。 TRB 2021。 ECMT 2021。 Vuchic 2021.) In this context, planning and designing a cost and service efficient public transportation work is necessary for improving its petitiveness and market share. The problem that formally describes the design of such a public transportation work is referred to as the transit route work design problem (TRNDP)。 Fan and Machemehl 2021a,b). The practical importance of designing public transportation works has attracted 畢業(yè)設(shè)計(jì)外文文獻(xiàn)及譯文 2 considerable interest in the research munity which has developed a variety of approaches and modelsfor the TRNDP including different levels of design detail and plexity as well as interesting algorithmic innovations. In this paper we offer a structured review of approaches for the TRNDP。 the process includes five steps: _1_ design of routes。 _3_ developing timetables。 and _5_ scheduling drivers. Route layout design is guided by passenger flows: routes are established to provide direct or indirect connection between locations and areas that generate and attract demand for transit travel, such as residential and activity related centers _Levinson 1992_. For example, passenger flows between a central business district _CBD_ and suburbs dictate the design of radial routes while demand for trips between different neighborhoods may lead to the selection of a circular route connecting them. Anticipated service coverage, transfers, desirable route shapes, and available resources usually determine the structure of the route work. Route shapes are usually constrained by their length and directness _route directness implies that route shapes are as straight as possible between connected points_, the usage of given roads, and the overlapping with other transit routes. The desirable oute is a set of routes connecting locations within a service area, conforming to given design criteria. For each route, frequencies and bus types are the operational characteristics typically determined through design. Calculations are based on expected passenger volumes along routes that are estimated empirically or by applying transit assignment techniques, under frequency requirement constraints _minimum and maximum allowed 畢業(yè)設(shè)計(jì)外文文獻(xiàn)及譯文 3 frequencies guaranteeing safety and tolerable waiting times, respectively_, desired load factors, fleet size, and availability. These steps as well as the overall design. process have been largely based upon practical guidelines, the expert judgment of transit planners, and operators experience _Baaj and Mahmassani 1991_. Two handbooks by Black _1995_ and Vuchic _2021_ outline frameworks to be followed by planners when designing a public transportation work that include: _1_ establishing the objectives for the work。 _3_ developing。m _1981_ analyzed relevant studies and identified the major features of the TRNDP as demand characteristics, objective functions, constraints, passenger 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 reported five types of transit system planning: _1_ manual。 _3_ systems analysis。 and _5_ mathematical optimization approach. Axhausemm and Smith _1984_ analyzed existing heuristic algorithms for formulating the TRNDP in Europe, tested them, and discussed their potential implementation in the United States. Ceder and Wilson _1986_ reported 畢業(yè)設(shè)計(jì)外文文獻(xiàn)及譯文 4 prior work on the TRNDP and distinguished studies into those that deal with idealized works and to those that focus on actual routes, suggesting that the main features of the TRNDP include demand characteristics, objectives and constraints, and solution methods. At the same period, Van Nes et al. _1988_ grouped TRNDP models into six categories: _1_ analytical models for relating parameters of the public transportation system。 _3_ models determining routes only。 _5_ twostage models for constructing routes and then assigning frequencies。 van Oudheudsen et al. 1987。 _2_ operator cost minimization。 _4_ capacity maximization。 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 _2021_ pointed out that selected objectives influence the attractiveness and performance of a public transportation work. According 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 design models. Berechman _1993_ agreed that maximization of total welfare is the most suitable objective for designing a public transportation system while Van Nes and Bovy _2021_ argued that the minimization of total user and system costs seem the most suit able and less p