不同接驳方式下轨道交通开发利益影响范围分析

考虑不同出行方式的费用差异,通过分析轨道交通不同接驳方式,对基于出行时间表述可达性的开发利益影响范围理论计算模型进行改进,并以南昌地铁一号线为分析对象,计算轨道交通开发利益影响范围。同时,利用搜集的站点周围房价数据,得出各站点的实际影响范围。结果表明:轨道交通开发利益的影响范围与接驳方式的速度成正相关,但同时会受到接驳方式费用的制约;另外,各站点影响范围并不相同,理论影响范围表现为距市中心距离越远,影响范围越大,单位距离的影响范围增加值越小,且单位距离的步行接驳范围的增加值均小于单车接驳范围的增加值,这说明在对站点进行增值效益分析时,不能将各个站点的影响范围设定成统一值,而要考虑不同接驳方式的影响范围的差异性。此外,由于长江路站和珠江路站紧邻赣江,导致实际影响范围缩小,这说明实际影响范围与每个城市的结构和规划有关。

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

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.