不同接驳方式下轨道交通开发利益影响范围分析

doi:10.3976/j.issn.1002-4026.2022.03.010

Abstract

Abstract:

By considering the cost between different travel modes and analyzing different rail transit connection modes, a theoretical model for estimating the influence range of the development benefits of urban rail transits is proposed based on travel timetables. Nanchang Metro Line 1 is used as an example to verify the model. Moreover, using collected housing-price data around the site, the actual influence range of each site is obtained. Results show that the influence range of rail transit development benefits is positively related to the speed of the connection method, and negatively with the cost of travel modes. Additionally, the influence range of each station is different. In terms of the theoretical influence range, the farther the distance from the city center, the larger the influence range and the smaller the increase value of the influence range per unit distance. Furthermore, the increase value in the walking connection scope per unit distance is less than that of the bicycle connection scope, indicating that when analyzing the value-added benefits of the stations, the influence range of each station cannot be set to a certain value. It is necessary to consider the differences in the influence range under different connection methods. Moreover, because the Changjiang Road Station and Zhujiang Road Station are close to the Ganjiang River, the actual influence range decreases, implying that the actual influence range is related to the structure and planning of each city.

Key words: :rail transit, development benefits, influence range, connection mode, accessibility

CLC Number:

U491

LIU Fang-cong,LI Peng-bo,TIAN Li-jun. Analyzing the influence range of development benefits of rail transit under various connection modes[J].Shandong Science, 2022, 35(3): 82-88.

Figures/Tables 7

Fig.1

Table 1

Calculation formulas of generalized travel time for various travel modes"

出行方式	广义出行时间
步行+轨道交通	t_R1= $R 1 V 1$ + $S R V R$ +t_DR+t_TR+ $F 1 α$
共享单车+轨道交通	t_R2= $R 2 V 2$ + $S R V R$ +t_DR+t_TR+ $F 1 + F 2 α$
道路公交	t_B= $S B 1 V B 1 + S B 2 V B 2$ *β+t_DB+t_TB+ $F 0 α$

Table 1

Table 2

Table 3

Fig. 2

Fig. 3

Table 4

References 16

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符号	定义	符号	定义
t_DR	换乘轨道交通的等待时间	t_DB	乘坐道路公交的等待时间
t_TR	乘坐轨道交通至市中心过程中,中间车站的停站时间	t_TB	乘坐道路公交至市中心过程中,中间车站的停站时间
V₁	步行至轨道交通车站的平均速度,可取为5 km/h	V₂	骑共享单车至轨道交通车站的平均速度,可取为10 km/h
F₀	乘坐公共汽车至市中心的乘车费用,可取为2元/次	F₁	各站点乘坐轨道交通至市中心的乘车费用
F₂	共享单车的单次骑行费用,可取为1.5元/次	R₁	接驳方式为步行时的轨道交通影响范围
R₂	接驳方式为共享单车时的轨道交通影响范围	t_B0	乘坐道路公交的车内时间
β	道路公交相对舒适度系数,反映道路公交与轨道交通舒适度的差别。轨道交通相对公交车的舒适度系数可取为0.8,则公交车相对轨道交通的舒适度系数β为1.25^[14]	α	乘客的时间价值,根据南昌市统计局发布的统计年鉴显示非私营单位年人均工资为72 686元,按照劳动和社会保障局提供的小时工资折算方法,取为34.81元/h^[15]
t_R0	乘坐轨道交通的车内时间

站点	X/km	t_B0/min	t_DB/min	t_R0/min	t_DR/min	F₀-F₁	R₁/km	R₂/km
双港站	10.00	40	8	20	5	1	2.89	5.36
孔目湖站	9.00	35	8	18	5	1	2.54	4.66
长江路站	5.40	30	3	15	5	0	1.79	3.15
珠江路站	3.60	28	3	12	5	0	1.75	3.07
庐山南大道站	2.80	24	3	10	5	0	1.50	2.57
绿茵路站	2.20	20	3	8	5	0	1.25	2.07
卫东站	1.10	15	3	6	5	0	0.90	1.37

站点	双港站	孔目湖站	长江路站	珠江路站	庐山南大道站	绿茵路站	卫东站
车站距市中心距离/km	10.00	9.00	5.40	3.60	2.80	2.20	1.10
实际影响范围/km	5.50	3.20	1.20	1.30	1.50	1.40	1.20

Analyzing the influence range of development benefits of rail transit under various connection modes

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