CN116029428A - Urban traffic site layout method - Google Patents
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- CN116029428A CN116029428A CN202211675039.4A CN202211675039A CN116029428A CN 116029428 A CN116029428 A CN 116029428A CN 202211675039 A CN202211675039 A CN 202211675039A CN 116029428 A CN116029428 A CN 116029428A
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Abstract
The invention discloses a city traffic site layout method, which comprises the following steps: s1: acquiring the current situation of urban traffic site layout; s2: analyzing the current situation of the urban traffic site layout according to different influencing factors to obtain an analysis result; s3: determining an urban traffic site layout optimization principle according to the analysis result; s4: and laying out the traffic sites of the current city according to the urban traffic site layout optimization principle. The invention can fully utilize the existing urban traffic foundation to reasonably layout the urban subway network, and efficiently utilize land resources to perform traffic site layout.
Description
Technical Field
The invention relates to the technical field of traffic planning, in particular to a layout method of urban traffic sites.
Background
In the twenty-first century, with the rapid development of urban science and technology and economy, the population of cities is more and more, and corresponding residents go out more and more commonly, so that a huge question mark is drawn on the urban traffic carrying capacity. Urban rail transit is taken as a traffic mode, and the fundamental purpose is that residents travel conveniently and quickly. Compared with other transportation tools, the subway has the advantages of large passenger capacity, good accessibility, comfort, rapidness and the like, so that the subway becomes the optimal choice for mass travel, and further, the phenomena of urban traffic jam, resident travel accidents, environmental pollution and the like are relieved to different degrees.
However, how to reasonably layout urban subway networks by using the existing urban traffic foundation and efficiently layout traffic sites by using land resources is a problem to be solved at present.
Disclosure of Invention
The invention aims to provide a city traffic site layout method which can fully utilize the existing city traffic foundation to reasonably layout a city subway network and efficiently utilize land resources to carry out traffic site layout.
The technical scheme for solving the technical problems is as follows:
the invention provides a city traffic site layout method, which comprises the following steps:
s1: acquiring the current situation of urban traffic site layout;
s2: analyzing the current situation of the urban traffic site layout according to different influencing factors to obtain an analysis result;
s3: determining an urban traffic site layout optimization principle according to the analysis result;
s4: and laying out the traffic sites of the current city according to the urban traffic site layout optimization principle.
Optionally, the step S2 includes:
s21: analyzing the current situation of the urban traffic site layout according to the urban traffic site classification to obtain a first analysis sub-result;
s22: comparing the current situation of urban traffic site layout according to the domestic and foreign urban site spacing to obtain a second analysis sub-result;
s23: analyzing the current situation of the urban traffic site layout according to other related influence factors to obtain a third analysis sub-result;
s24: and obtaining the analysis result according to the first analysis sub-result, the second analysis sub-result and the third analysis sub-result.
Optionally, the step S21 includes:
dividing the urban traffic stations into an originating station, a middle station and a destination station according to operation properties and network functions respectively, wherein the originating station and the destination station are arranged at the end of an urban traffic line and are positioned in an urban edge zone for turning back, storing and overhauling trains;
dividing the station into a transfer station and a junction station according to network functions, wherein the transfer station is positioned at the intersection of two or more subway lines so as to meet the requirement that residents reach a larger area; the hub station is a new line extending from the current station as the starting station, and plays a role in relieving traffic pressure and better linking with an on-ground traffic system.
Optionally, the step S22 includes:
comparing the length, the maximum station spacing, the minimum station spacing and the average station spacing of the existing lines of the developed city and the foreign traffic layout of the current city to obtain a comparison result;
and outputting the comparison result as the second analysis sub-result.
Optionally, the step S23 includes:
determining a passenger flow non-uniformity coefficient according to the passenger flow distribution;
determining a first element set by a station according to the regional road network structure;
determining a site setting second element according to the investment cost and the return on investment;
determining a third element set by the site according to the geographic conditions and the urban humanity;
and outputting the passenger flow non-uniformity coefficient, the first element set by the station, the second element set by the station and the third element set by the station as the third analysis sub-result.
Optionally, the passenger flow non-uniformity coefficient is p t ：
p t ＝h·Q max ÷ΣQ i
Wherein h represents the daily operation time of the train line, Q i Representing passenger flow rate, Q, at different time periods across a train line max Representing the passenger flow per unit time over the maximum cross section of the train line.
Optionally, in the step S3, the local optimization principle of the urban traffic site includes:
on the premise of maximizing benefit, uniformly setting site spacing;
avoiding passing through areas of unstable soil properties to reduce unnecessary intervention in large building facilities nearby;
under the condition of ensuring traffic congestion, setting stations in a dense area of people flow so as to facilitate riding and transferring of residents;
reasonably selecting sites so that the site layout is beneficial to the overall layout of future urban traffic;
the site setting needs to consider the subsequent maintenance and extension work.
The invention has the following beneficial effects:
based on the local current situation of the urban traffic stations, the influence of different influencing factors on the layout of the urban traffic stations is fully considered, the layout optimization principle of the urban traffic stations is determined, and the urban traffic stations are laid out by utilizing the principle, so that the traffic stations are convenient for residents to travel, and urban development is promoted.
Drawings
FIG. 1 is a flow chart of a method of urban traffic site layout according to the present invention.
Detailed Description
The principles and features of the present invention are described below with reference to the drawings, the examples are illustrated for the purpose of illustrating the invention and are not to be construed as limiting the scope of the invention.
The invention provides a city traffic site layout method, referring to FIG. 1, comprising the following steps:
s1: acquiring the current situation of urban traffic site layout;
as a specific embodiment, the present invention is described below by taking zheng city traffic as an example:
s2: analyzing the current situation of the urban traffic site layout according to different influencing factors to obtain an analysis result;
optionally, the step S2 includes:
s21: analyzing the current situation of the urban traffic site layout according to the urban traffic site classification to obtain a first analysis sub-result;
the method specifically comprises the following steps:
dividing the urban traffic stations into an originating station, a middle station and a destination station according to operation properties and network functions respectively, wherein the originating station and the destination station are arranged at the end of an urban traffic line and are positioned in an urban edge zone for turning back, storing and overhauling trains;
the most west of the Zhengzhou subway No. 1 line is close to a large river station connected with Huo Gaosu and a subway station which directly reaches a new river region from north along the dragon lake, and the middle station is each station which is passed by the line in the running process, so that the functions are relatively single, such as: a citizen central station, a west flow lake station, and the like.
The system is divided into a transfer station and a junction station according to network functions, wherein the transfer station is positioned at the intersection of two or more subway lines so as to meet the requirement that residents reach a larger area, such as a Cercis mountain station at the intersection of a No. 1 line and a No. 2 line of a Zhengzhou subway. The junction station is a new line extending from the current station as the starting station, and plays a role in relieving traffic pressure and better linking with an on-ground traffic system.
S22: comparing the current situation of urban traffic site layout according to the domestic and foreign urban site spacing to obtain a second analysis sub-result;
the method specifically comprises the following steps:
comparing the length, the maximum station spacing, the minimum station spacing and the average station spacing of the existing lines of the developed city and the foreign traffic layout of the current city to obtain a comparison result;
and outputting the comparison result as the second analysis sub-result.
As an example, the present invention obtains the data of table 1 by collecting data of subway lines in zheng city and tokyo city:
table 1 comparison of the distribution of the Rail transit sites in Zhengzhou city and Tokyo
By analyzing table 1, it can be obtained that:
(1) As can be seen from the data of the maximum inter-station distance and the minimum inter-station distance, the minimum inter-station distance of the metro in Zheng Zhou is generally larger than that of the metro in Tokyo, because the population density of Zheng Zhou is higher than that of the metro in Tokyo, the corresponding regional passenger flow is also higher, and the sites are naturally denser than those in the central region; in addition, the maximum distance between the metros in Zhengzhou city is larger than that in Tokyo city, because the total area of Zhengzhou city is larger than that in Tokyo city, and the economic development is much later than that in Tokyo, so that the suburban area is larger, the passenger flow is smaller when the suburban area is far away, and the maximum distance between the metro stations in Zhengzhou city is larger;
(2) As can be seen from the data of the column of the average spacing, the average spacing of Zhengzhou city stations is slightly larger because the area is wide, the corresponding layout design is more focused on uniform distribution, and the overall aspect of standing is the Zhengzhou city traffic service efficiency.
S23: analyzing the current situation of the urban traffic site layout according to other related influence factors to obtain a third analysis sub-result;
optionally, the step S23 includes:
determining a passenger flow non-uniformity coefficient according to the passenger flow distribution;
taking Zhengzhou city as an example, from one ring to five rings, the areas divided by all ring lines have certain differences in land development and utilization and passenger flow distribution, so that the unevenness of resident travel is caused. For example, subway runs from the morningWhen about seven to eight o' clock, residents can get to school due to taking a bus and work, early peak appears, the corresponding pressure of the collecting and distributing points around the subway line can be increased, and therefore, detailed investigation and analysis on resident traveling habits, bus station setting positions and the like of a subway radiation area are required before a station is arranged, and then reasonable layout design is performed. After site construction is completed, traffic operation departments reasonably schedule subways according to daily passenger flow, and attention should be paid especially to weekends and legal holidays. Thus, the present invention determines the passenger flow non-uniformity coefficient p t ：
p t ＝h·Q max ÷ΣQ i
Wherein h represents the daily operation time of the train line, Q i Representing passenger flow rate, Q, at different time periods across a train line max Representing the passenger flow per unit time over the maximum cross section of the train line.
Determining a first element set by a station according to the regional road network structure;
subway stations are taken as a node of a traffic network, ground traffic lines are necessarily alternated to improve transfer among vehicles, and stations radiating areas have collection and distribution points such as schools, bus stops and railway stations, so that the stations are dense or large subway stations are built to accommodate huge uncertain passenger flow, and the stations are correspondingly sparse as population density and ground traffic line density are reduced as urban areas are far away.
Determining a site setting second element according to the investment cost and the return on investment;
investment cost aspect: the construction of a subway line is divided into line construction and site construction. The investigation shows that 4-8 hundred million yuan is needed for each 1 km subway line, and 2-3 hundred million yuan is needed for each 1 station, and if equipment cost, daily maintenance cost, employee cost and the like in the subway station are added, the cost of the station in the whole subway line construction is calculated to be a larger proportion. The method is very suitable for reasonable planning of constructors, so that the investment cost is minimized, and the traffic stations exert the maximum value.
Return on investment: after the line is built and put into operation, the subway can get a return along with the increasing of the passenger flow. With regard to ticket prices, urban economy is gradually developed, and the corresponding service level to residents is increased. With urban development, residents can more select subways as main vehicles, so that the return brought by tickets is larger and larger; in addition, after the subway station is built, various advertisements can be planted in the subway carriage and the subway station can go up and down stairs, and business in the station is more rising, so that great benefits are brought to the subway.
Determining a third element set by the site according to the geographic conditions and the urban humanity;
geographical condition aspect: the construction of the urban subway station should be reasonably set according to the topography and landform of the area. Urban humane aspects: the construction of urban subway stations should avoid historic sites, humane landscapes and the like.
And outputting the passenger flow non-uniformity coefficient, the first element set by the station, the second element set by the station and the third element set by the station as the third analysis sub-result.
S24: and obtaining the analysis result according to the first analysis sub-result, the second analysis sub-result and the third analysis sub-result.
S3: determining an urban traffic site layout optimization principle according to the analysis result;
optionally, in the step S3, the local optimization principle of the urban traffic site includes:
on the premise of maximizing benefit, uniformly setting site spacing;
thus, the comfort of residents and the driving safety are fully considered, so that the residents can be brought into charge conveniently, the train can exert the characteristics of the residents, and the overlarge drop of the speed of the train is avoided.
Avoiding passing through areas of unstable soil properties to reduce unnecessary intervention in large building facilities nearby;
under the condition of ensuring traffic congestion, setting stations in a dense area of people flow so as to facilitate riding and transferring of residents; areas of dense traffic generally include schools, intersections, parks, and shopping malls, among others.
Reasonably selecting sites so that the site layout is beneficial to the overall layout of future urban traffic; so as to fully consider future development of cities and promote urban development planning.
The site setting needs to consider the subsequent maintenance and extension work.
S4: and laying out the traffic sites of the current city according to the urban traffic site layout optimization principle.
Function of rail transit station layout:
1. resident travel time
The resident travel time can be divided into connection time, waiting time and riding time, under the reasonable condition of the setting of the station, the resident generally selects to walk to the subway station for riding in terms of connection time, the resident distribution and the station position are reasonably considered, the connection distance is reduced, and unnecessary time waste can be effectively saved. In addition, the subway train fully improves the running efficiency, avoids unnecessary deceleration and acceleration, and then reduces resident's time of riding.
2. Attraction force of residents
Through setting up the website in suitable district can attract the resident in this district to give up the long-time public transit of past etc. and go to crowded public transit phenomenon again, and go to more general the choice take the subway, can consolidate the position of subway vehicle in the city to let its accessibility higher, resident's trip also becomes convenient and free.
3. Traffic connection
According to the comprehensive investigation of the traffic distribution areas of the set areas in the field, the set stations can conveniently and efficiently transfer the transportation equipment such as buses, taxis or bicycles, and the like, so that the demands of residents on daily travel can be met, and the urban traffic accessibility can be increased to a higher level.
4. Development along line
The subway can be built to influence the development and utilization of surrounding land, and the development and the value increase of real estate are facilitated by arranging the subway in a proper area, and in addition, continuous and efficient development of nearby industrial chains can be driven.
The foregoing description of the preferred embodiments of the invention is not intended to limit the invention to the precise form disclosed, and any such modifications, equivalents, and alternatives falling within the spirit and scope of the invention are intended to be included within the scope of the invention.
Claims (7)
1. An urban traffic site layout method, characterized in that the urban traffic site layout method comprises:
s1: acquiring the current situation of urban traffic site layout;
s2: analyzing the current situation of the urban traffic site layout according to different influencing factors to obtain an analysis result;
s3: determining an urban traffic site layout optimization principle according to the analysis result;
s4: and laying out the traffic sites of the current city according to the urban traffic site layout optimization principle.
2. The urban traffic site layout method according to claim 1, wherein said step S2 comprises:
s21: analyzing the current situation of the urban traffic site layout according to the urban traffic site classification to obtain a first analysis sub-result;
s22: comparing the current situation of urban traffic site layout according to the domestic and foreign urban site spacing to obtain a second analysis sub-result;
s23: analyzing the current situation of the urban traffic site layout according to other related influence factors to obtain a third analysis sub-result;
s24: and obtaining the analysis result according to the first analysis sub-result, the second analysis sub-result and the third analysis sub-result.
3. The urban traffic site layout method according to claim 2, wherein said step S21 comprises:
dividing the urban traffic stations into an originating station, a middle station and a destination station according to operation properties and network functions respectively, wherein the originating station and the destination station are arranged at the end of an urban traffic line and are positioned in an urban edge zone for turning back, storing and overhauling trains;
dividing the station into a transfer station and a junction station according to network functions, wherein the transfer station is positioned at the intersection of two or more subway lines so as to meet the requirement that residents reach a larger area; the hub station is a new line extending from the current station as the starting station, and plays a role in relieving traffic pressure and better linking with an on-ground traffic system.
4. The urban traffic site layout method according to claim 2, wherein said step S22 comprises:
comparing the length, the maximum station spacing, the minimum station spacing and the average station spacing of the existing lines of the developed city and the foreign traffic layout of the current city to obtain a comparison result;
and outputting the comparison result as the second analysis sub-result.
5. The urban traffic site layout method according to claim 2, wherein said step S23 comprises:
determining a passenger flow non-uniformity coefficient according to the passenger flow distribution;
determining a first element set by a station according to the regional road network structure;
determining a site setting second element according to the investment cost and the return on investment;
determining a third element set by the site according to the geographic conditions and the urban humanity;
and outputting the passenger flow non-uniformity coefficient, the first element set by the station, the second element set by the station and the third element set by the station as the third analysis sub-result.
6. According to claimThe urban traffic stop layout method according to claim 5, wherein said passenger flow non-uniformity coefficient is p t ：
p t ＝h·Q max ÷∑Q i
Wherein h represents the daily operation time of the train line, Q i Representing passenger flow rate, Q, at different time periods across a train line max Representing the passenger flow per unit time over the maximum cross section of the train line.
7. The urban traffic site layout method according to any one of claims 1 to 6, wherein in the step S3, the urban traffic site local optimization principle comprises:
on the premise of maximizing benefit, uniformly setting site spacing;
avoiding passing through areas of unstable soil properties to reduce unnecessary intervention in large building facilities nearby;
under the condition of ensuring traffic congestion, setting stations in a dense area of people flow so as to facilitate riding and transferring of residents;
reasonably selecting sites so that the site layout is beneficial to the overall layout of future urban traffic;
the site setting needs to consider the subsequent maintenance and extension work.
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116415756A (en) * | 2023-05-29 | 2023-07-11 | 深圳市友昆标识制造有限公司 | Urban virtual scene experience management system based on VR technology |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116415756A (en) * | 2023-05-29 | 2023-07-11 | 深圳市友昆标识制造有限公司 | Urban virtual scene experience management system based on VR technology |
| CN116415756B (en) * | 2023-05-29 | 2023-10-03 | 深圳市友昆标识制造有限公司 | Urban virtual scene experience management system based on VR technology |
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