Get 20M+ Full-Text Papers For Less Than $1.50/day. Start a 14-Day Trial for You or Your Team.

Learn More →

The planning and design of road network structure in urban railway transit hub areas

The planning and design of road network structure in urban railway transit hub areas Urban railway transit has developed rapidly with the acceleration of urbanization in recent years. Railway transit hub as an important part of urban railway transit has great impacts on urban traffic sys- tem. But there are severe traffic problems in road network due to the complex traffic characteristics of urban railway transit hub areas. To solve the traffic problems in network structure in urban railway tran- sit hub areas, this study first investigated the mechanism mode of road network, then determined the influence scope of road network in Tianjin loop hub areas based on TOD mode and land utilization in the hub areas, proposed corresponding planning and design, performed adaptability assessment on facil- ities in the traffic hub areas, and finally summarized the road network mode which was suitable for Tianjin urban railway traffic. It was concluded that the mode could relieve central urban traffic pressure, which can provide a reference for the promotion of urban integrated traffic network. Keywords: urban railway traffic; hub; road network structure; design and planning *Corresponding author: caizhaoyang_czy@163.com Received 19 January 2018; revised 1 March 2018; editorial decision 19 March 2018; accepted 9 May 2018 ......... ................. ................ ................. ................. ................ ................. ................. . ............... ................. ................. 1 INTRODUCTION station position were analyzed, and their practical applicability in actual projects was evaluated. Wu [6]put forwardthe integrated Urban railway transit has been favored by citizens for its advan- hub transfer mode for urban rail traffic system which could effect- tages of large fright volume, punctuality, high safety and conveni- ively shorten travel time and relieve urban traffic pressure. In the ence since its emergence. More and more citizens tend to chose study of Lu et al. [7] which took the rail transit network planning railway transit as the first choice of trip; hence, railway transit has in Wuhan in 2021 as an example, the stations and intervals with been the main part of urban traffic transportation [1]. With the the heavies traffic pressure were confirmed, and optimization increase of passengers, the number of railway transit lines and schemes were proposed for comparison; it was found that the pas- density of network have increased gradually. Railway transit hub senger flow capacity of single station or interval should be con- as the controller of the whole traffic system is also increasing. sidered in the aspect of network structure. Wu et al. [8]put Generally, the station which has the largest pressure and has lar- forward the development strategyoftrinity forpublicspace at gest impacts on urban traffic and land is called urban railway tran- metro stations in the aspects of structural dimension, utilization sit hub [2]. Railway transit hub stations usually locate in areas dimension and operation dimension after deeply exploring the with large traffic flow. However, there are commercial districts public space system in Shibuya station in Tokyo, Singapore city and dwelling districts around hub because of the shopping hall station and Hong Kong central station. In the study of Zhao demands of some passengers. Therefore, facilities construction et al. [9], a simulation model was proposed for the transfer process focuses on primary roads rather than branch roads, which results in urban railway transit hub, the changes of number of transfer in the ratio imbalance of road network structure around transit passengers were analyzed through example verification, and the hub [3, 4]. Therefore, many problems happen in the planning traf- transfer time that transfers passengers spent in hub areas was mea- fichub area,and theplanning of railwaytraffichas graduallybeen sured. It was found that the model had potential effectiveness. an important part in urban construction. In the work of Jha et al. Through analyzing urban spatial structure and land distribution [5], the current analysis models for optimization of route and characteristics, Cai et al. [10] proposed an urban railway transit International Journal of Low-Carbon Technologies 2018, 13, 198–203 © The Author(s) 2018. Published by Oxford University Press. This is an Open Access article distributed under the terms of the Creative Commons Attribution Non-Commercial License (http://creativecommons.org/licenses/ by-nc/4.0/), which permits non-commercial re-use, distribution, and reproduction in any medium, provided the original work is properly cited. For commercial re-use, please contact journals.permissions@oup.com doi:10.1093/ijlct/cty014 Advance Access Publication 24 May 2018 198 Downloaded from https://academic.oup.com/ijlct/article-abstract/13/3/198/5003030 by Ed 'DeepDyve' Gillespie user on 22 August 2018 The planning and design of road network structure network system for China and moreover gave corresponding tech- and park green land are extremely easy to form at the center. nical suggestions based on the urban railway transit network sys- Radial loop road network is shown in Figure 3.Radial looproad tem and corresponding connection mode abroad. In this study, network has high fragility because of its week connectivity, which design schemes were proposed for loop lines 5, 6 and 7 which is extremely easy to result in traffic jam in central area. To solve were being constructed. This work aims to provide a theoretical the problem, public traffic with large transportation volume can and technical basis for the development of urban railway transit be used to relieve the pressure and local road network can be opti- development in Tianjin. mized [14]. 2 THE STRUCTURE OF ROAD NETWORK IN 3 LAND USE IN HUB AREAS UNDER TOD URBAN RAILWAY TRANSIT HUB AREAS MODE The structure of road network in urban railway transit hub Nowadays social economy and urbanization are developing in a areas can be classified at the macro or mid levels. At the macro high speed. To promote the orderly development of cities, TOD level, the structure of road network includes line type, mesh mode can be used to guide the development and utilization of type, radial loop type and free type. The most common types land in railway transit hub areas. Railway transit can increase are line, mesh and radial loop [11]. surrounding floor area ratio. Under TOD mode, land in areas 2.1 Linear road network Linear road network is the most basic mode of road network and is usually composed of urban primary trunk roads. It runs through and dredges the traffic of the whole city. The sketch map of linear road network is shown in Figure 1. The layout of linear road network is easy to be parallel or even coincident. Linear road network has poor negotiability. Therefore, urban traffic evacuation should be noticed to avoid traffic barrier induced by high flow [12]. 2.2 Mesh road network Mesh road network is shown in Figure 2. It has many advan- tages such as orderly street arrangement and high traffic decen- tralization. But the disadvantages also exist, for example, larger non-linear coefficient. Moreover, it is not beneficial to the lay- Figure 2. Mesh road network. out of buildings and the traffic organization at intersection. Beijing is a typical city with mesh road network. Urban railway net is usually set on urban primary trunk roads; however, hub station is set at the intersection of two urban primary trunk roads. It is advantageous over than other road network [13]. 2.3 Radial loop road network Thecenterofradiallooproadnetwork is thesitewiththe highest accessibility. Public service and facilities, commerce, business land Figure 3. Radial loop road network. Figure 1. Linear road network. International Journal of Low-Carbon Technologies 2018, 13, 198–203 199 Downloaded from https://academic.oup.com/ijlct/article-abstract/13/3/198/5003030 by Ed 'DeepDyve' Gillespie user on 22 August 2018 Z. Cai and J. Yan which are in a reasonable walking distance with railway traffic rr β β ∑∑ SX × SX × ϑϑ ϑ ϑ lines and stations are reasonably developed and land for resi- ϑ ϑ MaxY = ××VK+ ×× τ VK × dence, commerce and public space are turned to be mixed land r ϑ αα use. In this way, the land utilization in railway transit hub areas () 3 and traffic integration can be enhanced and the axial effect of A function was established for the quality of dwelling environ- railway transit lines is constantly exerted. ment around public facilities and land for squares; the larger the function value, the higher the quality of dwelling environment. Based on it, land in hub areas could be reasonably designed and 3.1 Study on the walking distance of traffic hub utilized to ensure the balance of land use; a function was also area established. The formula is as follows: The development scope of TOD is a circle which takes a public traffic site as the center and certain distance as the radius. MaxY = () 4 Generally, a distance which is 5–10 min away is taken as the rr β β SX×+ S ×X ∑∑ ϑϑ ϑ ϑ radius. Distance selection mode was established based on the ϑ m influence factors such as the attributes of passengers and trip The formula was transformed to characteristics. The attributes of passengers include age and income, and trip characteristics include walking time, riding rr SX × ϑϑ time and cost: MinY = () 5 β β SX × ϑ ϑ W =+μμX +μXXX +μ +μ 1 13n 14nnn 15 16 13 4 5 6 ϑ − τ ⎨WX =+μμ +μX +μX +μX 2 23nn24 25n 27n () 1 23 4 5 7 WX=+μμX +μX ⎩ 3 34nn35 38n 4 5 8 where r stands for the residential land, β stands for the commer- cial land, stands for public facilities and greening land, ϑ stands for ϑth land use, X stands for the floor area ratio of ϑth residen- where W , W and W stand for the traffic tools, i.e. railway, bus 1 2 3 ϑ tial land, X stands for the floor area ratio of ϑth commercial and private car; μ ~ μ stand for other relevant unknown para- 1 8 r β land, S stands for the area of ϑth residential land, S stands for meters; Xinp stands for the inherent dumb elements of the the area of ϑth commercial land, V stands for the daily trip fre- three traffic modes, walking time, riding time, riding fee, age, quency, K stands for the proportion of travelers selecting railway income and number of private cars. When W > W and W > 1 2 1 r ϑ transit, α and α stand for the per capita living space on ϑth resi- W , railway was selected. The smaller the distance between rail- dential land and per unit occupied area of commercial buildings, way transit stations, the larger the utility value. When the utility respectively, and stands for the ratio of population to employ- value of railway transit was nearly the same with the utility ment positions. values of the other two traffic modes, the largest attraction area could be obtained. The walking time which was corresponding to the smallest value was the acceptable longest walking time t 4 INFLUENCE OF TRANSIT HUB FACILITIES from somewhere to railway transit stations. Then the reason- able radius r could be obtained: Transit hub facilities have impacts on road network structure. Hub facilities can be divided to entrance and exit facilities, tickets selling rt =×42 × η ( ) and checking area facilities, waiting area facilities and transfer area facilities and subdivided to elevator, stairs, ticket window, ticket where t stands for the acceptable longest walking time and η vending machine, entrance and exit gate machine, waiting plat- stands for the reduction coefficient of road network. form, safety door and transfer stairs and tunnels [15]. The distribu- tion of the aforementioned facilities is also scientific. Entrance and exist facilities can be divided into one-way entrance and exit and 3.2 Land development and utilization multi-way entrance and exit. The passenger flow direction of the Generally, land is divided into residential land, commercial facility layout is determined. Multi-direction entrance and exit land, and public facilities and greening land. In further analysis, can relieve ground pressure and evacuate passenger flow. Ticket it is classified into type-1 residential land, type-2 residential selling and checking area is distributed based on the relative pos- land and type-3 residential land. Commercial land can be clas- ition of ticket window and ticket checking gate machine. Ticket sified to large-scale commercial land use and general commer- window can be collateral, parallel and vertical to ticket checking cial land. Public facilities and greening land includes school, gate machine. Waiting area is a fixed facility for passengers. hospital and facilities construction. The formula of rail traffic Waiting area is the generation and dispersion sources of passen- passenger capacity is as follows: gers, featured by high-density gathering and frequent flow. Waiting 200 International Journal of Low-Carbon Technologies 2018, 13, 198–203 Downloaded from https://academic.oup.com/ijlct/article-abstract/13/3/198/5003030 by Ed 'DeepDyve' Gillespie user on 22 August 2018 The planning and design of road network structure Table 1. The passenger flow of the two loop lines platform includes island platform, side platform and mixed plat- form. Transfer area can be divided to one-way and two-way facil- Index Loop line A Loop line B ities. One-way facilities usually include automatic ladders, stairs Length 35 45 and transfer channels. Average riding time (min per capita) 10.69 10.81 Hub facilities should be adapt to and feasible to hub areas. Proportion of trip by railway 20.79 21.09 Adaptability indexes usually include number and size of facil- Passenger flow (10 000 times/day) 92 111 ities. Overall adaptability indexes include collection and distri- Intensity of passenger flow (10 000 times/km) 2.58 2.49 bution capacity and service level [16]. Transfer coefficient 1.471 1.468 4.1 Collection and distribution capacity index 5.1 ANALYSIS OF PASSENGER FLOW Passenger flow volume per unit time is an important reflection Lines 5 and 6 are around the central-loop line where commer- of collection and distribution capacity, and it could be calcu- cial and residential lands are concentrated; moreover, there are lated using the following formula: also sports and administrative culture centers. Therefore, the two lines are easy to attract passengers. Line 7 is far from the WW=+W +W (6) 12 3 collection and distribution center; hence, it seems to be less out- standing in decentralizing passenger flow. The detailed analysis n h N N m k mk , mk , results of passenger flow are shown in Table 1. WW==,, W W W= W,W ∑∑ ∑∑ 1 1 2 2 3 3 3 Table 1 shows that the average riding time of loop line A m k m k was less than that of loop line B and loop line A had less trans- mk , g =( W 7) 3 fer frequency and large intensity of passenger flow. Loop line A basically conformed to the direction of passenger flow, and the effect of passenger flow at tail end to loop was favorable. The 2 T 2 T proportion of trip by railway on loop line B was larger than mk , mk , mk , t m mk , mk , mk , t W== W,, WW W W,WW 4∑∑ ∑∑ 4 4 4 5 5 5 5 that on loop A, and the passenger flow of loop B was also larger k t k t than that of loop line A. It indicated that the two loop lines () 8 increased the coverage of network to some extent and relieved the transfer pressure of radial lines. 4.2 Service level index The service level of a hub station, an important reflection of 5.2 Study on trip mode adaptability, includes the number of passengers enjoying service The rank of the preferred trip mode for citizens in Tianjin was per capita time and per capita area. The number of passengers bus, private car and subway. With the constant development of enjoying service per capita time could reflecting the service effi- subway, the number of people who select subway has gradually ciency of transit hub facilities, while per capita area is the reflec- close to those who select private car. The following parameter cali- tion of comfortability of passengers in a hub station. bration results were obtained according to the formulas (Table 2). The numbers in the table were substituted to the formulas. It was found that the acceptable walking time from somewhere to 5 PLANNING AND DESIGN OF ROAD railway transit station was 11 min, and the proportion of the NETWORK STRUCTURE—TAKING TIANJIN accepted passengers was ~94%. Then the reduction factor 0.799 and the longest walking time 11 min were substituted to the AS AN EXAMPLE formulas; it was obtained that the reasonable walking scope was Till now, four railway lines are operating in Tianjin; 2017 is an within 635 m. The scope was determined as the scope for TOD important year for railway construction. Lines 5, 6, 7 and 8 are land-use development. being designed and planned. With the gradual opening of railway lines 1, 2, 3 and 9, the subway traffic network in Tianjin has ini- tially formed. In recent years, construction land in Tianjin has 5.3 Land development and utilization tended to be more and more nervous. Cost will be huge if the cen- Tianjin loop lines A and B are mainly surrounded by commer- tral district of Tianjin was planned for railway. Hence this study cial and residential lands. Different land use was clarified made relevant design and analysis on the road network structure according to relevant standards, as shown in Figure 4. of lines 5, 6 and 7 which are being constructed. Tianjin subway Figure 4 demonstrates that type-2 residential land was the lines 5 and 7 are the filling lines for southeastern semi-ring, and main land use, and the secondary land use was commercial land line 6 is the filling line for northwest semi-ring. Therefore, radial and public facilities and greening land. Large-scale commercial loop structure was selected. Lines 5 and 6 were combined to be land and general commercial land totally occupied 21%; its floor loop line A, and lines 6 and 7 were combined to be loop line B. area ratio was large though the covering area was small. International Journal of Low-Carbon Technologies 2018, 13, 198–203 201 Downloaded from https://academic.oup.com/ijlct/article-abstract/13/3/198/5003030 by Ed 'DeepDyve' Gillespie user on 22 August 2018 Z. Cai and J. Yan Table 2. Parameters and their test values Index variable Inherent dumb Walking time Riding time Riding fee Age Daily income Number of private cars element Parameter value 53.925 37.855 −1.477 −0.979 −2.812 −1.006 0.1452 56.214 Test value 3.594 2.002 −2.337 −2.597 −2.038 −1.984 −2.235 3.794 Figure 4. Different land uses around loop lines. But the planning of network system of urban rail hub area 5.4 Study on transfer nodes cannot satisfy the actual demands of cities, and the construction Jinzhong street station was the transfer node for the two loop of many hub areas encounters is facing with severe problems. lines. Generally, the transfer mode was cross-shaped; hence, two- Therefore, the construction of traffic hub area should be paid floor platforms and escalators should be designed in Jinzhong more attention to. street station. As to the transfer of line 6 on Huanxihu road and In this study, the loop lines in Tianjin were designed. First the Binguan west road, the left line was above the right line; as to passenger flow of the loop lines was confirmed; then the longest line 5, the position was opposite. Therefore, the transfer point of walking time and the scope of TOD land development were cal- loop line A in the south could realize transfer in four directions, culated according to the passenger flow and trip mode; the land which improved the transfer efficiency of loop lines. The transfer use within the scope was investigated, and it was found that resi- mode of loop line B was similar to that of loop line A. dential land was the main land use in that area and there were also commercial and other lands. Then the transfer nodes in the loop lines were designed to realize transfer in four directions. 5.5 Realization of hub facilities Finally the hub facilities were tested. It could be seen from the As the construction of the hub of the loop lines has not been results that network structure in radial loop could effectively completed, test on the hub facilities was realized by informing assign trips for radial lines and hubs, connect important rail 200 passerbies the layout and recording their satisfaction hubs and corridors, reduce the transfer burden of central radial degrees. The interview results demonstrated that ~87% of the lines, and improve the stability and high efficiency of urban rail subjects considered that the facility was convenient and effect- transport. Moreover, it was effective to guide exploitation and ive, 10% of the subjects paid no attention to the hub facility, utilization of land in rail transport hub area. It could offer scien- and 3% of them thought that the drawing was not clear. tific and reasonable guidance for the exploitation and utilization of land, produce positive impacts on the development of cities and urban traffic, and build a good prospect. Planning urban land use under TOD mode could help reasonably and effectively 6 DISCUSSION AND CONCLUSION allocate land resources and traffic resources, optimize the travel Transit hub area is an important component in urban railway conditions of urban citizens, enhance land utilization values, and transit and also a quite complex system. The development of rail- maximize the benefits of urban rail traffic construction. Testing way transit in each city needs the favorable planning of road net- on hub facilities suggested that citizens had favorable adaptabil- work structure. The design of urban railway transit is closely ity, indicating that the design was feasible. correlated to other trip modes, passenger flow, land use and hub This work is expected to relieve the pressure between central facilities [17]. radial lines in Tianjin. This study found that the design was 202 International Journal of Low-Carbon Technologies 2018, 13, 198–203 Downloaded from https://academic.oup.com/ijlct/article-abstract/13/3/198/5003030 by Ed 'DeepDyve' Gillespie user on 22 August 2018 The planning and design of road network structure [5] Jha MK, Kang MW, Mishra S, et al. Urban rail transit planning and design: feasible. The construction of the hub can perfect the infrastruc- discussion of practical issues and analytical modeling techniques. Am J ture in Tianjin and traffic structure, promote reasonable urban Obstet Gynecol 2014;210:S369–70. layout, and protect surrounding environment. TOD mode and [6] Wu J. Study on the model of integrated urban rail transit hub transfer site planning of road network system play important roles in the layout. Appl Mech Mater 2013;401–403:2133–8. construction of urban rail traffic hub as they can effectively [7] Lu ZQ, Han YP. Evaluation and optimization of urban rail transit network relieve the transfer pressure of central radial lines and promote based on complex networks. Railway Standard Des 2016;2:1–6. the healthy operation of urban rail traffic. As the construction [8] Wu L, Lu W. Development strategy of public space around urban rail tran- of the network system has not been finished, data collection sit hub from multidimensional perspectives: case studies of Tokyo, and analysis were deficient; hence, further studies are needed. Singapore and Hong Kong. Urban Arch 2016;10:113–6. [9] Zhao H, Jiang R. A petri-nets modelling approach for evaluating the design of urban railway transit hubs. Adv Mater Res 2014;838-841: 1268–72. ACKNOWLEDGEMENTS [10] Cai J, Zheng C, Ming Y. Research on rail transit network system and its connection model in the metropolitan area. Procedia Soc Behav Sci 2013; This study was supported by the project of the National Natural 96:1286–92. Science Foundation of China (study on the planning optimization [11] Williams NL, Inversini A, Ferdinand N, et al. Destination eWOM: a macro and meso network approach? Ann Tourism Res 2017;64:87–101. strategy for rail transit station area based on model evaluation) [12] Wang M, Li BC. Linear network coding. IEEE Trans Inf Theory 2003;49:371–81. under Grant No. 51208344/E080201. [13] Burger MD, Kielmann T, Bal HE. TopoMon: a monitoring tool for grid network topology. Int Conf Comput Sci 2002;2330:558–67. [14] Wang WY. Research on the relationship between urban road network and rail transit line network. J Railway Eng Soc 2017;34:81–6. REFERENCES [15] Gallego N, Llano C, Mata TDL, et al. Intranational home bias in the pres- ence of wholesalers, hub-spoke structures and multimodal transport deliv- [1] Agunloye OO, Oduwaye L. Factors influencing the quality of rail transport eries. Spat Econ Anal 2015;10:369–99. services in metropolitan Lagos. JGRP 2011;2:98–103. [16] Corrêa RG, Aquino DM, Caldas AJ, et al. Epidemiological, clinical, and [2] Shen ZW. Key issues in the design of rail transit complex. Time Arch 2009; operational aspects of leprosy patients assisted at a referral service in the 5:27–9. state of Maranhao, Brazil. Rev Soc Brasil Med Trop 2012;45:89. [3] O’Doherty DP. Off-road and spaced-out in the city organization and the [17] Baum-Snow N, Kahn ME, Voith R. Effects of urban rail transit expansions: interruption of topology. Space Cult 2013;16:211–28. evidence from sixteen cities, 1970–2000. Brookings Wharton Papers Urban [4] Baričević H, Glad M. Valuation of road infrastructure in urban and traffic Affairs 2005;2005:147–206. study of the city of split. Sci J Toms 2012;01:12–6. International Journal of Low-Carbon Technologies 2018, 13, 198–203 203 Downloaded from https://academic.oup.com/ijlct/article-abstract/13/3/198/5003030 by Ed 'DeepDyve' Gillespie user on 22 August 2018 http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png International Journal of Low-Carbon Technologies Oxford University Press

The planning and design of road network structure in urban railway transit hub areas

International Journal of Low-Carbon Technologies , Volume 13 (3) – Sep 1, 2018

Loading next page...
 
/lp/oxford-university-press/the-planning-and-design-of-road-network-structure-in-urban-railway-MV9eT4uMUJ

References (19)

Publisher
Oxford University Press
Copyright
© The Author(s) 2018. Published by Oxford University Press.
ISSN
1748-1317
eISSN
1748-1325
DOI
10.1093/ijlct/cty014
Publisher site
See Article on Publisher Site

Abstract

Urban railway transit has developed rapidly with the acceleration of urbanization in recent years. Railway transit hub as an important part of urban railway transit has great impacts on urban traffic sys- tem. But there are severe traffic problems in road network due to the complex traffic characteristics of urban railway transit hub areas. To solve the traffic problems in network structure in urban railway tran- sit hub areas, this study first investigated the mechanism mode of road network, then determined the influence scope of road network in Tianjin loop hub areas based on TOD mode and land utilization in the hub areas, proposed corresponding planning and design, performed adaptability assessment on facil- ities in the traffic hub areas, and finally summarized the road network mode which was suitable for Tianjin urban railway traffic. It was concluded that the mode could relieve central urban traffic pressure, which can provide a reference for the promotion of urban integrated traffic network. Keywords: urban railway traffic; hub; road network structure; design and planning *Corresponding author: caizhaoyang_czy@163.com Received 19 January 2018; revised 1 March 2018; editorial decision 19 March 2018; accepted 9 May 2018 ......... ................. ................ ................. ................. ................ ................. ................. . ............... ................. ................. 1 INTRODUCTION station position were analyzed, and their practical applicability in actual projects was evaluated. Wu [6]put forwardthe integrated Urban railway transit has been favored by citizens for its advan- hub transfer mode for urban rail traffic system which could effect- tages of large fright volume, punctuality, high safety and conveni- ively shorten travel time and relieve urban traffic pressure. In the ence since its emergence. More and more citizens tend to chose study of Lu et al. [7] which took the rail transit network planning railway transit as the first choice of trip; hence, railway transit has in Wuhan in 2021 as an example, the stations and intervals with been the main part of urban traffic transportation [1]. With the the heavies traffic pressure were confirmed, and optimization increase of passengers, the number of railway transit lines and schemes were proposed for comparison; it was found that the pas- density of network have increased gradually. Railway transit hub senger flow capacity of single station or interval should be con- as the controller of the whole traffic system is also increasing. sidered in the aspect of network structure. Wu et al. [8]put Generally, the station which has the largest pressure and has lar- forward the development strategyoftrinity forpublicspace at gest impacts on urban traffic and land is called urban railway tran- metro stations in the aspects of structural dimension, utilization sit hub [2]. Railway transit hub stations usually locate in areas dimension and operation dimension after deeply exploring the with large traffic flow. However, there are commercial districts public space system in Shibuya station in Tokyo, Singapore city and dwelling districts around hub because of the shopping hall station and Hong Kong central station. In the study of Zhao demands of some passengers. Therefore, facilities construction et al. [9], a simulation model was proposed for the transfer process focuses on primary roads rather than branch roads, which results in urban railway transit hub, the changes of number of transfer in the ratio imbalance of road network structure around transit passengers were analyzed through example verification, and the hub [3, 4]. Therefore, many problems happen in the planning traf- transfer time that transfers passengers spent in hub areas was mea- fichub area,and theplanning of railwaytraffichas graduallybeen sured. It was found that the model had potential effectiveness. an important part in urban construction. In the work of Jha et al. Through analyzing urban spatial structure and land distribution [5], the current analysis models for optimization of route and characteristics, Cai et al. [10] proposed an urban railway transit International Journal of Low-Carbon Technologies 2018, 13, 198–203 © The Author(s) 2018. Published by Oxford University Press. This is an Open Access article distributed under the terms of the Creative Commons Attribution Non-Commercial License (http://creativecommons.org/licenses/ by-nc/4.0/), which permits non-commercial re-use, distribution, and reproduction in any medium, provided the original work is properly cited. For commercial re-use, please contact journals.permissions@oup.com doi:10.1093/ijlct/cty014 Advance Access Publication 24 May 2018 198 Downloaded from https://academic.oup.com/ijlct/article-abstract/13/3/198/5003030 by Ed 'DeepDyve' Gillespie user on 22 August 2018 The planning and design of road network structure network system for China and moreover gave corresponding tech- and park green land are extremely easy to form at the center. nical suggestions based on the urban railway transit network sys- Radial loop road network is shown in Figure 3.Radial looproad tem and corresponding connection mode abroad. In this study, network has high fragility because of its week connectivity, which design schemes were proposed for loop lines 5, 6 and 7 which is extremely easy to result in traffic jam in central area. To solve were being constructed. This work aims to provide a theoretical the problem, public traffic with large transportation volume can and technical basis for the development of urban railway transit be used to relieve the pressure and local road network can be opti- development in Tianjin. mized [14]. 2 THE STRUCTURE OF ROAD NETWORK IN 3 LAND USE IN HUB AREAS UNDER TOD URBAN RAILWAY TRANSIT HUB AREAS MODE The structure of road network in urban railway transit hub Nowadays social economy and urbanization are developing in a areas can be classified at the macro or mid levels. At the macro high speed. To promote the orderly development of cities, TOD level, the structure of road network includes line type, mesh mode can be used to guide the development and utilization of type, radial loop type and free type. The most common types land in railway transit hub areas. Railway transit can increase are line, mesh and radial loop [11]. surrounding floor area ratio. Under TOD mode, land in areas 2.1 Linear road network Linear road network is the most basic mode of road network and is usually composed of urban primary trunk roads. It runs through and dredges the traffic of the whole city. The sketch map of linear road network is shown in Figure 1. The layout of linear road network is easy to be parallel or even coincident. Linear road network has poor negotiability. Therefore, urban traffic evacuation should be noticed to avoid traffic barrier induced by high flow [12]. 2.2 Mesh road network Mesh road network is shown in Figure 2. It has many advan- tages such as orderly street arrangement and high traffic decen- tralization. But the disadvantages also exist, for example, larger non-linear coefficient. Moreover, it is not beneficial to the lay- Figure 2. Mesh road network. out of buildings and the traffic organization at intersection. Beijing is a typical city with mesh road network. Urban railway net is usually set on urban primary trunk roads; however, hub station is set at the intersection of two urban primary trunk roads. It is advantageous over than other road network [13]. 2.3 Radial loop road network Thecenterofradiallooproadnetwork is thesitewiththe highest accessibility. Public service and facilities, commerce, business land Figure 3. Radial loop road network. Figure 1. Linear road network. International Journal of Low-Carbon Technologies 2018, 13, 198–203 199 Downloaded from https://academic.oup.com/ijlct/article-abstract/13/3/198/5003030 by Ed 'DeepDyve' Gillespie user on 22 August 2018 Z. Cai and J. Yan which are in a reasonable walking distance with railway traffic rr β β ∑∑ SX × SX × ϑϑ ϑ ϑ lines and stations are reasonably developed and land for resi- ϑ ϑ MaxY = ××VK+ ×× τ VK × dence, commerce and public space are turned to be mixed land r ϑ αα use. In this way, the land utilization in railway transit hub areas () 3 and traffic integration can be enhanced and the axial effect of A function was established for the quality of dwelling environ- railway transit lines is constantly exerted. ment around public facilities and land for squares; the larger the function value, the higher the quality of dwelling environment. Based on it, land in hub areas could be reasonably designed and 3.1 Study on the walking distance of traffic hub utilized to ensure the balance of land use; a function was also area established. The formula is as follows: The development scope of TOD is a circle which takes a public traffic site as the center and certain distance as the radius. MaxY = () 4 Generally, a distance which is 5–10 min away is taken as the rr β β SX×+ S ×X ∑∑ ϑϑ ϑ ϑ radius. Distance selection mode was established based on the ϑ m influence factors such as the attributes of passengers and trip The formula was transformed to characteristics. The attributes of passengers include age and income, and trip characteristics include walking time, riding rr SX × ϑϑ time and cost: MinY = () 5 β β SX × ϑ ϑ W =+μμX +μXXX +μ +μ 1 13n 14nnn 15 16 13 4 5 6 ϑ − τ ⎨WX =+μμ +μX +μX +μX 2 23nn24 25n 27n () 1 23 4 5 7 WX=+μμX +μX ⎩ 3 34nn35 38n 4 5 8 where r stands for the residential land, β stands for the commer- cial land, stands for public facilities and greening land, ϑ stands for ϑth land use, X stands for the floor area ratio of ϑth residen- where W , W and W stand for the traffic tools, i.e. railway, bus 1 2 3 ϑ tial land, X stands for the floor area ratio of ϑth commercial and private car; μ ~ μ stand for other relevant unknown para- 1 8 r β land, S stands for the area of ϑth residential land, S stands for meters; Xinp stands for the inherent dumb elements of the the area of ϑth commercial land, V stands for the daily trip fre- three traffic modes, walking time, riding time, riding fee, age, quency, K stands for the proportion of travelers selecting railway income and number of private cars. When W > W and W > 1 2 1 r ϑ transit, α and α stand for the per capita living space on ϑth resi- W , railway was selected. The smaller the distance between rail- dential land and per unit occupied area of commercial buildings, way transit stations, the larger the utility value. When the utility respectively, and stands for the ratio of population to employ- value of railway transit was nearly the same with the utility ment positions. values of the other two traffic modes, the largest attraction area could be obtained. The walking time which was corresponding to the smallest value was the acceptable longest walking time t 4 INFLUENCE OF TRANSIT HUB FACILITIES from somewhere to railway transit stations. Then the reason- able radius r could be obtained: Transit hub facilities have impacts on road network structure. Hub facilities can be divided to entrance and exit facilities, tickets selling rt =×42 × η ( ) and checking area facilities, waiting area facilities and transfer area facilities and subdivided to elevator, stairs, ticket window, ticket where t stands for the acceptable longest walking time and η vending machine, entrance and exit gate machine, waiting plat- stands for the reduction coefficient of road network. form, safety door and transfer stairs and tunnels [15]. The distribu- tion of the aforementioned facilities is also scientific. Entrance and exist facilities can be divided into one-way entrance and exit and 3.2 Land development and utilization multi-way entrance and exit. The passenger flow direction of the Generally, land is divided into residential land, commercial facility layout is determined. Multi-direction entrance and exit land, and public facilities and greening land. In further analysis, can relieve ground pressure and evacuate passenger flow. Ticket it is classified into type-1 residential land, type-2 residential selling and checking area is distributed based on the relative pos- land and type-3 residential land. Commercial land can be clas- ition of ticket window and ticket checking gate machine. Ticket sified to large-scale commercial land use and general commer- window can be collateral, parallel and vertical to ticket checking cial land. Public facilities and greening land includes school, gate machine. Waiting area is a fixed facility for passengers. hospital and facilities construction. The formula of rail traffic Waiting area is the generation and dispersion sources of passen- passenger capacity is as follows: gers, featured by high-density gathering and frequent flow. Waiting 200 International Journal of Low-Carbon Technologies 2018, 13, 198–203 Downloaded from https://academic.oup.com/ijlct/article-abstract/13/3/198/5003030 by Ed 'DeepDyve' Gillespie user on 22 August 2018 The planning and design of road network structure Table 1. The passenger flow of the two loop lines platform includes island platform, side platform and mixed plat- form. Transfer area can be divided to one-way and two-way facil- Index Loop line A Loop line B ities. One-way facilities usually include automatic ladders, stairs Length 35 45 and transfer channels. Average riding time (min per capita) 10.69 10.81 Hub facilities should be adapt to and feasible to hub areas. Proportion of trip by railway 20.79 21.09 Adaptability indexes usually include number and size of facil- Passenger flow (10 000 times/day) 92 111 ities. Overall adaptability indexes include collection and distri- Intensity of passenger flow (10 000 times/km) 2.58 2.49 bution capacity and service level [16]. Transfer coefficient 1.471 1.468 4.1 Collection and distribution capacity index 5.1 ANALYSIS OF PASSENGER FLOW Passenger flow volume per unit time is an important reflection Lines 5 and 6 are around the central-loop line where commer- of collection and distribution capacity, and it could be calcu- cial and residential lands are concentrated; moreover, there are lated using the following formula: also sports and administrative culture centers. Therefore, the two lines are easy to attract passengers. Line 7 is far from the WW=+W +W (6) 12 3 collection and distribution center; hence, it seems to be less out- standing in decentralizing passenger flow. The detailed analysis n h N N m k mk , mk , results of passenger flow are shown in Table 1. WW==,, W W W= W,W ∑∑ ∑∑ 1 1 2 2 3 3 3 Table 1 shows that the average riding time of loop line A m k m k was less than that of loop line B and loop line A had less trans- mk , g =( W 7) 3 fer frequency and large intensity of passenger flow. Loop line A basically conformed to the direction of passenger flow, and the effect of passenger flow at tail end to loop was favorable. The 2 T 2 T proportion of trip by railway on loop line B was larger than mk , mk , mk , t m mk , mk , mk , t W== W,, WW W W,WW 4∑∑ ∑∑ 4 4 4 5 5 5 5 that on loop A, and the passenger flow of loop B was also larger k t k t than that of loop line A. It indicated that the two loop lines () 8 increased the coverage of network to some extent and relieved the transfer pressure of radial lines. 4.2 Service level index The service level of a hub station, an important reflection of 5.2 Study on trip mode adaptability, includes the number of passengers enjoying service The rank of the preferred trip mode for citizens in Tianjin was per capita time and per capita area. The number of passengers bus, private car and subway. With the constant development of enjoying service per capita time could reflecting the service effi- subway, the number of people who select subway has gradually ciency of transit hub facilities, while per capita area is the reflec- close to those who select private car. The following parameter cali- tion of comfortability of passengers in a hub station. bration results were obtained according to the formulas (Table 2). The numbers in the table were substituted to the formulas. It was found that the acceptable walking time from somewhere to 5 PLANNING AND DESIGN OF ROAD railway transit station was 11 min, and the proportion of the NETWORK STRUCTURE—TAKING TIANJIN accepted passengers was ~94%. Then the reduction factor 0.799 and the longest walking time 11 min were substituted to the AS AN EXAMPLE formulas; it was obtained that the reasonable walking scope was Till now, four railway lines are operating in Tianjin; 2017 is an within 635 m. The scope was determined as the scope for TOD important year for railway construction. Lines 5, 6, 7 and 8 are land-use development. being designed and planned. With the gradual opening of railway lines 1, 2, 3 and 9, the subway traffic network in Tianjin has ini- tially formed. In recent years, construction land in Tianjin has 5.3 Land development and utilization tended to be more and more nervous. Cost will be huge if the cen- Tianjin loop lines A and B are mainly surrounded by commer- tral district of Tianjin was planned for railway. Hence this study cial and residential lands. Different land use was clarified made relevant design and analysis on the road network structure according to relevant standards, as shown in Figure 4. of lines 5, 6 and 7 which are being constructed. Tianjin subway Figure 4 demonstrates that type-2 residential land was the lines 5 and 7 are the filling lines for southeastern semi-ring, and main land use, and the secondary land use was commercial land line 6 is the filling line for northwest semi-ring. Therefore, radial and public facilities and greening land. Large-scale commercial loop structure was selected. Lines 5 and 6 were combined to be land and general commercial land totally occupied 21%; its floor loop line A, and lines 6 and 7 were combined to be loop line B. area ratio was large though the covering area was small. International Journal of Low-Carbon Technologies 2018, 13, 198–203 201 Downloaded from https://academic.oup.com/ijlct/article-abstract/13/3/198/5003030 by Ed 'DeepDyve' Gillespie user on 22 August 2018 Z. Cai and J. Yan Table 2. Parameters and their test values Index variable Inherent dumb Walking time Riding time Riding fee Age Daily income Number of private cars element Parameter value 53.925 37.855 −1.477 −0.979 −2.812 −1.006 0.1452 56.214 Test value 3.594 2.002 −2.337 −2.597 −2.038 −1.984 −2.235 3.794 Figure 4. Different land uses around loop lines. But the planning of network system of urban rail hub area 5.4 Study on transfer nodes cannot satisfy the actual demands of cities, and the construction Jinzhong street station was the transfer node for the two loop of many hub areas encounters is facing with severe problems. lines. Generally, the transfer mode was cross-shaped; hence, two- Therefore, the construction of traffic hub area should be paid floor platforms and escalators should be designed in Jinzhong more attention to. street station. As to the transfer of line 6 on Huanxihu road and In this study, the loop lines in Tianjin were designed. First the Binguan west road, the left line was above the right line; as to passenger flow of the loop lines was confirmed; then the longest line 5, the position was opposite. Therefore, the transfer point of walking time and the scope of TOD land development were cal- loop line A in the south could realize transfer in four directions, culated according to the passenger flow and trip mode; the land which improved the transfer efficiency of loop lines. The transfer use within the scope was investigated, and it was found that resi- mode of loop line B was similar to that of loop line A. dential land was the main land use in that area and there were also commercial and other lands. Then the transfer nodes in the loop lines were designed to realize transfer in four directions. 5.5 Realization of hub facilities Finally the hub facilities were tested. It could be seen from the As the construction of the hub of the loop lines has not been results that network structure in radial loop could effectively completed, test on the hub facilities was realized by informing assign trips for radial lines and hubs, connect important rail 200 passerbies the layout and recording their satisfaction hubs and corridors, reduce the transfer burden of central radial degrees. The interview results demonstrated that ~87% of the lines, and improve the stability and high efficiency of urban rail subjects considered that the facility was convenient and effect- transport. Moreover, it was effective to guide exploitation and ive, 10% of the subjects paid no attention to the hub facility, utilization of land in rail transport hub area. It could offer scien- and 3% of them thought that the drawing was not clear. tific and reasonable guidance for the exploitation and utilization of land, produce positive impacts on the development of cities and urban traffic, and build a good prospect. Planning urban land use under TOD mode could help reasonably and effectively 6 DISCUSSION AND CONCLUSION allocate land resources and traffic resources, optimize the travel Transit hub area is an important component in urban railway conditions of urban citizens, enhance land utilization values, and transit and also a quite complex system. The development of rail- maximize the benefits of urban rail traffic construction. Testing way transit in each city needs the favorable planning of road net- on hub facilities suggested that citizens had favorable adaptabil- work structure. The design of urban railway transit is closely ity, indicating that the design was feasible. correlated to other trip modes, passenger flow, land use and hub This work is expected to relieve the pressure between central facilities [17]. radial lines in Tianjin. This study found that the design was 202 International Journal of Low-Carbon Technologies 2018, 13, 198–203 Downloaded from https://academic.oup.com/ijlct/article-abstract/13/3/198/5003030 by Ed 'DeepDyve' Gillespie user on 22 August 2018 The planning and design of road network structure [5] Jha MK, Kang MW, Mishra S, et al. Urban rail transit planning and design: feasible. The construction of the hub can perfect the infrastruc- discussion of practical issues and analytical modeling techniques. Am J ture in Tianjin and traffic structure, promote reasonable urban Obstet Gynecol 2014;210:S369–70. layout, and protect surrounding environment. TOD mode and [6] Wu J. Study on the model of integrated urban rail transit hub transfer site planning of road network system play important roles in the layout. Appl Mech Mater 2013;401–403:2133–8. construction of urban rail traffic hub as they can effectively [7] Lu ZQ, Han YP. Evaluation and optimization of urban rail transit network relieve the transfer pressure of central radial lines and promote based on complex networks. Railway Standard Des 2016;2:1–6. the healthy operation of urban rail traffic. As the construction [8] Wu L, Lu W. Development strategy of public space around urban rail tran- of the network system has not been finished, data collection sit hub from multidimensional perspectives: case studies of Tokyo, and analysis were deficient; hence, further studies are needed. Singapore and Hong Kong. Urban Arch 2016;10:113–6. [9] Zhao H, Jiang R. A petri-nets modelling approach for evaluating the design of urban railway transit hubs. Adv Mater Res 2014;838-841: 1268–72. ACKNOWLEDGEMENTS [10] Cai J, Zheng C, Ming Y. Research on rail transit network system and its connection model in the metropolitan area. Procedia Soc Behav Sci 2013; This study was supported by the project of the National Natural 96:1286–92. Science Foundation of China (study on the planning optimization [11] Williams NL, Inversini A, Ferdinand N, et al. Destination eWOM: a macro and meso network approach? Ann Tourism Res 2017;64:87–101. strategy for rail transit station area based on model evaluation) [12] Wang M, Li BC. Linear network coding. IEEE Trans Inf Theory 2003;49:371–81. under Grant No. 51208344/E080201. [13] Burger MD, Kielmann T, Bal HE. TopoMon: a monitoring tool for grid network topology. Int Conf Comput Sci 2002;2330:558–67. [14] Wang WY. Research on the relationship between urban road network and rail transit line network. J Railway Eng Soc 2017;34:81–6. REFERENCES [15] Gallego N, Llano C, Mata TDL, et al. Intranational home bias in the pres- ence of wholesalers, hub-spoke structures and multimodal transport deliv- [1] Agunloye OO, Oduwaye L. Factors influencing the quality of rail transport eries. Spat Econ Anal 2015;10:369–99. services in metropolitan Lagos. JGRP 2011;2:98–103. [16] Corrêa RG, Aquino DM, Caldas AJ, et al. Epidemiological, clinical, and [2] Shen ZW. Key issues in the design of rail transit complex. Time Arch 2009; operational aspects of leprosy patients assisted at a referral service in the 5:27–9. state of Maranhao, Brazil. Rev Soc Brasil Med Trop 2012;45:89. [3] O’Doherty DP. Off-road and spaced-out in the city organization and the [17] Baum-Snow N, Kahn ME, Voith R. Effects of urban rail transit expansions: interruption of topology. Space Cult 2013;16:211–28. evidence from sixteen cities, 1970–2000. Brookings Wharton Papers Urban [4] Baričević H, Glad M. Valuation of road infrastructure in urban and traffic Affairs 2005;2005:147–206. study of the city of split. Sci J Toms 2012;01:12–6. International Journal of Low-Carbon Technologies 2018, 13, 198–203 203 Downloaded from https://academic.oup.com/ijlct/article-abstract/13/3/198/5003030 by Ed 'DeepDyve' Gillespie user on 22 August 2018

Journal

International Journal of Low-Carbon TechnologiesOxford University Press

Published: Sep 1, 2018

There are no references for this article.