A GIS-based planning approach to locating urban rail terminals

This paper develops a flexible GIS-based methodology for evaluating the potential locations of terminal park-and-ride facilities along urban rail lines. The methodology differs from political-based approaches and traditional travel demand modeling in its use of an objective measure of accessibility to gage the suitability of a site. The methodology begins by constructing an index of derived demand for rail usage based on the local demographics. Principal component analysis (PCA) is used as a means of constructing an index of derived demand consistent with other passenger surveys. Next, trade areas or commutersheds are calculated for each candidate park-and-ride location based on realistic measures of accessibility and network based drive times, taking into account competition among candidates for riders. Following the analysis, the candidate locations and their commutersheds are delineated and visualized in the GIS environment. In summary, application of this method produces a site-specific suitability index that may be used to rank and compare potential park-and-ride locations. We illustrate how our approach fits within the context of the larger-scale corridor study as a complimentary means of refining the location of urban rail stations. The analysis uses the proposed rail system for Columbus Ohio as a case study. This revised version was published online in June 2006 with corrections to the Cover Date.     

可达性在城市群交通规划中的应用研究

在城市群交通规划中,“四阶段”模型存在一定缺陷,它不能准确地反映城市发展过程中城市之间的联系程度和交通需求强度。将可达性贯穿于城市群交通规划中的基于节点重要度的城市群可达性计算新方法,能比较准确地反映不同阶段城市群内部之间的联系程度．为交通规划提供了一定的参考。     

南京中心市区居住用地水系可达性分析

为探讨水系可达性对城市居住用地分布的影响,基于交通可达性的概念和最短路径分析法,在GIS平台上构建了城市居住用地水系可达性模型.借助ArcGIS9.2软件,计算了不同交通等级的最小时间成本,分析了南京中心市区1990年和2008年居住用地的水系可达性时距圈和新增居住用地分布的变化特征.研究表明:从1990年到2008年,南京中心市区水系可达性在5 min以内的居住用地的比例约降10%,在5～10 min之间的增加5.8%,在10～20 min之间的增加5.4,在20～30 min之问的没有明显变化;约80%的新增居住用地分布在10 min水系可达范围内,说明近20 a来,南京中心市区近距离水系可达性居住用地的比例呈下降趋势,但新增居住用地具有明显的亲水性特征.     

Port competition with accessibility and congestion: a theoretical framework and literature review on empirical studies

This review interprets recent studies of the interactions between the competition of gateway seaports and the accessibility of landside transportation links to inland regions. Port competition is treated as part of a rivalry between two transportation chains. This article identifies the main modeling approaches and defines the different types of hinterland access systems described in the literature. A general theoretical framework is then proposed to incorporate those key components. The importance of the proposed framework is revealed by comparing and extending results from the literature. Major assumptions that need further empirical verification are identified and discussed, and related empirical studies are reviewed. Finally, avenues for further research are discussed.     

Estimating light-rail transit peak-hour boarding based on accessibility at station and route levels in Wuhan,China

Promoting public transit is a well-recognized policy for sustainable urban transport development. Transit demand analysis proves to be a challenging task in fast growing cities, partially due to the lack of reliable data and applicable techniques for rapidly changing urban contexts. This paper presents an effort to meet the challenge by developing a framework to estimate peak-hour boarding at light-rail transit (LRT) stations. The core part of the framework is an accessibility-weighted ridership model that multiplies potential demand by integral LRT accessibility. Potential demand around LRT stations is generated by using a distance-decay function. The integral LRT accessibility is a route-level factor that indicates the degree of attractiveness to LRT travel for stations in an LRT corridor. A case study in Wuhan, China, shows that the proposed method produces results useful for improving transit demand analysis.     

空间可达性研究综述

可达性概念在理解上的分歧产生了许多本质认识及测算方法上的混乱,为了全面、准确地理解可达性,运用文献综述的方法,全面回顾国内外学者对其本质含义及测算方法的论述。对空间可达性的认识及测算方法总体上分为三种类型：空间阻隔、机会累积和空间相互作用。基于空间阻隔的方法是从纯形态学角度来分析可达性,而基于机会累积和基于空间相互作用的方法还考察土地使用和发展机会对可达性的影响。基于机会累积的测算方法强调某点在等时线范围内所能接触到的机会累积量,而基于空间相互作用的测算方法侧重于出发点与目的点间的相互作用强度。与机动性概念相比,可达性在城市研究和交通规划中有着更为广泛且重要的应用：首先,能夯实城市交通规划的指导原则;其次,能准确监测与评价交通项目实施效果;最后,能深刻诠释城市空间结构。     

城际长途慢行交通驿站间距设置研究

鉴于我国城际长途慢行交通设施建设快速发展,为提高其交通旅游服务水平,改善游客出行体验和控制建设成本,并为制订相关标准提供基础性指标,对慢行交通驿站设置间距进行了综合性量化研究。首先,构建了基于慢行交通人群出行过程的生理机能、不同情境下的应急需要及驿站设施建设成本等多因素的量化规划模型。然后,利用MATLAB软件求解函数极值,得到综合社会效益较优的驿站设置间距范围。最后,基于计算结果对《绿道规划设计导则》中驿站间距设置标准的合理性进行了验证,提出城际长途慢行交通服务驿站设施最佳间距为2.2～3.4km,并进一步推断出旅游公路服务驿站间距的设置原则。     

基于空铁联运OD可达性的高铁时刻表优化模型

空铁联运的优势之一在于提高客流起讫点(Origin-Destination,OD)的可达性,为机场所服务的地区提供更多出行机会.考虑"高铁接续航空""航空接续高铁"两类接续服务,引入两类0-1变量表达高铁与航空的接续关系及OD可达关系,提出空铁联运OD可达性约束,描述高铁在空铁换乘枢纽的到发时刻、接续变量和OD可达变量...     

北京市小汽车通勤可达性变化及驱动因素分析

城市空间结构演化与交通发展之间存在动态互馈关系,可达性是连接二者的 关键纽带.基于潜能模型,在1 km × 1 km网格尺度上,计算了2000 年和2010 年北京市小 汽车的通勤可达性,并利用敏感性分析的思路研究通勤可达性变化的驱动因素.结果表 明,小汽车通勤可达性的时间变化体现为10 年间大幅提高,增长54%;空间上由中心区向 外围可达性递减的分布格局保持不变,但2010 年的可达性沿环路及高速公路蔓延的现 象更加明显,而且不同区域可达性变化的绝对值及变化率具有显著差异. 城市空间结构 变化对小汽车通勤可达性具有主要提升作用,但部分提升作用被路网运行速度的降低效 果所抵消.促进交通基础设施建设与城市空间布局的协调,仍是未来研究的重要课题.     

交通方式可达性差距——衡量交通可持续发展的指数

交通因其消耗大量能源而在可持续发展中扮演着重要角色,为了规划交通可持续发展,有必要提出能够评估和衡量交通可持续发展的指数。利用可达性概念和地理信息系统提出交通方式可达性差距指数。该指数由人口数量、就业岗位数、商店数以及学校数等决定,根据公共交通方式和私人交通方式间可达性指数差异计算。就能源效率而言,公共交通方式比私人交通方式更能实现可持续。可达性差距指数越高意味着可持续能力越强。通过比较香港1991年和1996年的可达性差距指数,来检验交通发展的可持续性是否有所提升。最后,讨论了如何运用可达性差距指数来检验土地利用以及交通发展政策和方案,以便确定更可持续的政策和方案。