This study aims to explore the role of spatial heterogeneity in ridership analysis and examine the relationship between built environment, station attributes and urban rapid transit ridership at the station level.Alth...This study aims to explore the role of spatial heterogeneity in ridership analysis and examine the relationship between built environment, station attributes and urban rapid transit ridership at the station level.Although spatial heterogeneity has been widely acknowledged in spatial data analysis, it has been rarely considered in travel behavior studies.Four models(three global models-ordinary least squares(OLS), spatial lag model(SLM), spatial error model(SEM) and one local model-geographically weighted regression(GWR) model) are estimated separately to explore the relationship between various independent variables and station ridership, and identify the influence of spatial heterogeneity.Using the data of built environment and station characteristics, the results of diagnostic identify evidence the existence of spatial heterogeneity in station ridership for the metro network in Nanjing, China.Results of comparing the various goodness-of-fit indicators show that, the GWR model yields the best fit of the data, performance followed by the SEM, SLM and OLS model.The results also demonstrate that population, number of lines, number of feeder buses, number of exits, road density and proportion residential area have a significant impact on station ridership.Moreover, the study pays special attention to the spatial variation in the coefficients of the independent variables and their statistical significance.It underlines the importance of taking spatial heterogeneity into account in the station ridership analysis and the decision-making in urban planning.展开更多
This paper is mainly concerned with how to increase rail transit ridership and how to coordinate with multimodity to optimize the entire public transportation systems. Three case cities, Montreal, Toronto and San Fran...This paper is mainly concerned with how to increase rail transit ridership and how to coordinate with multimodity to optimize the entire public transportation systems. Three case cities, Montreal, Toronto and San Francisco, with metro systems are reviewed in different aspects, including urban planning, transport policy, flexible fare system, safety and security measure, special service, new technical application to improve the quality and value of its service for increasing revenues and profit, comtributing to the long term development of public transit. Some conclusions can be drawn: 1) urban planning should be closely connected with urban transport planning; 2) the role of government is predominant to implement railtransit; 3) the facilifies of railtransit should be advanced, reliable and safe; 4) quality service should be match with rail facilities; 5) special service for the disabled, yound and senior should be advocated.展开更多
The objective of this study was to quantify multimodal connectivity of HSR stations and its impact on ridership in four countries: France, Spain, Japan and China. In this study, multimodal connectivity is measured by ...The objective of this study was to quantify multimodal connectivity of HSR stations and its impact on ridership in four countries: France, Spain, Japan and China. In this study, multimodal connectivity is measured by the number of different modes of transportation connected to HSR stations, the number of installed arrival and departure facilities for each mode, the transfer time from connecting modes to boarding platforms at HSR stations, and the arrival time intervals of public transportation modes. Data were collected from HSR systems of these four countries. The relationship between ridership and the characteristics of multimodal connectivity was identified using regression models developed in this study. All the connectivity variables considered in this study influence ridership in these four countries in different ways. On the whole, bus, subway, and regional railroad services influence ridership significantly. For instance, the more bus services connected to the station, the higher the ridership. This trend is apparent in three of the four countries, France being the exception. Also, subway, light rail, and traditional rail are modes of high-capacity transportation. Their connection to HSR stations always implies high ridership for high-speed rail. The number of facilities also shows significant impacts on HSR ridership. For instance, the more bus and subway stops, and the more bicycle parking and taxi stands, the higher the ridership. Transfer time also has a significant influence.展开更多
At the beginning of the twentieth century, the United States was leading in the public transit sector, but following World War II, private automobiles became more affordable and gained popularity. Transportation infra...At the beginning of the twentieth century, the United States was leading in the public transit sector, but following World War II, private automobiles became more affordable and gained popularity. Transportation infrastructure investments that increased road capacity further facilitated the increase in automobile use at the expense of reduced public transit ridership. With the increase of dependency on automobiles and the continuing growth of private automobile ownership and use, various problems became major challenges in big cities of USA. These include traffic congestion, air pollution, road and parking infrastructure costs, energy consumption, traffic safety, fewer mobility options for the non-drivers, and a decline in the image and use of public transit. This study uses a medium sized city, Birmingham as a case study to investigate the potential of public transit to reduce automobile trips and in turn improve the overall performance of the road network by addressing the abovementioned challenges. An agent-based simulation model was developed for the Birmingham metropolitan region using the Multi-agent Transport Simulation (MATSim) platform. Three scenarios were considered with gradually increased transit ridership to identify the benefits of increased public transit. Traffic volume, network average speed, and travel times were used as performance measures for the evaluation of the designated scenarios. Results suggest that modal shifts toward public transit and reduction in travel demand for an automobile can result in improvements in speed and travel time for all users. Therefore, investments for improving transit quality and frequency of service, as well as campaigns to improve the image of public transit and make it a mode of choice for transportation users can increase transit ridership and, in turn, improve network operations, thus are deemed worthy for medium sized cities.展开更多
为准确把握城市轨道交通客流生成规律,本文从客流成长性视角探究城市轨道交通站点客流与站点周边建成环境之间的交互关系。以上海市城市轨道交通为研究案例,通过人口及就业密度、土地利用、路网密度、出入口数量、介中心性等13个因子刻...为准确把握城市轨道交通客流生成规律,本文从客流成长性视角探究城市轨道交通站点客流与站点周边建成环境之间的交互关系。以上海市城市轨道交通为研究案例,通过人口及就业密度、土地利用、路网密度、出入口数量、介中心性等13个因子刻画建成环境,基于上海市地铁刷卡数据、人口及经济普查、兴趣点(Point of Interest,POI)、道路网络等多源异构数据,分别构建建成环境对轨道交通客流影响的普通最小二乘法(Ordinary Least Square,OLS)模型与极限梯度提升(eXtreme Gradient Boosting,XGBoost)模型进行量化实证分析。结果表明,基于机器学习算法的XGBoost模型比OLS模型具有更好的模型表现。从影响贡献度来看,轨道交通站点建成初期,地铁站点出入口数量(21.9%),常住人口密度(15.9%),路网密度(9.8%)是影响城市轨道交通站点客流的最重要建成环境因素。建成近期,商业设施用地(16.5%)、容积率(11.1%)和就业密度(8.5%)等用地类建成环境变量成为提升城市轨道交通站点客流的关键。建成远期,城市轨道交通站点客流水平取决于出入口数量(18.9%)、商业设施用地开发(16.6%)与换乘线路数量(7.7%)等用地和交通之间的结合水平。研究结果证实了轨道交通客流与站点周边建成环境之间的成长性特征关系及各阶段显著影响客流的建成环境变量,为因时制宜制定城市轨道交通站城一体化开发策略提供了参考。展开更多
基金Under the auspices of National Natural Science Foundation of China(No.71771049)the Six Talent Peaks Project in Jiangsu Province(No.2016-JY-003)China Scholarship Council(No.201606090149)
文摘This study aims to explore the role of spatial heterogeneity in ridership analysis and examine the relationship between built environment, station attributes and urban rapid transit ridership at the station level.Although spatial heterogeneity has been widely acknowledged in spatial data analysis, it has been rarely considered in travel behavior studies.Four models(three global models-ordinary least squares(OLS), spatial lag model(SLM), spatial error model(SEM) and one local model-geographically weighted regression(GWR) model) are estimated separately to explore the relationship between various independent variables and station ridership, and identify the influence of spatial heterogeneity.Using the data of built environment and station characteristics, the results of diagnostic identify evidence the existence of spatial heterogeneity in station ridership for the metro network in Nanjing, China.Results of comparing the various goodness-of-fit indicators show that, the GWR model yields the best fit of the data, performance followed by the SEM, SLM and OLS model.The results also demonstrate that population, number of lines, number of feeder buses, number of exits, road density and proportion residential area have a significant impact on station ridership.Moreover, the study pays special attention to the spatial variation in the coefficients of the independent variables and their statistical significance.It underlines the importance of taking spatial heterogeneity into account in the station ridership analysis and the decision-making in urban planning.
文摘This paper is mainly concerned with how to increase rail transit ridership and how to coordinate with multimodity to optimize the entire public transportation systems. Three case cities, Montreal, Toronto and San Francisco, with metro systems are reviewed in different aspects, including urban planning, transport policy, flexible fare system, safety and security measure, special service, new technical application to improve the quality and value of its service for increasing revenues and profit, comtributing to the long term development of public transit. Some conclusions can be drawn: 1) urban planning should be closely connected with urban transport planning; 2) the role of government is predominant to implement railtransit; 3) the facilifies of railtransit should be advanced, reliable and safe; 4) quality service should be match with rail facilities; 5) special service for the disabled, yound and senior should be advocated.
文摘The objective of this study was to quantify multimodal connectivity of HSR stations and its impact on ridership in four countries: France, Spain, Japan and China. In this study, multimodal connectivity is measured by the number of different modes of transportation connected to HSR stations, the number of installed arrival and departure facilities for each mode, the transfer time from connecting modes to boarding platforms at HSR stations, and the arrival time intervals of public transportation modes. Data were collected from HSR systems of these four countries. The relationship between ridership and the characteristics of multimodal connectivity was identified using regression models developed in this study. All the connectivity variables considered in this study influence ridership in these four countries in different ways. On the whole, bus, subway, and regional railroad services influence ridership significantly. For instance, the more bus services connected to the station, the higher the ridership. This trend is apparent in three of the four countries, France being the exception. Also, subway, light rail, and traditional rail are modes of high-capacity transportation. Their connection to HSR stations always implies high ridership for high-speed rail. The number of facilities also shows significant impacts on HSR ridership. For instance, the more bus and subway stops, and the more bicycle parking and taxi stands, the higher the ridership. Transfer time also has a significant influence.
文摘At the beginning of the twentieth century, the United States was leading in the public transit sector, but following World War II, private automobiles became more affordable and gained popularity. Transportation infrastructure investments that increased road capacity further facilitated the increase in automobile use at the expense of reduced public transit ridership. With the increase of dependency on automobiles and the continuing growth of private automobile ownership and use, various problems became major challenges in big cities of USA. These include traffic congestion, air pollution, road and parking infrastructure costs, energy consumption, traffic safety, fewer mobility options for the non-drivers, and a decline in the image and use of public transit. This study uses a medium sized city, Birmingham as a case study to investigate the potential of public transit to reduce automobile trips and in turn improve the overall performance of the road network by addressing the abovementioned challenges. An agent-based simulation model was developed for the Birmingham metropolitan region using the Multi-agent Transport Simulation (MATSim) platform. Three scenarios were considered with gradually increased transit ridership to identify the benefits of increased public transit. Traffic volume, network average speed, and travel times were used as performance measures for the evaluation of the designated scenarios. Results suggest that modal shifts toward public transit and reduction in travel demand for an automobile can result in improvements in speed and travel time for all users. Therefore, investments for improving transit quality and frequency of service, as well as campaigns to improve the image of public transit and make it a mode of choice for transportation users can increase transit ridership and, in turn, improve network operations, thus are deemed worthy for medium sized cities.
文摘为准确把握城市轨道交通客流生成规律,本文从客流成长性视角探究城市轨道交通站点客流与站点周边建成环境之间的交互关系。以上海市城市轨道交通为研究案例,通过人口及就业密度、土地利用、路网密度、出入口数量、介中心性等13个因子刻画建成环境,基于上海市地铁刷卡数据、人口及经济普查、兴趣点(Point of Interest,POI)、道路网络等多源异构数据,分别构建建成环境对轨道交通客流影响的普通最小二乘法(Ordinary Least Square,OLS)模型与极限梯度提升(eXtreme Gradient Boosting,XGBoost)模型进行量化实证分析。结果表明,基于机器学习算法的XGBoost模型比OLS模型具有更好的模型表现。从影响贡献度来看,轨道交通站点建成初期,地铁站点出入口数量(21.9%),常住人口密度(15.9%),路网密度(9.8%)是影响城市轨道交通站点客流的最重要建成环境因素。建成近期,商业设施用地(16.5%)、容积率(11.1%)和就业密度(8.5%)等用地类建成环境变量成为提升城市轨道交通站点客流的关键。建成远期,城市轨道交通站点客流水平取决于出入口数量(18.9%)、商业设施用地开发(16.6%)与换乘线路数量(7.7%)等用地和交通之间的结合水平。研究结果证实了轨道交通客流与站点周边建成环境之间的成长性特征关系及各阶段显著影响客流的建成环境变量,为因时制宜制定城市轨道交通站城一体化开发策略提供了参考。
