目前臺汽公司行駛中山高速公路之營運路線達90餘條，一般以固定班表往返對稱 行駛，惟其中約四分之三路線之班車乘載率不到五成。本文針對此一問題，研究在一條高速 公路上設置轉運站（如休息站、服務區）， 使既有之大眾運輸直達路線網轉型成線性軸 -- 輻路網，並將轉運系統整體問題切割成排程、排班、區位及站數四個層次。在站數及區位問 題上，本文係採用既有之最佳區位尋優程序求解，排程與排班則藉本文研擬之二階段求解程 序求解。經以臺汽行駛高速公路路線營運資料進行長、短期規劃之轉運實例分析，結果發現 ，如將中壢、西螺、新營與仁德等四處休息站或服務區提供作為轉運站，可使雙向營運延車 公里數減少達三至四成， 每月臺汽約可節省營運成本達一億元， 惟平均每位乘客約需轉車 0.33 次，平均每旅次約需多花 12 分鐘。

　　　　　Currently, the Taiwan Motor Transport Company operates more than 90 routes on the Sun Yat-Sen freeway with fixed schedule. Near three fourths of these routes are loaded less than fifty percent. To improve the operation effectiveness, this paper attempts to redesign the direct-operation into a linear hub-and-spoke network, which is further divided into four subproblems - routing, scheduling, station locationing and station's quantity determination. A location optimization procedure is employed to solve the station locationing and quantity subproblems and a two-stage algorithm is developed to solve the routing and scheduling ones. After using the TMTC's operation data to apply the near optimal linear hub-and-spoke system with four transfer stations, it is found that 30-40 percent of the total running milage will be eliminated and 100 million NT dollars will be saved each month; however, each passenger will be suffered, on average, from 0.33 times of transfers which requires extra 12 minutes of travel time.