Method for evaluating suitability of development of multiple bus junction stations and surrounding land

Abstract

The invention discloses a method for evaluating the suitability of development of multiple bus junction stations and surrounding land, and the method comprises the steps: adding virtual lines and stations for external traffic, and enabling the accessibility of the bus junction stations to consider the influence of the external traffic; determining a bus station and a bus junction station according to the current situation or the plan; calculating travel time of the bus junction station to other stations; calculating average weighted travel time; and calculating and evaluating the adaptation relationship between the public transportation junction station and the surrounding land development amount. According to the evaluation method for the suitability of the development of the plurality of bus junction stations and the surrounding land, the method can be applied to timely evaluation and mastering of the suitability and the quality of the bus junction stations and the surrounding land in a planning stage, so that the combination of the bus junction stations and the surrounding land can be better optimized; and finally, better comprehensive benefits of traffic and land use interaction are generated.

Description

Technical Field

[0001] The present invention specifically relates to the technical field of transportation and urban planning, and in particular to the design and evaluation (assessment) of transportation networks and hub areas, and specifically to an evaluation method for the adaptability of the development of multiple bus hubs and their surrounding land. Background Art

[0002] The bus refers to a public transportation mode with fixed routes and stations that provides public passenger transportation services, such as rail transit and conventional buses (including BRT). The station where multiple public transportation lines intersect can become a bus hub. The time accessibility of bus hubs varies due to their location and traffic environment, and the land development around the hubs will also change. The time accessibility between bus hubs and other stations and the scale of land development around bus hubs have, to a certain extent, laid the foundation for the development of passenger flow collection and distribution at bus hubs. Among them, the passenger flow collection and distribution at bus hubs refers to the people entering and leaving the bus hub, but does not include people transferring between internal routes at the hub. They rarely go to the land around the hub and have almost no impact on the development of land around the hub.

[0003] The good compatibility of bus hubs and their surrounding land means that the accessibility of bus hubs and the scale of development of surrounding land are highly matched, while the mismatch between the two often occupies a lot of resources while causing loss of benefits, or insufficient bus services in passenger flow concentrated areas. However, the existing evaluation methods lack the consideration of the whole network system of rail transit and conventional buses, and it is not easy to find problems in planning in time. If the compatibility of the whole network bus hubs and their surrounding land can be grasped in time during the planning stage, the combination of bus hubs and their surrounding land can be better optimized, and ultimately better comprehensive benefits of transportation and land interaction can be achieved.

[0004] Therefore, there is an urgent need to design a method for evaluating the compatibility of multiple bus hubs with the development of surrounding land, so as to at least partially alleviate or even eliminate the above-mentioned shortcomings and defects of the existing methods. Summary of the invention

[0005] The technical problem to be solved by the present invention is to overcome the defect of the prior art that there is a lack of an objective evaluation method for the adaptability of a bus hub and its surrounding land from the overall spatial scale of the public transportation network system, and to propose a new evaluation method for the adaptability of the development of multiple bus hubs and their surrounding land.

[0006] The present invention solves the above technical problems by adopting the following technical solutions:

[0007] The present invention discloses an evaluation method for the adaptability of multiple bus hubs and the development of surrounding land. The method is characterized in that the evaluation method is implemented by an electronic terminal carrying initial geographic information, wherein the initial geographic information includes a map, external transportation hubs in the map, bus routes, bus stops and land development volume in the map. The evaluation method defines a target area to be evaluated and performs the following steps for the target area:

[0008] Step 1: Add a virtual external route and a virtual external bus stop at the bus stop connected to the external transportation hub, and set the connection cost of the virtual external route to the default value of the connection cost;

[0009] Step 2: According to the current situation or plan associated with the target area, determine all bus stops and all bus hubs in the target area, assign a number j to each bus stop including the virtual external bus stop, where j∈N, N is a set of bus stops (numbers), then determine the bus hubs in the bus stop set, the number of which should be no less than 3, and assign a mark i to the bus hub, where i∈M, M is a set of bus stops marked with bus hubs,

[0010] Step 3: Use formula (1) to calculate the travel time t from bus hub i to other bus stops j ij , where i∈M, j∈N,

[0011] t ij = F(i, j) (1)

[0012] In formula (1), i≠j, that is, the departure and arrival are not at the same station, and the shortest time F(i,j) from station i to station j is calculated according to the transportation speed of the bus line and the line transfer time;

[0013] Step 4: Further calculate the weighted average travel time from bus hub station i to each j station according to formula (2): Where i∈M, j∈N, each j site is assigned a weighted value according to its location, and the weight value is normalized to obtain the weight value w j , or if the weight effect is not considered, all are given the same weight value of 1,

[0014]

[0015] Step 5: Set the station service radius and define the surrounding land development volume of bus hub station i as the total building area A within the set station service radius i , where i∈M;

[0016] Step 6: Repeat steps 3 to 5 to traverse the bus hub i and get all and A i , where i∈M, and find the maximum value among them and minimum value and the maximum value A max and minimum value A min , and then the travel time coefficient t of bus hub station i is calculated based on formulas (3) and (4): i and land development coefficient a i ,

[0017]

[0018] Then, according to the travel time coefficient t i and land development coefficient a i The value range in which the value falls generates four types of adaptation type values ​​H(t i ,a i ):

[0019] The first type of high-end balance: H(t i ,a i )=1, when t i When the value is in the interval [0,0.5], a i The value is in the interval (0.5,1];

[0020] The second type of land use is low-allocation: H(t i ,a i )=2:When t i When the value is in the interval [0,0.5], a i The value is in the interval [0,0.5];

[0021] The third type of hub low configuration: H(t i ,a i )=3:When t i When the value is in the interval (0.5,1], a i The value is in the interval (0.5,1];

[0022] The fourth general equilibrium: H(t i ,a i )=4:When t i When the value is in the interval (0.5,1], a i The value is in the interval [0,0.5].

[0023] The evaluation method for the compatibility of multiple bus hubs and their surrounding land development proposed in the present invention is based on the following insights. The compatibility of bus hubs and their surrounding land is essentially about the degree of matching between the accessibility of bus hubs and the scale of development of surrounding land, that is, for example, a high-high match of higher accessibility and higher development scale represents to a certain extent that the compatibility of bus hubs and surrounding land development in the relevant area is in a better or healthier state (especially from the perspective of resource occupation and resource utilization efficiency and benefits). Generally speaking, bus hubs located in urban central areas or regional nodes have higher accessibility than hubs located in marginal areas, and the scale of land development around them should be higher than that of hubs in marginal areas. If this is not the case, a significant mismatch between bus hubs and surrounding land development will be formed, such as a high-low mismatch, which will lead to a loss or degradation in resource utilization efficiency and benefits or the overall benefits generated.

[0024] Existing evaluation methods lack consideration of the entire network system in this regard, and it is not easy to find problems in planning. If the adaptability of the entire network bus hub and its surrounding land can be timely grasped during the planning stage, the combination of the bus hub and its surrounding land can be better optimized, and ultimately better comprehensive benefits of transportation and land interaction can be achieved.

[0025] According to some embodiments of the present invention, it is characterized in that the evaluation method also includes step six, and the step six is ​​to repeat steps three to five to traverse all bus hubs to obtain the adaptation type value of each bus hub.

[0026] According to some preferred embodiments of the present invention, in step six, after obtaining the adaptation type value of each bus hub, the spatial distribution of bus hubs with different adaptation type values ​​within the target area is visualized on the map by graphically representing them on the map.

[0027] According to some preferred embodiments of the present invention, the evaluation method further comprises:

[0028] Step 7: Based on formulas (5-1) to (5-4), count the number of bus hubs with adaptation type values ​​of 1 and 4 in the target area, and take the proportion of the two in the total number of bus hubs as the total adaptation degree P of all bus hubs in the target area, and the proportion of the number of high-matching balanced hubs to the total number of balanced hubs is called the high-matching rate G, that is,

[0029]

[0030] Among them, b i (1) and b i (4)are the correlation coefficients of the adaptation type values ​​1 and 4 of bus hub station i,

[0031]

[0032] Among them, the maximum values ​​of P and G do not exceed 1. The higher the total adaptability P value, the greater the proportion of balanced hub stations, which indicates that the adaptability of bus hub stations and the development of their surrounding land uses is better. When P = 1, it means that all hub stations are balanced, among which the balanced type includes high-balanced balanced type and general balanced type. When the high-balance rate G is large, it means that the high-balanced balanced hub stations that are more conducive to the interaction between transportation and land use account for a larger proportion, and thus the quality of adaptability is better.

[0033] According to some embodiments of the present invention, the connection cost is measured in terms of duration, and a default value of the connection cost is set to a number of minutes between 3 minutes and 20 minutes of transfer walking.

[0034] According to some embodiments of the present invention, in step three, the value of the shortest time F(i,j) from station i to station j is calculated with the help of data from the map navigation service provider and / or planning requirements related to station i and station j in the plan.

[0035] According to some embodiments of the present invention, in step 4, the weight value w j It is determined based on the development level of the region where the site is located, which is determined based on one or more of the region's population, economic output, concentration of human activities, and strength of connection with other regions.

[0036] According to some implementation modes of the present invention, the site service radius set in step 5 is within the range of 400m-1000m.

[0037] On the basis of being in accordance with the common sense in the art, the above-mentioned preferred conditions can be arbitrarily combined to obtain the preferred embodiments of the present invention.

[0038] The positive and progressive effects of the present invention are:

[0039] The evaluation method for the adaptability of the development of multiple bus hubs and their surrounding land according to the present invention can be used to timely evaluate and grasp the adaptability of the bus hubs in the entire network and their surrounding land in the planning stage, so as to better optimize the combination of the bus hubs and their surrounding land, and ultimately produce better comprehensive benefits of transportation and land interaction. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 It is a flowchart of a method for evaluating the compatibility of multiple bus hubs and their surrounding land development according to a preferred embodiment of the present invention. DETAILED DESCRIPTION

[0041] The preferred embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings of the specification. The following description is exemplary and not limiting of the present invention. Any other similar situations shall also fall within the protection scope of the present invention.

[0042] In the following detailed description, directional terms, such as "left", "right", "up", "down", "front", "back", etc., are used with reference to the directions described in the drawings. The components in the various embodiments of the present invention can be placed in a variety of different directions, and the directional terms are used for illustrative purposes rather than limiting.

[0043] According to a preferred embodiment of the present invention, a method for evaluating the compatibility of multiple bus hubs and the development of their surrounding land is implemented using an electronic terminal carrying initial geographic information, wherein the initial geographic information includes a map, external transportation hubs in the map, bus routes in the map, bus stops, and land development volume.

[0044] refer to Figure 1 As shown, the evaluation method defines the scope of the target area to be evaluated, and performs the following steps for the target area:

[0045] Step 1: Add a virtual external route and a virtual external bus stop at the bus stop connected to the external transportation hub. The connection cost of the virtual external route is set to the default value of the connection cost. It can be understood that the significance of this step is to add virtual routes and stops for external transportation, so that the accessibility of the bus hub can take into account the impact of external transportation, thereby helping to improve the comprehensiveness and systematicness of the entire evaluation method;

[0046] Step 2: According to the current situation or plan associated with the target area, determine all bus stops and all bus hubs in the target area, assign a number j to each bus stop including the virtual external bus stop, where j∈N, N is the bus stop set, then determine the bus hubs in the bus stop set, the number of which should be no less than 3, and assign a mark i to the bus hub, where i∈M, M is the bus stop set that marks the bus hub.

[0047] Step 3: Use formula (1) to calculate the travel time t from bus hub i to other bus stops j ij , where i∈M, j∈N,

[0048] t ij = F(i, j) (1)

[0049] In formula (1), i≠j, and the shortest time F(i,j) from station i to station j is calculated based on the transportation speed of the bus line and the line transfer time;

[0050] Step 4: Further calculate the weighted average travel time from bus hub station i to each j station according to formula (2): Where i∈M, j∈N, each j site is assigned a weighted value according to its location, and the weight value is normalized to obtain the weight value w j , or if the weight effect is not considered, all are given the same weight value of 1,

[0051]

[0052] Step 5: Set the station service radius and define the surrounding land development volume of bus hub station i as the total building area A within the set station service radius i , where i∈M;

[0053] Step 6: Repeat steps 3 to 5 to traverse the bus hub i and get all T i w and A i , where i∈M, and find the maximum value among them and minimum value and the maximum value A max and minimum value A min , and then the travel time coefficient t of bus hub station i is calculated based on formulas (3) and (4): i and land development coefficient a i ,

[0054]

[0055] Then, according to the travel time coefficient t i and land development coefficient a i The value range in which the value falls generates four types of adaptation type values ​​H(t i ,a i ):

[0056] The first type of high-end balance: H(t i ,a i )=1, when t i When the value is in the interval [0,0.5], a i The value is in the interval (0.5,1];

[0057] The second type of land use is low-allocation: H(t i ,a i )=2:When t iWhen the value is in the interval [0,0.5], a i The value is in the interval [0,0.5];

[0058] The third type of hub low configuration: H(t i ,a i )=3:When t i When the value is in the interval (0.5,1], a i The value is in the interval (0.5,1];

[0059] The fourth general equilibrium: H(t i ,a i )=4:When t i When the value is in the interval (0.5,1], a i The value is in the interval [0,0.5].

[0060] According to some preferred embodiments of the present invention, the evaluation method further includes step six, wherein step six is ​​to repeat steps three to five to traverse all bus hubs, thereby obtaining an adaptation type value of each bus hub.

[0061] Further preferably, it is characterized in that, in step six, after obtaining the adaptation type value of each bus hub, the spatial distribution of bus hubs with different adaptation type values ​​in the target area is visualized on the map by graphically representing it on the map.

[0062] According to some preferred embodiments of the present invention, the evaluation method further comprises:

[0063] Step 7: Based on formulas (5-1) to (5-4), count the number of bus hubs with adaptation type values ​​of 1 and 4 in the target area, and take the proportion of the two in the total number of bus hubs as the total adaptation degree P of all bus hubs in the target area, and the proportion of the number of high-matching balanced hubs to the total number of balanced hubs is called the high-matching rate G, that is,

[0064]

[0065] Among them, b i (1) and b i (4) are the correlation coefficients of the adaptation type values ​​1 and 4 of hub station i,

[0066]

[0067] Among them, the maximum values ​​of P and G do not exceed 1. The higher the total adaptability P value, the greater the proportion of balanced hub stations, which indicates that the adaptability of bus hub stations and the development of their surrounding land uses is better. When P = 1, it means that all hub stations are balanced, among which the balanced type includes high-balanced balanced type and general balanced type. When the high-balance rate G is large, it means that the high-balanced balanced hub stations that are more conducive to the interaction between transportation and land use account for a larger proportion, and thus the quality of adaptability is better.

[0068] According to some preferred embodiments of the present invention, the connection cost is measured in terms of duration, and a default value of the connection cost is set to a number of minutes between 3 minutes and 20 minutes of transfer walking.

[0069] According to some preferred embodiments of the present invention, in step three, the value of the shortest time F(i,j) from station i to station j is calculated with the help of data from the map navigation service provider and / or planning requirements related to station i and station j in the plan.

[0070] According to some preferred embodiments of the present invention, in step 4, the weight value w j The site service radius is determined based on the development level of the area where the site is located, and the development level is determined based on, but not limited to, one or more of the population, economic output, concentration of human activities, and connection strength with other areas in the area. In one example, the site service radius set in step 5 is within the range of 400m-1000m.

[0071] The method for evaluating the adaptability of the development of multiple bus hubs and their surrounding land according to the above-mentioned preferred embodiment of the present invention can be used to timely evaluate and grasp the adaptability of bus hubs in the entire network and their surrounding land in the planning stage, so as to better optimize the combination of bus hubs and their surrounding land, and ultimately produce better comprehensive benefits of transportation and land interaction.

[0072] Although the specific embodiments of the present invention are described above, it should be understood by those skilled in the art that these are only examples, and the protection scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, and these changes and modifications all fall within the protection scope of the present invention.

Claims

1. A method for evaluating the compatibility of multiple bus hubs and their surrounding land development, characterized in that: The evaluation method is implemented by using an electronic terminal carrying initial geographic information, wherein the initial geographic information includes a map, external transportation hubs in the map, bus routes, bus stops and land development volume in the map. The evaluation method defines the scope of the target area to be evaluated, and performs the following steps for the target area: Step 1: Add a virtual external route and a virtual external bus stop at the bus stop connected to the external transportation hub, and set the connection cost of the virtual external route to the default value of the connection cost; Step 2: According to the current situation or plan associated with the target area, determine all bus stops and all bus hubs in the target area, assign a number j to each bus stop including the virtual external bus stop, where j∈N, N is the bus stop set, then determine the bus hubs in the bus stop set, the number of which should be no less than 3, and assign a mark i to the bus hub, where i∈M, M is the bus stop set that marks the bus hub. Step 3: Use formula (1) to calculate the travel time t from bus hub i to other bus stops j ij , where i∈M, j∈N, t ij =F(i,j) (1) In formula (1), i≠j, and the shortest time F(i,j) from station i to station j is calculated based on the transportation speed of the bus line and the line transfer time; Step 4: According to formula (2), further calculate the weighted average travel time T from bus hub station i to each j station i W , where i∈M, j∈N, each j site is assigned a weighted value according to its location, and the weight value is normalized to obtain the weight value w j , or if the weight effect is not considered, all are given the same weight value of 1, Step 5: Set the station service radius and define the surrounding land development volume of bus hub station i as the total building area A within the set station service radius i , where i∈M; Step 6: Repeat steps 3 to 5 to traverse the bus hub i and get all T i W and A i , where i∈M, and find the maximum value among them and minimum value and the maximum value A max and minimum value A min , and then the travel time coefficient t of bus hub station i is calculated based on formulas (3) and (4): i and land development coefficient a i , Then, according to the travel time coefficient t i and land development coefficient a i The value range in which the value falls generates four types of adaptation type values ​​H(t i ,a i ): The first type of high-end balance: H(t i ,a i )=1, when t i When the value is in the interval [0,0.5], a i The value is in the interval (0.5,1]; The second type of land use is low-allocation: H(t i ,a i )=2:When t i When the value is in the interval [0,0.5], a i The value is in the interval [0,0.5]; The third type of hub low configuration: H(t i ,a i )=3:When t i When the value is in the interval (0.5,1], a i The value is in the interval (0.5,1]; The fourth general equilibrium: H(t i ,a i )=4:When t i When the value is in the interval (0.5,1], a i The value is in the interval [0,0.5].

2. The method for evaluating the compatibility of multiple bus hubs and their surrounding land development as claimed in claim 1, characterized in that: The evaluation method also includes step six, which is to repeat steps three to five to traverse all bus hubs to obtain the adaptation type value of each bus hub.

3. The method for evaluating the compatibility of multiple bus hubs and their surrounding land development as claimed in claim 2, characterized in that: In step six, after obtaining the adaptation type value of each bus hub, the spatial distribution of bus hubs with different adaptation type values ​​within the target area is visualized on the map by graphically representing the adaptation type value on the map.

4. The method for evaluating the compatibility of multiple bus hubs and their surrounding land development as claimed in claim 2, characterized in that: The evaluation method also includes: Step 7: Based on formulas (5-1) to (5-4), count the number of bus hubs with adaptation type values ​​of 1 and 4 in the target area, and take the proportion of the two in the total number of bus hubs as the total adaptation degree P of all bus hubs in the target area, and the proportion of the number of high-matching balanced hubs to the total number of balanced hubs is called the high-matching rate G, that is, Among them, b i (1) and b i (4) are the correlation coefficients of the adaptation type values ​​1 and 4 of bus hub station i, In the above formulas (5-1) to (5-4), the maximum values ​​of P and G do not exceed 1. The higher the total adaptability P value, the greater the proportion of balanced hub stations, which indicates that the adaptability of bus hub stations and the development of surrounding land use is better. Moreover, when P = 1, it means that all hub stations are balanced, among which the balanced type includes high-balanced balanced type and general balanced type. When the high-balance rate G is large, it means that the high-balanced balanced hub stations that are more conducive to the interaction between transportation and land use account for a larger proportion, and thus the quality of adaptability is better.

5. The method for evaluating the compatibility of multiple bus hubs and their surrounding land development as claimed in claim 1, characterized in that: The connection cost is measured in terms of duration, and a default value of the connection cost is set to a number of minutes between 3 minutes and 20 minutes of transfer walking.

6. The method for evaluating the compatibility of multiple bus hubs and their surrounding land development as claimed in claim 1, characterized in that: In the step three, the value of the shortest time F(i,j) from station i to station j is calculated with the help of data from the map navigation service provider and / or planning requirements related to station i and station j in the plan.

7. The method for evaluating the compatibility of multiple bus hubs and their surrounding land development as claimed in claim 1, characterized in that: In step 4, the weight value w j It is determined based on the development level of the region where the site is located, which is determined based on one or more of the region's population, economic output, concentration of human activities, and strength of connection with other regions.

8. The method for evaluating the compatibility of multiple bus hubs and their surrounding land development as claimed in claim 1, characterized in that: The site service radius set in step 5 is within the range of 400m-1000m.

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