公交路線網(wǎng)絡(luò)設(shè)計(jì)問(wèn)題：回顧本科畢業(yè)設(shè)計(jì)外文文獻(xiàn)及譯文

《公交路線網(wǎng)絡(luò)設(shè)計(jì)問(wèn)題：回顧本科畢業(yè)設(shè)計(jì)外文文獻(xiàn)及譯文》由會(huì)員分享，可在線閱讀，更多相關(guān)《公交路線網(wǎng)絡(luò)設(shè)計(jì)問(wèn)題：回顧本科畢業(yè)設(shè)計(jì)外文文獻(xiàn)及譯文（17頁(yè)珍藏版）》請(qǐng)?jiān)谘b配圖網(wǎng)上搜索。

1、 本科畢業(yè)設(shè)計(jì) 外文文獻(xiàn)及譯文 文獻(xiàn)、資料題目：Transit Route Network Design Problem: Review 文獻(xiàn)、資料來(lái)源：網(wǎng)絡(luò) 文獻(xiàn)、資料發(fā)表（出版）日期：2007.1 院 （部）： xxx 專 業(yè)： xxx 班 級(jí)：xxx 姓 名：xxx 學(xué) 號(hào)： xxx 指導(dǎo)教師： xxx 翻譯日期： xxx 畢業(yè)設(shè)計(jì)外文文獻(xiàn)及譯文 外文文獻(xiàn)： Transit Route Network Design Problem: Review Abstract: Efficient desi

2、gn of public transportation networks has attracted much interest in the transport literature and practice, with many models and approaches for formulating the associated transit route network design problem _TRNDP_ having been developed. The present paper systematically presents and reviews resear

3、ch on the TRNDP based on the 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 a

4、s 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

5、and urban sprawl have led to a shift towards private vehicles and a decrease in public transportation’s share in daily commuting (Sinha 2003; TRB 2001; EMTA 2004; ECMT 2002; Pucher et al. 2007). Efforts for encouraging public transportation use focuses on improving provided services such as line cap

6、acity, service frequency, coverage, reliability, comfort and service quality which are among the most important parameters for an efficient public transportation system (Sinha 2003; Vuchic 2004.) In this context, planning and designing a cost and service efficient public transportation network is

7、 necessary for improving its competitiveness and market share. The problem that formally describes the design of such a public transportation network is referred to as the transit route network design problem (TRNDP);it focuses on the optimization of a number of objectives representing the efficienc

8、y of public transportation networks under operational and resource constraints such as the number and length of public transportation routes, allowable service frequencies, and number of available buses (Chakroborty 2003; Fan and Machemehl 2006a,b). The practical importance of designing public tran

9、sportation networks has attracted considerable interest in the research community which has developed a variety of approaches and modelsfor the TRNDP including different levels of design detail and complexity as well as interesting algorithmic innovations. In this paper we offer a structured review

10、 of approaches for the TRNDP; researchers will obtain a basis for evaluating existing research and identifying future research paths for further improving TRNDP models. Moreover, practitioners will acquire a detailed presentation of both the process and potential tools for automating the design of p

11、ublic transportation networks, their characteristics, capabilities, and strengths. Design of Public Transportation Networks Network design is an important part of the public transportation operational planning process _Ceder 2001_. It includes the design of route layouts and the determination of a

12、ssociated operational characteristics such as frequencies, rolling stock types, and so on As noted by Ceder and Wilson _1986_, network design elements are part of the overall operational planning process for public transportation networks; the process includes five steps: _1_ design of routes; _2_ s

13、etting frequencies; _3_ developing timetables; _4_ scheduling buses; 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

14、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. Antic

15、ipated service coverage, transfers, desirable route shapes, and available resources usually determine the structure of the route network. Route shapes are usually constrained by their length and directness _route directness implies that route shapes are as straight as possible between connected poi

16、nts_, the usage of given roads, and the overlapping with other transit routes. The desirable outcome 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

17、 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 frequencies guaranteeing safety and tolerable waiting times, respectiv

18、ely_, 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 _200

19、4_ outline frameworks to be followed by planners when designing a public transportation network that include: _1_ establishing the objectives for the network; _2_ defining the operational environment of the network _road structure, demand patterns, and characteristics_; _3_ developing; and _4_ evalu

20、ating alternative public transportation networks. Despite the extensive use of practical guidelines and experience for designing transit networks, researchers have argued that empirical rules may not be sufficient for designing an efficient transit network and improvements may lead to better qual

21、ity and more efficient services. For example, Fan and Machemehl _2004_ noted that researchers and practitioners have been realizing that systematic and integrated approaches are essential for designing economically and operationally efficient transit networks. A systematic design process implies cle

22、ar and consistent steps and associated techniques for designing a public transportation network, which is the scope of the TRNDP. TRNDP: Overview Research has extensively examined the TRNDP since the late 1960s. In 1979, Newell discussed previous research on the optimal design of bus routes and

23、Hasselstrm _1981_ analyzed relevant studies and identified the major features of the TRNDP as demand characteristics, objective functions, constraints, passenger behavior, solution techniques, and computational time for solving the problem. An extensive review of existing work on transit network de

24、sign was provided by Chua _1984_ who reported five types of transit system planning: _1_ manual; _2_ market analysis; _3_ systems analysis; _4_ systems analysis with interactive graphics; and _5_ mathematical optimization approach. Axhausemm and Smith _1984_ analyzed existing heuristic algorithms f

25、or formulating the TRNDP in Europe, tested them, and discussed their potential implementation in the United States. Ceder and Wilson _1986_ reported prior work on the TRNDP and distinguished studies into those that deal with idealized networks and to those that focus on actual routes, suggesting th

26、at 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; _2_ models dete

27、rmining the links to be used for public transportation route construction; _3_ models determining routes only; _4_ models assigning frequencies to a set of routes; _5_ two-stage models for constructing routes and then assigning frequencies; and _6_ models for simultaneously determining routes and fr

28、equencies. Spacovic et al. _1994_ and Spacovic and Schonfeld _1994_ proposed a matrix organization and classified each study according to design parameters examined, objectives anticipated, network geometry, and demand characteristics. Ceder and Israeli _1997_ suggested broad categorizations for TRN

29、DP models into passenger flow simulation and mathematical programming models. Russo _1998_ adopted the same categorization and noted that mathematical programming models guarantee optimal transit network design but sacrifice the level of detail in passenger representation and design parameters, whil

30、e simulation models address passenger behavior but use heuristic procedures obtaining a TRNDP solution. Ceder _2001_ enhanced his earlier categorization by classifying TRNDP models into simulation, ideal network, and mathematical programming models. Finally, in a recent series of studies, Fan and Ma

31、chemehl _2004, 2006a,b_ divided TRNDP approaches into practical approaches, analytical optimization models for idealized conditions, and metaheuristic procedures for practical problems. The TRNDP is an optimization problem where objectives are defined, its constraints are determined, and a methodo

32、logy is selected and validated for obtaining an optimal solution. The TRNDP is described by the objectives of the public transportation network service to be achieved, the operational characteristics and environment under which the network will operate, and the methodological approach for obtaining

33、the optimal network design. Based on this description of the TRNDP, we propose a three-layer structure for organizing TRNDP approaches _Objectives, Parameters, and Methodology_. Each layer includes one or more items that characterize each study. The “Objectives” layer incorporates the goals set whe

34、n designing a public transportation system such as the minimization of the costs of the system or the maximization of the quality of services provided. The “Parameters” layer describes the operating environment and includes both the design variables expected to be derived for the transit network _ro

35、ute layouts, frequencies_ as well as environmental and operational parameters affecting and constraining that network _for example, allowable frequencies, desired load factors, fleet availability, demand characteristics and patterns, and so on_. Finally, the “Methodology” layer covers the logical–ma

36、thematical framework and algorithmic tools necessary to formulate and solve the TRNDP. The proposed structure follows the basic concepts toward setting up a TRNDP: deciding upon the objectives, selecting the transit network items and characteristics to be designed, setting the necessary constraints

37、for the operating environment, and formulating and solving the problem. TRNDP: Objectives Public transportation serves a very important social role while attempting to do this at the lowest possible operating cost. Objectives for designing daily operations of a public transportation system should

38、encompass both angles. The literature suggests that most studies actually focus on both the service and economic efficiency when designing such a system. Practical goals for the TRNDP can be briefly summarized as follows _Fielding 1987; van Oudheudsen et al. 1987; Black 1995_: _1_ user benefit maxim

39、ization; _2_ operator cost minimization; _3_ total welfare maximization; _4_ capacity maximization; _5_ energy conservation— protection of the environment; and _6_ individual parameter optimization. Mandl _1980_ indicated that public transportation systems have different objectives to meet. He com

40、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 _2000_ pointed out that selected objectives influence the attractiveness and perf

41、ormance of a public transportation network. According to Ceder and Wilson _1986_, minimization of generalized cost or time or maximization of consumer surplus were the most common objectives selected when developing transit network design models. Berechman _1993_ agreed that maximization of total we

42、lfare is the most suitable objective for designing a public transportation system while Van Nes and Bovy _2000_ argued that the minimization of total user and system costs seem the most suit able and less complicated objective _compared to total welfare_, while profit maximization leads to nonattrac

43、tive public transportation networks. 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 minimization, minimization of transfers, and maximization of coverage, wh

44、ile benefits for the system are maximum utilization and quality of service, minimization of operating costs, maximization of profits, and minimization of the fleet size used. Most commonly, total welfare is represented by the minimization of user and system costs. Some studies address specific objec

45、tives from the user, the operator, or the environmental perspective. Passenger convenience, 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 complex objective func

46、tions needed to setup the TRNDP _Newell 1979; Baaj and Mahmassani 1991; Chakroborty and Dwivedi 2002_, or investigate specific aspects of the problem, such as objectives _Delle Site and Fillipi 2001_, and the solution methodology _Zhao and Zeng 2006; Yu and Yang 2006_. Total welfare is, in a sense,

47、 a compromise between objectives. Moreover, as reported by some researchers such as Baaj and Mahmassani _1991_, Bielli et al. _2002_, Chackroborty and Dwivedi _2002_, and Chakroborty _2003_, transit network design is inherently a multiobjective problem. Multiobjective models for solving the TRNDP ha

48、ve been based on the calculation of indicators representing different objectives for the problem at hand, both from the user and operator perspectives, such as travel and waiting times _user_, and capacity and operating costs _operator_. In their multiobjective model for the TRNDP, Baaj and Majmassa

49、ni _1991_ relied on the planner’s judgment and experience for selecting the optimal public transportation network, based on a set of indicators. In contrast, Bielli et al. _2002_ and Chakroborty and Dwivedi _2002_, combined indicators into an overall, weighted sum value, which served as the criteri

50、on for determining the optimal transit network. TRNDP: Parameters There are multiple characteristics and design attributes to consider for a realistic representation of a public transportation network. These form the parameters for the TRNDP. Part of these parameters is the problem set of decisio

51、n variables that define its layout and operational characteristics _frequencies, vehicle size, etc._. Another set of design parameters represent the operating environment _network structure, demand characters, and patterns _, operational strategies and rules, and available resources for the public t

52、ransportation network. These form the constraints needed to formulate the TRNDP and are, a-priori fixed, decided upon or assumed. Decision Variables Most common decision variables for the TRNDP are the routes and frequencies of the public transportation network _Table 1_. Simplified early studies

53、derived optimal route spacing between predetermined parallel or radial routes, along with optimal frequencies per route _Holroyd 1967; Byrne and Vuchic 1972; Byrne 1975, 1976; Kocur and Hendrickson 1982; Vaughan 1986_, while later models dealt with the development of optimal route layouts and freque

54、ncy determination. Other studies, additionally, considered fares _Kocur and Hendrickson 1982; Morlok and Viton 1984; Chang and Schonfeld 1991; Chien and Spacovic 2001_, zones _Tsao and Schonfeld 1983; Chang and Schonfeld 1993a_, stop locations _Black 1979; Spacovic and Schonfeld 1994; Spacovic et al

55、. 1994; Van Nes 2003; Yu and Yang 2006_ and bus types _Delle Site and Filippi 2001_. Network Structure Some early studies focused on the design of systems in simplified radial _Byrne 1975; Black 1979; Vaughan 1986_, or rectangular grid road networks _Hurdle 1973; Byrne and Vuchic 1972; Tsao and Sc

56、honfeld 1984_. However, most approaches since the 1980s were either applied to realistic, irregular grid networks or the network structure was of no importance for the proposed model and therefore not specified at all. Demand Patterns Demand patterns describe the nature of the flows of passengers

57、 expected to be accommodated by the public transportation network and therefore dictate its structure. For example, transit trips from a number of origins _for example, stops in a neighborhood_ to a single destination _such as a bus terminal in the CBD of a city_ and vice-versa, are characterized as

58、 many-to-one _or one-tomany _ transit demand patterns. These patterns are typically encountered in public transportation systems connecting CBDs with suburbs and imply a structure of radial or parallel routes ending at a single point; models for patterns of that type have been proposed by Byrne and

59、Vuchic _1972_, Salzborn _1972_, Byrne _1975, 1976_, Kocur and Hendrickson _1982_, Morlok and Viton _1984_, Chang and Schonfeld _1991, 1993a_, Spacovic and Schonfeld _1994_, Spacovic et al. _1994_, Van Nes _2003_, and Chien et al. _2003_. On the other hand, many-to-many demand patterns correspond to

60、flows between multiple origins and destinations within an urban area, suggesting that the public transportation network is expected to connect various points in an area. Demand Characteristics Demand can be characterized either as “fixed” _or “inelastic”_ or “elastic”; the later meaning that dem

61、and is affected by the performance and services provided by the public transportation network. Lee and Vuchic _2005_ distinguished between two types of elastic demand: _1_ demand per mode affected by transportation services, with total demand for travel kept constant; and _2_ total demand for travel

62、 varying as a result of the performance of the transportation system and its modes. Fan and Machemehl _2006b_ noted that the complexity of the TRNDP has led researchers into assuming fixed demand, despite its inherent elastic nature. However, since the early 1980s, studies included aspects of elast

63、ic demand in modeling the TRNDP _Hasselstrom 1981; Kocur and Hendrickson 1982_. Van Nes et al. _1988_ applied a simultaneous distribution-modal split model based on transit deterrence for estimating demand for public transportation. In a series of studies, Chang and Schonfeld _1991, 1993a,b_ and Sp

64、acovic et al. _1994_ estimated demand as a direct function of travel times and fares with respect to their elasticities, while Chien and Spacovic 2001_, followed the same approach assuming that demand is additionally affected by headways, route spacing and fares. Finally, studies by Leblanc _1988_,

65、Imam _1998_, Cipriani et al. _2005_, Lee and Vuchic _2005_; and Fan and Machemehl _2006a_ based demand estimation on mode choice models for estimating transit demand as a function of total demand for travel. 中文譯文： 公交路線網(wǎng)絡(luò)設(shè)計(jì)問(wèn)題：回顧 摘要：公共交通網(wǎng)絡(luò)的有效設(shè)計(jì)讓交通理論與實(shí)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(jì)問(wèn)題（TRNDP）的模型與

66、方法。本文系統(tǒng)地呈現(xiàn)和回顧了基于TRNDP構(gòu)造中三個(gè)不同方面的研究：設(shè)計(jì)目標(biāo)，執(zhí)行環(huán)境因素和解決辦法。 引言： 公共交通一般被認(rèn)為是實(shí)現(xiàn)可持續(xù)城市交通的一項(xiàng)切實(shí)可行的選擇，它具有眾多優(yōu)勢(shì)，如在維持社會(huì)公平的同時(shí)，增強(qiáng)可移動(dòng)性，減少交通擁堵和空氣污染，節(jié)少能耗。然后，在過(guò)去的幾十年中，因?yàn)樯鐣?huì)經(jīng)濟(jì)的增長(zhǎng)以及對(duì)自由出行需求的上升，私家車擁有量上升，城市擴(kuò)張加劇，使人們?cè)谌粘３鲂泻瓦\(yùn)輸中逐漸向私人交通工具轉(zhuǎn)移，減少了對(duì)公共交通的使用（Sinha 2003; TRB 2001; EMTA 2004; ECMT 2002; Pucher et al. 2007）。鼓勵(lì)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 2003; Vuchic 2004)。 在本文中，計(jì)劃和設(shè)計(jì)出成本以及有效的公交網(wǎng)絡(luò)對(duì)于提供它的復(fù)雜性和市場(chǎng)份額是很有必要的。對(duì)這樣一個(gè)公交網(wǎng)絡(luò)的一般被稱為公交躥紅網(wǎng)絡(luò)設(shè)計(jì)問(wèn)題（TRNDP）；它集中研究在執(zhí)行和資源限制下（如公交路線的長(zhǎng)度和數(shù)量，允許的運(yùn)輸次數(shù)，可用的公車數(shù)量等）