The design of transportation networks is generally performed on the basis of the division of a metropolitan region into communities. With the combination of the scale, population density, and travel characteristics of each community, the transportation routes and stations can be more precisely determined to meet the travel demand of residents within each of the communities as well as the transportation links among communities. To accurately divide urban communities, the original word vector sampling method is improved on the classic Deepwalk model, proposing a Random Walk (RW) algorithm in which the sampling is modified with the generalized travel cost and improved logit model. Urban spatial community detection is realized with the K-means algorithm, building the F-Deepwalk model. Using the basic road network as an example, the experimental results show that the Deepwalk model, which considers the generalized travel cost of residents, has a higher profile coefficient, and the performance of the model improves with the reduction of random walk length. At the same time, taking the Shijiazhuang urban rail transit network as an example, the accuracy of the model is further verified.

There is a typical coopetition relationship between the urban rail transit (URT) network scale and the urban development (UD) level. A reasonable URT network scale is essential for promoting sustainable UD. Currently, the determination of the URT network scale for planning primarily relies on qualitative approaches such as static estimation and analogical methods, which fail to dynamically reflect the coopetition relationship between URT and UD. An improved time-varying parameter Lotka–Volterra (LV) model derived from ecological theory is employed to describe the coopetition relationship between the URT network scale and the UD level. The sliding-window least squares method is applied to estimate parameters of the model. Based on the improved LV model, the lower bound of the URT network scale is obtained by solving for the minimum network scale required to promote sustainable UD under a cooperative relationship; the upper bound of the URT network scale is obtained by solving for the maximum network scale that urban resources can support under competitive conditions. The proposed model is validated using eight Chinese cities with different UD levels. The study offers quantitative theoretical insights for determining the reasonable URT network scale for planning.

Against the backdrop of the advancing Transportation Power Strategy, long and large tunnels face critical challenges in ensuring the safety and efficiency of transportation scheduling due to their harsh environment, complex traffic network, and the need for coordination among multiple types of vehicles. Addressing the shortcomings of existing research—such as the disconnection between path planning and dynamic environments, insufficient coordination between timetables and paths, and incomplete conflict management—this paper constructs a comprehensive optimization model for the scheduling of construction vehicles in tunnel traffic networks. Firstly, integrating the improved social force model with the BPR function, an adaptive social force-BPR path planning model with a collision compensation mechanism is proposed, and the weights of sub-items are optimized using the improved AHP algorithm. Secondly, a constraint system covering paths, spatio-temporal logic, and three types of conflicts (crossing conflicts, head-on conflicts, and congestion conflicts) is established, and a bi-objective function of “minimum total scheduling time” and “minimum number of conflicts” is designed. Combined with the improved NSGA-II algorithm, the collaborative optimization of departure intervals and paths is realized. In particular, a conflict entropy repair operator is introduced to quantify the conflict chaos through node conflict entropy and vehicle conflict entropy, and the scheduling strategy is accurately adjusted based on the logic of “priority ranking-dynamic delay” to balance conflict resolution and efficiency loss. Finally, a case verification is carried out relying on a tunnel topological network with 30 nodes and 41 edges. The experimental results show that the optimal repulsion coefficient k_f of the social force model is 20, and the maximum departure interval of 8 min is the best configuration after introducing the repair operator. At this time, the total scheduling time is 136 min, and the total number of conflicts is only 2, completely avoiding high-risk head-on conflicts and congestion conflicts. The research outputs a vehicle scheduling scheme, enriches the theory of tunnel traffic scheduling, and provides scientific and feasible technical support for the coordinated scheduling of construction vehicles in long and large tunnels.