鐵道運(yùn)輸外文翻譯--基于多目標(biāo)規(guī)劃的鐵路樞紐客運(yùn)站布局優(yōu)化研究

1、<p>　　Study on Layout Optimization of Passenger Station based on Multi-objective Planning</p><p>　　Abstract—This paper study on the optimal layout of passenger station and the basic principle of selecti

2、on location. There are both quantitative index and qualitative index existing in the evaluation indexes of the layout of passenger station. To unify the evaluation indexes, this paper establishes a multi-objective planni

3、ng optimization model of the layout of passenger station, by using the basic idea of multi-objective planning and introducing the effect of targets of the evaluation indexes. In</p><p>　　Keywords-component;

4、multi-objective; passenger station; Layout Optimization</p><p>　　In the past, paying much attention to improving line carrying capacity and neglecting the carrying capacity of hubs or stations in China leade

5、d to the shortage of passenger capacity and the difficulty in meeting the demand of transport market. At present, China is in the primary stage of high-speed railway construction. High-speed railway being introduced into

6、 existing railway terminal will break the transport pattern of existing railway hub and will dramatically change the original railway hub </p><p>　　I Layout Optimization model of Passenger Station in railway

7、 hub</p><p>　　A. Layout of passenger station in railway hub and basic principle of selection location</p><p>　?。?）For human-oriented, make the trip distance and time of passenger from the starti

8、ng point to passenger station shortest、the travel cost lowest、the riding most convenient and reduce the passenger transfer or make it more convenient. (Including the transfer between one or multiple transport modes)</

9、p><p>　?。?）Take the market as the direction and make the benefits as the center. Passenger station in city is kind of large infrastructure. Inputs and outputs should be the standard of the evaluation of railway

10、 operation benefit. At the same time, removal expense which is relative to the selection location of passenger station、investment of civil engineering、completion time of project and some cost related to project should be

11、 brought into the constraint condition of selection location of passenger stat</p><p>　?。?）The development of city should be combined with the city planning. It includes urban master planning、urban public tr

12、ansport planning、urban rail transit network planning and so on. Their evaluation indexes are different. In a word, it should reflect the compatibility between railway station and the city, and guide and advance the devel

13、opment of the transportation of the city. [ 3 ]</p><p>　　On above foundation of all basic principles, alternatives should be in accordance with the natural distributed discipline of passenger flow, and be be

14、neficial to hub passenger train. They also should make full use of the railway existing equipment and the urban existing collecting and distributing centre. At the same time, they should have both good geological conditi

15、ons and economic environment.</p><p>　　B. Layout Optimization model of Passenger Station in railway hub</p><p>　　The economic evaluation indexes of layout optimization model of passenger statio

16、n in railway hub have both quantitative indexes such as engineering investment、operating costs and so on and some qualitative indexes which can’t be quantified directly such as cooperation with the development planning o

17、f city、environment protection and so on. To be convenient to unify quantitative indexes and qualitative indexes, establish layout optimization model of passenger station below by applying the theory </p><p>

18、<b>　?。?）</b></p><p>　　In formula:</p><p>　　—Quantitative indexes and qualitative indexes of all design schemes. I evaluation indexes in all;</p><p>　　—Effect of targets

19、of all evaluation indexes（）. It is introduced for be convenient to unify the dimension of quantitative and qualitative indexes. For the effect of targets of quantitative indexes, determine the corresponding value of zero

20、 and one, and then evaluate the value through insertion method. For the qualitative indexes, use the six-degree standard to quantify: Best—1、Better—0.8、General—0.6、bad—0.4、worse—0.2、worst—0.</p><p>　　—Weight

21、 of all evaluation indexes. It can be confirmed by the means of investigation and argumentation and experts. In addition, .</p><p>　　—Total effect of targets of all design schemes. Its value determines the f

22、inal good or bad ranking of all design schemes. </p><p>　　II Construction scheme of passenger station in Nanning railway hub</p><p>　　A. Present situation and future planning of Nanning railway

23、hub</p><p>　　Nanning railway hub is the important regional terminal in southwest railway network. At present, it is connected with three railway main lines: Hunan-Guilin line、Nanning-Kunming line and Nanning

24、-Fangchenggang line. The constructing line: Liuzhou-Nanning passenger dedicated line、Nanning-Litang railway、Yunnan-Guilin railway and Nanning-Qinzhou railway all introduced into Nanning hub. Recently, there will be Jinch

25、engjiang-Nanning railway、Naning-Pingxiang railway and so on introduced into Nanning te</p><p>　　In terminal , there’re only one passenger station—Nanning Station. It has five receiving-departure lines for pa

26、ssenger trains (including main line)、one freight through line、four receiving-departure concurrently storage sidings、four shunting lines.</p><p>　　The population of Nanning in downtown is planning to be 69 mi

27、llion in 2010 and 78 million in 2020. The population of the center is planning to be below 21 million in 2010 and below 29 million in 2020.</p><p>　　The existing layout of railway terminal is in loop mode. A

28、ffected by geological condition and features、the limit of removal working, existing passenger station can’t be reconstructed in large scale. All of passenger working being concentrated in a station leads large pressure t

29、o city traffic. Therefore, the layout mode should be that disperse several centers in different places. That needs new passenger stations to satisfy the operating demand.</p><p>　　B. Scheme of passenger stat

30、ion in Nanning railway hub</p><p>　　The recent passenger volume in Nanning terminal is 8 billion per year and the long-term will be 17 billion per year. Affected by geological condition, Nanning station cann

31、ot satisfy the passenger demand of terminal. With the construction of south-north intercity railroad in Nanning railway terminal, the terminal passenger system will gradually form the “l(fā)oop” pattern of “The main in north

32、 and the minor in south” by south-north loop line.</p><p>　　According to the principle of selection and location of passenger station in hub, come up with three alternatives for the south-north passenger sta

33、tion: reconstructing Nanning station（1）、new building Nahuang station（2）、new building Fengling station（3）. [ 3 ]</p><p>　　III Evaluation index of construction scheme of passenger station in Nanning railway t

34、erminal</p><p>　　A. Costs of engineering investment</p><p>　　Calculate the investment of line、demolition、land expropriation、bridge、tunnels of the construction scheme of passenger station. The co

35、sts of engineering investment of all schemes are presented in table 1.</p><p>　　Table 1 Main engineering investment of alternative stations（10 thousand Yuan）</p><p>　　B. Operating costs in termi

36、nal </p><p>　　In formula:</p><p>　　j—The number of passenger stations in hub;</p><p>　　k—The direction in hub;</p><p>　　l—Different trains in hub, including high-speed

37、train and normal-speed train;</p><p>　　—The number of passengers in l kind train which is from j station to k direction of hub;</p><p>　　—The distance of l kind train which is from j station to

38、k direction of hub in terminal;</p><p>　　—The unit operating cost of l kind train.</p><p>　　In accordance with the cost of one person per kilometer, the operating cost of taking normal passenger

39、 train is 0.078Yuan per person in one kilometer. The operating cost of taking high-speed train-set is 0.094Yuan per person in one kilometer.</p><p>　　For three alternative stations, the distance of different

40、 kinds of trains to each direction is listed in table 2 and the operating costs of different passenger station in hub are presented in table 3. </p><p>　　Table 2 The shortest path of alternative stations in

41、accordance with direction（km）</p><p>　　C. Costs of passenger trips</p><p>　　In formula:</p><p>　　—Cost of passenger going to station;</p><p>　　—Total number of passenge

42、rs from i district to j station for taking different kinds of trains (including high-speed train and normal-speed train);</p><p>　　—Unit cost of passenger trips from i district to j station for taking trains

43、.</p><p>　　Table 3 Operating costs in hub (10 thousand Yuan)</p><p>　　According to the administrative region planning in Nanning downtown、the distribution of railways and rivers, Nanning can be

44、distributed into six residents trip districts.</p><p>　　Table 4 Costs from trip districts to alternative station (Yuan)</p><p>　　Table 5 The number of passengers taking normal-speed train of tri

45、p districts (10 thousand person per year)</p><p>　　After evaluated, costs of trip of layout scheme of passenger station are listed in table 7.</p><p>　　D. The other social benefits </p>&

46、lt;p>　　By applying the three-station scheme（1、2、3）, it is convenient to arrange the task of different stations in hub .The car flows travel smoothly in hub and it is convenient for passengers to take trains. The two-s

47、tation scheme （1、2）can’t consider partial regions of the city and the contact between stations is not frequent and it is not convenient for passengers to go out.</p><p>　　Table 6 The number of intercity pass

48、engers of trip districts (10 thousand person per year)</p><p>　　Table 7 Trip costs of passengers in terminal (10 thousand Yuan)</p><p>　　IV Selection of optimization scheme of the layout of pass

49、enger station in Nanning hub</p><p>　　A. Costs of engineering investment</p><p>　　Table 8 Costs of engineering investment</p><p>　?。?0 thousand Yuan）</p><p>　　Evaluate

50、the corresponding effect of targets of the layout scheme of passenger station by using linear model. Supposed when =520 billion Yuan, equals zero and when =200 billion Yuan, equals one. Then layout schemes of all pass

51、enger stations will be evaluated. The results are listed in table 9.</p><p>　　B. Operating costs in hub </p><p>　　Operating costs of layout schemes of passenger station in hub are presented in t

52、able 3. Supposed when =12 billion, equals zero and when =6 billion, equals one. Then calculate the layout scheme of passenger station by linear relationship. The results are listed in table 10.</p><p>　　Tabl

53、e 9 Effect of targets of engineering investment </p><p>　　Table 10 Effect of targets of operating cost in hub </p><p>　　C. Costs of passenger trip</p><p>　　Costs of passenger trip a

54、re shown in table 7. Supposed when =150 billion, equals zero and when =80 billion, equals one. Then calculate the layout scheme of passenger station by linear relationship. The results are listed in table 11.</p>

55、<p>　　Table 11 Effect of targets of passenger trip</p><p>　　D. The other social benefits </p><p>　　E. Determine the weight of each evaluation index </p><p>　　By combining all e

56、valuation indexes with a certain number of experts’ suggestions, the weight of each evaluation index is determined: —0.5、—0.1、—0.3、—0.1.</p><p>　　F. The optimal layout scheme of passenger station</p>

57、<p>　　Comprehensive above results, evaluate the total effect of targets of layout scheme of passenger station in Nanning railway terminal. The results are listed in table 13.</p><p>　　Table 12 Effect of

58、 targets of the other social benefits </p><p>　　Table 13 Effect of targets of layout scheme of passenger station</p><p>　　Because the total effect of targets of two-station scheme is bigger than

59、 the one of three-station scheme, the optimal scheme is two-station scheme. That is reconstructing Nanning station and new building Nahuang station.</p><p>　　The reconstruction and removal engineering are in

60、 large scale. To control the scale of Nanning station effectively, add five intermediate platforms and ten arrival-departure tracks to form fifteen mesas in scale. At the same time, build passenger coach preparing statio

61、n and motor train-set application station. In Nahuang station, construct five arrival-departure tracks(including main line)、one basic platform、one intermediate platform、eight long-term reservation arrival-departure track

62、s 、four int</p><p>　　基于多目標(biāo)規(guī)劃的鐵路樞紐客運(yùn)站布局優(yōu)化研究</p><p>　　摘 要：本文研究鐵路樞紐內(nèi)客運(yùn)站布局及選址基本原則，客運(yùn)站布局評(píng)價(jià)指標(biāo)既有定量指標(biāo)也有定性指標(biāo)，為統(tǒng)一評(píng)價(jià)指標(biāo)，本文運(yùn)用多目標(biāo)規(guī)劃的基本思想，引入了評(píng)價(jià)指標(biāo)的目標(biāo)效應(yīng)值，建立了多目標(biāo)規(guī)劃的客運(yùn)站布局優(yōu)化模型。以南寧鐵路樞紐為例，確定了工程投資、樞紐內(nèi)運(yùn)營(yíng)成本、旅客出行費(fèi)用、其他社會(huì)效

63、益4個(gè)評(píng)價(jià)指標(biāo)，分別計(jì)算各評(píng)價(jià)指標(biāo)的目標(biāo)效應(yīng)值，通過(guò)加權(quán)后的總目標(biāo)效應(yīng)值，確定了南寧鐵路樞紐客運(yùn)站布局優(yōu)化方案。</p><p>　　關(guān)鍵詞：多目標(biāo)；客運(yùn)站；布局優(yōu)化</p><p>　　過(guò)去我國(guó)鐵路客運(yùn)建設(shè)重視提高線路通過(guò)能力，忽視樞紐及車站等點(diǎn)的通過(guò)能力，導(dǎo)致客運(yùn)能力不足，難以滿足運(yùn)輸市場(chǎng)需求。目前我國(guó)正處于高速鐵路建設(shè)的高峰時(shí)期，高速鐵路引入既有鐵路樞紐將打破既有鐵路樞紐運(yùn)輸格局，使

64、原有鐵路樞紐運(yùn)輸結(jié)構(gòu)、運(yùn)輸組織方式以及運(yùn)輸徑路產(chǎn)生很大變化。合理確定樞紐內(nèi)高速客運(yùn)站的位置及數(shù)量，優(yōu)化樞紐內(nèi)客運(yùn)站布局，是鐵路樞紐規(guī)劃的重要問(wèn)題。</p><p>　　1 鐵路樞紐客運(yùn)站布局優(yōu)化模型</p><p>　　1.1鐵路樞紐客運(yùn)站布局及選址基本原則</p><p>　　（1）以人為本，使乘客從出發(fā)點(diǎn)至客運(yùn)站的出行距離和時(shí)間最短、出行費(fèi)用最省、乘車方便，并

65、減少和方便旅客換乘（含1種和多種運(yùn)輸方式間換乘）；</p><p>　?。?）以市場(chǎng)為導(dǎo)向，以經(jīng)濟(jì)效益為中心。城市客運(yùn)站是大型基礎(chǔ)設(shè)施，投入和產(chǎn)出應(yīng)成為鐵路運(yùn)營(yíng)效益評(píng)價(jià)的標(biāo)準(zhǔn)，同時(shí)與客運(yùn)站選址相關(guān)的拆遷費(fèi)、土建工程投資、建設(shè)工期等項(xiàng)目相關(guān)費(fèi)用應(yīng)納入客運(yùn)站選址的約束條件，還應(yīng)比較不同客運(yùn)站選址方案的運(yùn)營(yíng)費(fèi)用；</p><p>　　（3）與城市發(fā)展和規(guī)劃相結(jié)合，包括城市總體規(guī)劃、城市公共交通規(guī)

66、劃、城市軌道交通線網(wǎng)規(guī)劃等等，其評(píng)價(jià)指標(biāo)各有不同，總之要體現(xiàn)鐵路客運(yùn)站與城市相容，可引導(dǎo)和推動(dòng)城市交通的發(fā)展。【3】</p><p>　　在以上基本原則基礎(chǔ)上，備選方案應(yīng)符合客流自然集散規(guī)律，有利于樞紐客車開行，充分利用鐵路既有設(shè)備和城市既有的集散中心，同時(shí)應(yīng)具備良好的地質(zhì)條件和經(jīng)濟(jì)環(huán)境。</p><p>　　1.2鐵路樞紐客運(yùn)站布局優(yōu)化模型 </p><p>　　

67、鐵路樞紐客運(yùn)站布局優(yōu)化的經(jīng)濟(jì)評(píng)價(jià)指標(biāo)既有定量指標(biāo)，如工程投資、運(yùn)營(yíng)費(fèi)用等；還有一些無(wú)法直接定量的定性指標(biāo)，如與城市發(fā)展規(guī)劃配合、環(huán)境保護(hù)等。為便于統(tǒng)一定量與定性指標(biāo)，應(yīng)用多目標(biāo)規(guī)劃的原理與方法建立如下客運(yùn)站布局優(yōu)化模型：</p><p><b>　　（1）</b></p><p><b>　　式中 </b></p><p>

68、;　　—各設(shè)計(jì)方案的定量及定性評(píng)價(jià)指標(biāo)，共有I個(gè)評(píng)價(jià)指標(biāo)；</p><p>　　—各評(píng)價(jià)指標(biāo)的目標(biāo)效應(yīng)值（），此值的引入為了便于統(tǒng)一定量與定性指標(biāo)的量綱；對(duì)定量指標(biāo)的目標(biāo)效應(yīng)值，可確定0和1對(duì)應(yīng)的量，然后通過(guò)插入法求值；對(duì)于定性指標(biāo)，可用五度標(biāo)來(lái)定量：好—1，較好—0.8，一般—0.6，較壞—0.4，壞—0.2，極壞—0；</p><p>　　—各評(píng)價(jià)指標(biāo)的權(quán)重，可通過(guò)調(diào)查論證及專家確定大

69、小，且；</p><p>　　—各設(shè)計(jì)方案的總效應(yīng)值，其大小決定各設(shè)計(jì)方案的最終優(yōu)劣排序。</p><p>　　2 南寧鐵路樞紐客運(yùn)站建設(shè)方案</p><p>　　2.1南寧鐵路樞紐現(xiàn)狀及規(guī)劃</p><p>　　南寧鐵路樞紐是西南鐵路網(wǎng)中的重要地區(qū)性樞紐，現(xiàn)銜接湘桂、南昆、南防三大鐵路干線，已開工建設(shè)的柳南客運(yùn)專線、南黎鐵路、云桂鐵路、南

70、欽鐵路均引入南寧樞紐，近期還有金南鐵路、南憑鐵路等將引入南寧樞紐，在南寧交匯的鐵路線將達(dá)9條。</p><p>　　樞紐中只有南寧站一個(gè)客運(yùn)站，有客車到發(fā)線5條（含正線）、貨車通過(guò)線1條及貨車到發(fā)兼存車線4條，調(diào)車線4條。</p><p>　　南寧市區(qū)人口規(guī)劃2010、2020年市區(qū)人口分別達(dá)到690、780萬(wàn)人；中心城人口2010年控制在210萬(wàn)人，2020年控制在290萬(wàn)人。鐵路樞紐既

71、有布局以呈環(huán)狀式，既有客運(yùn)站（南寧站）受地形、地物以及拆遷工作限制已無(wú)法大規(guī)模改擴(kuò)建，客運(yùn)作業(yè)集中一站，對(duì)城市交通產(chǎn)生巨大壓力，因此南寧鐵路樞紐客運(yùn)站布局應(yīng)為多中心分散布局模式，即需新客運(yùn)站滿足運(yùn)營(yíng)的要求。</p><p>　　2.2南寧鐵路樞紐客運(yùn)站方案</p><p>　　南寧樞紐客運(yùn)量近期0.8億人/年，遠(yuǎn)期1.7億人/年。南寧站受地形限制，無(wú)法滿足樞紐客運(yùn)需求。南寧鐵路樞紐隨著近期

72、南北城際鐵路建設(shè)，樞紐客運(yùn)系統(tǒng)將逐步形成“北主南次”、南北環(huán)線構(gòu)成的“環(huán)形”格局。</p><p>　　根據(jù)樞紐客運(yùn)站選址原則，對(duì)南環(huán)線客運(yùn)站提出采用以下3個(gè)備選方案：改建南寧站（1）、新建那黃站（2）、新建鳳嶺站（3）。</p><p>　　3 南寧鐵路樞紐客運(yùn)站建設(shè)方案評(píng)價(jià)指標(biāo)</p><p><b>　　3.1工程投資費(fèi)用</b><

73、;/p><p>　　對(duì)各客運(yùn)站建設(shè)方案的線路、拆遷、征地、橋梁、隧道等投資綜合計(jì)算，各方案所需工程投資費(fèi)用如表1所示。</p><p>　　表1 備選站主要工程投資表 （萬(wàn)元）</p><p>　　3.2樞紐內(nèi)運(yùn)營(yíng)費(fèi)用</p><p><b>　　式中</b></p><p>　　j—樞紐中客

74、運(yùn)站數(shù)量；</p><p><b>　　k—樞紐內(nèi)各方向；</b></p><p>　　l—樞紐內(nèi)各類車，包括高速車和普速度車兩種；</p><p>　　—j站前往樞紐k方向的l類車的乘客人數(shù)；</p><p>　　—j站前往樞紐k方向的l類車在樞紐內(nèi)走行距離；</p><p>　　—l類車單位運(yùn)

75、營(yíng)費(fèi)用。</p><p>　　按人公里費(fèi)用計(jì)算，對(duì)于乘坐客機(jī)牽引列車的人公里費(fèi)用為0.078元/人．km，乘坐動(dòng)車組的人公里運(yùn)營(yíng)費(fèi)用為0.094元/人．km。對(duì)于三個(gè)備選站，前往各個(gè)方向不同性質(zhì)列車走行距離如表2所示。樞紐不同客運(yùn)站布局運(yùn)營(yíng)費(fèi)用如表3所示。</p><p>　　表2 備選站按方向分工的最短徑路表 （km）</p><p>　　表3 樞紐內(nèi)運(yùn)營(yíng)費(fèi)用表

76、 （萬(wàn)元）</p><p><b>　　3.3旅客出行費(fèi)用</b></p><p><b>　　式中</b></p><p>　　—乘客前往車站乘車的出行費(fèi)用；</p><p>　　—從i小區(qū)前往j站乘做各類車（含高速和普速車）的總?cè)藬?shù)；</p><p>　　—從i小

77、區(qū)前往j站乘車的單位出行費(fèi)用。</p><p>　　按照南寧市區(qū)行政區(qū)域規(guī)劃、鐵路及河流分布情況，將南寧市分為6個(gè)居民出行小區(qū)。</p><p>　　表4出行小區(qū)到備選站出行費(fèi)用表 （元）</p><p>　　表5 出行小區(qū)普速旅客出行人數(shù) （萬(wàn)人/年）</p><p>　　表6 出行小區(qū)城際旅客出行人數(shù) （萬(wàn)人/年）</p>

78、<p>　　經(jīng)計(jì)算，客運(yùn)站布局方案的出行費(fèi)用如表7所示。</p><p>　　表7 樞紐內(nèi)旅客出行費(fèi)用表 （萬(wàn)元）</p><p><b>　　3.4其他社會(huì)效益</b></p><p>　　南寧樞紐采用3站方案（1、2、3）車站分散布置，便于樞紐內(nèi)車站分工劃分，車流在樞紐內(nèi)運(yùn)行順暢，旅客乘車很方便。2站方案（1、2）不能兼顧

79、城市部分片區(qū)，車站之間聯(lián)系較少，旅客出乘不太方便。</p><p>　　4南寧鐵路樞紐客運(yùn)站布局優(yōu)化方案選擇</p><p><b>　　4.1工程投資費(fèi)用</b></p><p>　　表8 工程投資費(fèi)用表 （萬(wàn)元）</p><p>　　采用線性模型求出客運(yùn)站布局方案對(duì)應(yīng)的目標(biāo)效應(yīng)值，設(shè)當(dāng)=520000萬(wàn)元時(shí)，為

80、0；當(dāng)=200000萬(wàn)元時(shí)，為1。則可求出各客運(yùn)站布局方案如表9所示。</p><p><b>　　4.2樞紐運(yùn)營(yíng)費(fèi)用</b></p><p>　　客運(yùn)站布局方案樞紐內(nèi)運(yùn)營(yíng)費(fèi)用見表3，設(shè)當(dāng)=12000萬(wàn)元時(shí)，為0；當(dāng)=6000萬(wàn)元時(shí)，為1。則可通過(guò)線性關(guān)系求出各客運(yùn)站布局方案如表10所示。</p><p>　　表9 工程投資目標(biāo)效用值 &l

81、t;/p><p>　　表10 樞紐運(yùn)營(yíng)費(fèi)用目標(biāo)效用值 </p><p><b>　　4.3旅客出行費(fèi)用</b></p><p>　　旅客出行費(fèi)用見表7，設(shè)當(dāng)=150000萬(wàn)元時(shí)，為0；當(dāng)=80000萬(wàn)元時(shí)，為1。則可通過(guò)線性關(guān)系求出各客運(yùn)站布局方案如表11所示。</p><p>　　表11 旅客出行費(fèi)用目標(biāo)效用值 <

82、/p><p><b>　　4.4其他社會(huì)效益</b></p><p>　　表12其他社會(huì)效益目標(biāo)效用值 </p><p>　　4.5確定各評(píng)價(jià)指標(biāo)的權(quán)重</p><p>　　經(jīng)過(guò)結(jié)合各評(píng)價(jià)指標(biāo)，通過(guò)對(duì)一定數(shù)量的專家進(jìn)行咨詢，共同研究確定各評(píng)價(jià)指標(biāo)的權(quán)重為：—0.5，—0.1，—0.3，—0.1。</p><

83、;p>　　4.5最優(yōu)客運(yùn)站布局方案確定</p><p>　　綜合以上，南寧鐵路樞紐客運(yùn)站布局方案的總目標(biāo)效應(yīng)值計(jì)算如表13所示。</p><p>　　表13 客運(yùn)站布局方案目標(biāo)效應(yīng)值計(jì)算</p><p>　　因兩站方案的總目標(biāo)效應(yīng)值大于三站方案的目標(biāo)效應(yīng)值，故南寧鐵路樞紐客運(yùn)系統(tǒng)取兩站方案最優(yōu)，即南寧站擴(kuò)建和新建那黃站。</p><p>