城市軌道交通與常規(guī)公共交通協(xié)調(diào)換乘模型與算法研究
發(fā)布時(shí)間：2018-10-08 10:40
【摘要】：自1971年第一條地鐵線(xiàn)開(kāi)通試運(yùn)營(yíng)以來(lái)的短短40余年間，我國(guó)大陸地區(qū)城市軌道交通建設(shè)和發(fā)展迅速。在城市面臨可利用土地資源日益緊缺、汽車(chē)保有量年年飆升、交通狀況每況愈下等惡劣因素的今天，城市軌道交通更是憑借快速、準(zhǔn)時(shí)、大運(yùn)量、單位占地省等多項(xiàng)獨(dú)特優(yōu)點(diǎn)，成為我國(guó)大陸大中型城市交通戰(zhàn)略重中之重。但是，，城市軌道交通也絕非盡善盡美，在建設(shè)和發(fā)展的過(guò)程中，仍面臨多種問(wèn)題和挑戰(zhàn)：首先，作為相對(duì)新型的交通運(yùn)輸方式，城市軌道交通在公共交通出行中的占有比例仍然較��；另外，由于造價(jià)昂貴、設(shè)計(jì)站距較遠(yuǎn)等缺點(diǎn)，城市軌道交通注定不可能完全承載城市公共交通客流。與此對(duì)應(yīng)，即使在國(guó)內(nèi)已形成規(guī)模線(xiàn)網(wǎng)的城市內(nèi)，城市軌道交通線(xiàn)網(wǎng)的覆蓋范圍、可達(dá)性及成熟程度仍不及常規(guī)公交線(xiàn)網(wǎng)；對(duì)國(guó)內(nèi)大多數(shù)建有軌道交通的城市而言，常規(guī)公交線(xiàn)網(wǎng)仍然是城市公共交通的骨干網(wǎng)絡(luò)。因此，實(shí)現(xiàn)城市軌道交通與常規(guī)公交的有機(jī)結(jié)合、互相補(bǔ)短取長(zhǎng)變得尤為重要，兩種交通方式之間的協(xié)調(diào)換乘具有更加非凡的意義。 本文首先通過(guò)分析城市軌道交通與常規(guī)公交的特性，確定以城市軌道交通為主干、常規(guī)公交垂直接駁的“魚(yú)骨型”綜合線(xiàn)網(wǎng)分布架構(gòu)；其次結(jié)合系統(tǒng)的內(nèi)涵闡述“協(xié)調(diào)”的概念，并初步確定了城市軌道交通與常規(guī)公交換乘協(xié)調(diào)的定義、目標(biāo)和原則；再根據(jù)換乘樞紐的功能性和結(jié)構(gòu)性，確定其對(duì)于城市軌道交通與常規(guī)公交換乘的重要性，結(jié)合“時(shí)間協(xié)調(diào)度”、“容量協(xié)調(diào)度”的概念對(duì)樞紐內(nèi)的換乘協(xié)調(diào)性進(jìn)行進(jìn)一步分析研究。 本文在對(duì)城市軌道交通、常規(guī)公交及兩種交通方式換乘樞紐進(jìn)行了充分探討分析之后，引入“AHP多層次模糊綜合法”的評(píng)價(jià)理論模型，并選取城市公共交通政策法規(guī)協(xié)調(diào)、城市公共交通管理機(jī)構(gòu)協(xié)調(diào)、服務(wù)協(xié)調(diào)性、綜合線(xiàn)網(wǎng)密度、綜合線(xiàn)網(wǎng)站點(diǎn)覆蓋率、線(xiàn)路重復(fù)率、換乘樞紐內(nèi)時(shí)間協(xié)調(diào)度、換乘樞紐內(nèi)容量協(xié)調(diào)度、城市公共交通建設(shè)和運(yùn)營(yíng)成本、城市公共交通運(yùn)營(yíng)收入等十項(xiàng)指標(biāo)進(jìn)行量化，結(jié)合AHP多層次模糊綜合法對(duì)城市軌道交通與常規(guī)公共交通換乘的協(xié)調(diào)性進(jìn)行評(píng)價(jià)。 最后，本文選取蘭州市在建的軌道交通1號(hào)線(xiàn)，以其與現(xiàn)有常規(guī)公交線(xiàn)網(wǎng)的換乘協(xié)調(diào)性分析為例，利用之前章節(jié)的研究成果進(jìn)行實(shí)例演算；并對(duì)1號(hào)線(xiàn)建成運(yùn)營(yíng)之后常規(guī)公交線(xiàn)網(wǎng)的近期優(yōu)化調(diào)整提出了可行性建議。
[Abstract]:Since the first subway line was put into trial operation in 1971, the construction and development of urban rail transit in mainland China has been rapid in the past 40 years. Today, when cities are facing increasing shortage of available land resources, the number of vehicles has soared year by year, and the traffic conditions are getting worse, urban rail transit has many unique advantages, such as speed, punctuality, large volume of transportation, and the province of land occupied by units, and so on. It has become the most important part of the transportation strategy of large and medium cities in mainland China. However, urban rail transit is by no means perfect. In the process of construction and development, it still faces a variety of problems and challenges: first, as a relatively new mode of transportation, The proportion of urban rail transit in public transport travel is still small; in addition, due to the high cost, design station distance and other shortcomings, urban rail transit is destined to be unable to fully carry the urban public transport passenger flow. In contrast, even in the cities where the scale network has been formed in China, the coverage, accessibility and maturity of the urban rail transit network are still not as good as those of the conventional transit network; for most cities with rail transit in China, Conventional bus network is still the backbone of urban public transport network. Therefore, it is very important to realize the organic combination of urban rail transit and conventional public transport, and it is particularly important to complement each other and take length. It is of more significance to coordinate the transfer between the two modes of transportation. Firstly, by analyzing the characteristics of urban rail transit and conventional public transportation, this paper determines the "fishbone" integrated network distribution framework, which takes urban rail transit as the main trunk and is connected vertically to conventional public transport. Secondly, combined with the connotation of the system, the concept of "coordination" is expounded, and the definition, objectives and principles of the coordination between urban rail transit and conventional public transportation are preliminarily determined, and then according to the function and structure of the transfer hub, This paper determines the importance of transfer between urban rail transit and conventional public transportation, and makes further analysis and research on the transfer coordination in the hub by combining the concepts of "time coordination degree" and "capacity coordination degree" in combination with the concept of "time coordination degree" and "capacity coordination degree". After the analysis of urban rail transit, conventional public transport and transfer hub of two traffic modes, this paper introduces the evaluation theory model of "AHP multi-level fuzzy synthesis method", and selects the coordination of urban public transport policies and regulations. Coordination of urban public transport management agencies, service coordination, integrated network density, integrated network site coverage, line repetition rate, transfer hub time coordination degree, transfer hub capacity coordination degree, Ten indexes, such as the construction and operation cost of urban public transportation, the income of urban public transportation, were quantified, and the coordination between urban rail transit and conventional public transportation was evaluated by AHP multi-level fuzzy synthesis method. Finally, this paper selects the rail transit line 1 which is under construction in Lanzhou City, taking the analysis of the transfer coordination between the line and the existing bus network as an example, and makes use of the research results of the previous chapters to carry out the example calculation. Some feasible suggestions are put forward for the near-term optimization and adjustment of routine bus network after the completion and operation of Line 1.
【學(xué)位授予單位】：蘭州交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2014
【分類(lèi)號(hào)】：U12
本文編號(hào)：2256460
[Abstract]:Since the first subway line was put into trial operation in 1971, the construction and development of urban rail transit in mainland China has been rapid in the past 40 years. Today, when cities are facing increasing shortage of available land resources, the number of vehicles has soared year by year, and the traffic conditions are getting worse, urban rail transit has many unique advantages, such as speed, punctuality, large volume of transportation, and the province of land occupied by units, and so on. It has become the most important part of the transportation strategy of large and medium cities in mainland China. However, urban rail transit is by no means perfect. In the process of construction and development, it still faces a variety of problems and challenges: first, as a relatively new mode of transportation, The proportion of urban rail transit in public transport travel is still small; in addition, due to the high cost, design station distance and other shortcomings, urban rail transit is destined to be unable to fully carry the urban public transport passenger flow. In contrast, even in the cities where the scale network has been formed in China, the coverage, accessibility and maturity of the urban rail transit network are still not as good as those of the conventional transit network; for most cities with rail transit in China, Conventional bus network is still the backbone of urban public transport network. Therefore, it is very important to realize the organic combination of urban rail transit and conventional public transport, and it is particularly important to complement each other and take length. It is of more significance to coordinate the transfer between the two modes of transportation. Firstly, by analyzing the characteristics of urban rail transit and conventional public transportation, this paper determines the "fishbone" integrated network distribution framework, which takes urban rail transit as the main trunk and is connected vertically to conventional public transport. Secondly, combined with the connotation of the system, the concept of "coordination" is expounded, and the definition, objectives and principles of the coordination between urban rail transit and conventional public transportation are preliminarily determined, and then according to the function and structure of the transfer hub, This paper determines the importance of transfer between urban rail transit and conventional public transportation, and makes further analysis and research on the transfer coordination in the hub by combining the concepts of "time coordination degree" and "capacity coordination degree" in combination with the concept of "time coordination degree" and "capacity coordination degree". After the analysis of urban rail transit, conventional public transport and transfer hub of two traffic modes, this paper introduces the evaluation theory model of "AHP multi-level fuzzy synthesis method", and selects the coordination of urban public transport policies and regulations. Coordination of urban public transport management agencies, service coordination, integrated network density, integrated network site coverage, line repetition rate, transfer hub time coordination degree, transfer hub capacity coordination degree, Ten indexes, such as the construction and operation cost of urban public transportation, the income of urban public transportation, were quantified, and the coordination between urban rail transit and conventional public transportation was evaluated by AHP multi-level fuzzy synthesis method. Finally, this paper selects the rail transit line 1 which is under construction in Lanzhou City, taking the analysis of the transfer coordination between the line and the existing bus network as an example, and makes use of the research results of the previous chapters to carry out the example calculation. Some feasible suggestions are put forward for the near-term optimization and adjustment of routine bus network after the completion and operation of Line 1.
【學(xué)位授予單位】：蘭州交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2014
【分類(lèi)號(hào)】：U12
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