JP2020003841A - Program, estimation method of influence area of freight station and estimation system of influence area of freight station - Google Patents

Abstract

To provide an estimation method of an influence area of a freight station that focuses on a freight station as a node between a rail transport and a region and quantifies an influence on a freight transportation for surrounding region of a freight station so as to estimate an influence area of the freight station (station area).SOLUTION: An estimation method of an influence area of a freight station includes a step of acquiring database in which influence factors of a freight transportation around a freight station is systematized, a step of setting a qualitative evaluation index value, quantitative evaluation index value and an access time distance in order to generate an evaluation model for an item and an area of a freight for the freight transportation, step of selecting one freight station as an evaluation station, a step of selecting an evaluation model for estimation from the plurality of evaluation models by identifying the item and the area of the freight, a step of calculating an evaluation value of a railway transportation using the evaluation station and an evaluation value of a truck transportation, and step of calculating an influence degree on a surrounding area of the evaluation station by the estimation model.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a program for calculating the degree of influence of freight transportation on a freight station in the area surrounding freight stations by computer processing, a method of estimating the range of influence of freight stations, and a system for estimating the range of influence of freight stations. .

  In the area of stations, in passenger transport, it is defined as the power range of demand that is expected to use the station centering on the station, and the range (approximately 1.5-2 km) that exerts the power of the station is set for each passenger station. In recent years, a technique has been developed for setting a station area of a passenger station, which calculates a suction rate of a station in consideration of a competition of a nearby station with a user (passenger) in each of the surrounding towns of the railway station (Patent Document 1, 2 etc.).

Japanese Patent No. 5111347 Japanese Patent No. 5514064

  However, no method has been developed for setting up freight stations for freight transport. On the other hand, in recent years, the use of railways has been expected to improve the efficiency of freight transportation in order to reduce carbon dioxide emissions in consideration of the environment. It is required to know the potential cargo volume such as no. In short, it is necessary to clarify the effect of rail transport on regional freight transport.

  Therefore, the present invention focuses on the freight station as a node between the rail transport and the area, and quantifies the influence on the freight transport in each area around the freight station, so that the influence area of the freight station (station area) It is an object of the present invention to provide a program capable of estimating an impact, a method of estimating an influence range of a freight station, and a system for estimating an influence range of a freight station.

  In order to achieve the above object, the program of the present invention is to create a plurality of evaluation models from a database in which the influential factors of freight transportation centered on freight stations are systematized and to estimate the influence range of the freight stations. A computer, an evaluation model management means for creating an evaluation model for each of goods and regions of the cargo to be transported, and an awareness judgment data management means for managing qualitative evaluation index values of railways and trucks of the evaluation model, Quantitative evaluation index value management means for managing the quantitative evaluation index value corresponding to the transportation OD, access time distance setting means for setting an access time distance that is an explanatory variable relating to access of rail transport and truck transport, and an access time distance setting means registered in the database. Station selection means for selecting one of the freight stations as an evaluation station, and the qualitative evaluation index value and the quantitative evaluation index value Evaluation value calculating means for calculating an evaluation value of rail transportation and an evaluation value of truck transportation using a value station, and an evaluation model of the evaluation station from the calculated evaluation values of the rail transportation and truck transportation and the access time distance. Function as an impact calculation means for calculating the impact on surrounding areas.

  The program of the present invention configured in this way focuses on the freight station as a node between the rail transport and the area, and quantifies the influence on freight transport by area, for example, municipalities in the area around the freight station. , It is possible to estimate the range of influence of the freight station (station area).

It is a figure explaining the estimation method of the influence range of the freight station of this Embodiment, (a) is the calculation formula of an estimation model, (b) is the processing of estimating the influence range of the freight station for every municipality. It is a figure explaining a flow. It is a figure explaining the database which should be maintained for systematizing the influence factor of the freight transportation centering on a freight station. It is the figure which illustrated the evaluation model of several freight transportation created according to the goods classification and area. It is a conceptual diagram explaining the schematic structure of the estimation system of the influence area of the freight station of this Embodiment. It is explanatory drawing which illustrated the geographic information system (GIS) used in the estimation system of the influence area of a freight station, and the calculation menu of the influence degree of a freight station. It is a screen example figure for explaining management of an evaluation model. It is a screen illustration figure explaining consciousness judgment data in case of rail transportation. It is an example screen for explaining consciousness judgment data in case of truck transportation. It is a screen illustration figure explaining the freight transportation OD pair based on the freight station and the freight train in quantitative evaluation index value management. It is a screen example figure at the time of performing the calculation which estimates the influence degree of a freight station quantitatively. It is an example screen which showed the estimation result of the influence area (station area) of the freight station quantified and visualized.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram for explaining a method of estimating the influence range of a freight station according to the present embodiment. FIG. 1A is a calculation formula of an estimation model to which Huff trade area analysis theory is applied, and FIG. The flow of processing for estimating the influence area of a freight station is shown for each municipality.

  In the conventional rail freight transportation, a freight car is used as a transport unit, flows in a dispersed manner, and is a transport system that treats a car as a node at a yard of a yard. For this reason, freight stations have been set up as points of contact between shippers and rail transport. The rail freight transport network formed under such a transport system was largely reorganized in response to changes in domestic and international industrial and transport structures, particularly the privatization of the Japanese National Railways after the 1980s.

  At that time, the consolidation and improvement of freight stations in each region was promoted, and the number of freight handling stations was greatly reduced from about 3800 in the 1950s to about 400 just before the privatization of the JNR in 1980s. Became approximately 250 stations (including 149 container cargo handling stations). At the same time, container transportation is becoming the mainstream in the railway transportation system in response to changes in freight transportation needs.

  Container transport is an intermodal transport that combines freight trains and pickup trucks with the container as a unit of transport, and the freight station as a basic component of this intermodal transport is based on the direct contact between the conventional shipper and rail transport. It has become a nodal point between local socio-economics and transportation. It is considered that the range of influence of freight stations (station area) on the surrounding area using railway transportation has changed significantly in response to these series of changes.

  On the other hand, the actual situation of freight transportation is affected in various ways by the local situation, the type of cargo, and the judgment of the shipper's consciousness of use in selecting transportation means. In addition, in the case of rail freight transportation, the state of development of the transportation infrastructure from the shipper to the used cargo station (access conditions when using the station), that is, the geographical location of the station location seems to have a significant effect. .

  In the current state of containerized rail freight transportation, freight collection and delivery at freight stations has a wide-ranging effect. In addition, in freight transportation, since the logistics staff of the shipper only selects transportation means that meet the needs of the company's goods, the decision-making process involves a freight transportation evaluation process that includes multiple evaluation index items. It can be said that there is.

  On the other hand, whether freight transportation uses rail or not is determined by the logistics staff of the shipper, the situation of the freight train from the freight station to the destination at the shipping location of the company's products, the facilities at the station, and the distance between the station and the freight train. Judge by comparative evaluation with truck transportation based on railway transportation conditions such as accessibility status (proximity). Therefore, as for the freight station influence area (station area), it is necessary to analyze the transport evaluation of the freighters located around the freight station for freight transport centered on the freight station.

  Therefore, the system for estimating the range of influence of freight stations and the method of estimating the range of influence of freight stations according to the present embodiment use the user awareness judgment data based on the basic influential factors of freight transportation centering on freight stations. Using the actual data of freight transportation, an estimation model for analyzing the affected area of the freight station is constructed. Then, by combining the estimation model with the development of GIS (Geographic Information System) for freight transportation, the station area is output quantitatively and visually.

  First, basic influence factors of the freight station influence area (station area) will be described with reference to FIG. The basic influence factors of the freight station influence area (station area) include external influences including freight transportation centering on freight stations, including the socio-economic situation in the region, and the status of freight station facilities and freight train settings. There are internal impacts of railway transportation, including transportation, the effects of long-term transportation systems, etc., and the comparative evaluation of shippers in the choice of transportation means and the awareness of shippers for cargo stations.

  The socio-economic situation, including population size, production value, and shipping volume, in the area surrounding the station location is a fundamental factor as an external influence. However, the traffic infrastructure to the station (access when using the station) Condition), that is, the geographical location of the station location also has a significant effect.

  Internal impacts include the basic status of freight stations, such as the location of freight stations in the transport network, the status of the installation of freight facilities (the status of facilities such as cargo handling equipment), and the status of freight trains at freight stations (whether direct or relay). Is included.

  In freight transportation, truck freight rates and tariff rates vary from region to region, and container freight collection and delivery fees also differ. There are also surcharges and discounts for transportation that correspond to the contents (items) of the cargo. There is also an effect (freight market situation) on freight transportation in the area around the station location resulting from such a long-term transportation system.

  In principle, shippers select transportation means in accordance with their own product transportation needs.In practice, shippers make comparative evaluations from multiple aspects such as transportation costs, transportation time, transportation quality, and their logistics status. Do it and choose between rail and truck transport.

  As described above, it has been found that the basic influence factors as shown in FIG. 2 exist for the freight transportation around the freight station. Therefore, in estimating the freight station sphere, databases related to these are prepared, and calculations are performed based on data such as the consciousness judgment data of the logistics staff and experienced person of the shipper.

  In the system for estimating the range of influence of a freight station and the method of estimating the range of influence of a freight station according to the present embodiment, a model for quantitatively measuring and analyzing the range of influence of a freight station (station area) is applied. Given the current status of the freight market, where trucks are the mainstay, if it is possible to predict the extent to which freight around freight stations will be transported by rail, freight stations It is thought that it is possible to quantitatively analyze the affected area (station area).

  In the present embodiment, applying the Huff trade area analysis theory, from the characteristics of the transportation service that railway transportation including freight stations has its own, according to the magnitude of the evaluation value comparing railway transportation and truck transportation, We constructed a mathematical model to accurately measure and analyze the range affected by the freight station (the station area of the freight station).

  In this model for estimating the station area of a freight station, the degree of impact of the freight station on the surrounding area is proportional to the value of freight transportation at the freight station, and the freight station is used from the freight shipping location (municipal government office). In this case, the concept of being inversely proportional to the access time distance is described. Here, the access time distance is an explanatory variable related to access, and is set based on time or distance.

First, the evaluation value of freight transportation at the freight station is considered as follows.
From a market point of view, the railway transportation product is a train schedule. At a freight station, there are multiple freight trains depending on the destination. There are various types of freight trains, such as direct trains, trains on the way, first trains, and relay trains. Each freight train operates according to a fixed train schedule.

  At a freight station, the residence time of freight differs depending on the type of freight train, and the type of freight handled depends on the cargo handling equipment installed at the station. For example, a station with a top lifter can handle large container cargo. In addition, there are the status of the transporting carrier corresponding to the freight station, the road infrastructure at the freight destination, and the conditions of the access road to the freight station.

  Based on the rail transportation conditions described above, the shipper decides whether or not to carry out rail transportation using an available freight train at a freight station in accordance with the company's merchandise transportation needs. This decision is considered to be a process of rail transport evaluation process compared to truck transport. Therefore, it can be said that the evaluation value of the freight transportation at the freight station is the sum of the evaluation values of the rail transportation for all the freight trains available at the freight station.

The degree of influence on the area around the freight station will be described with reference to the calculation formula of the estimation model shown in FIG.
The calculation formula shown in FIG. 1A is a formula for calculating the degree of influence of the freight station by simultaneously considering the rail transport and the truck transport as the entire freight transport in the area around the freight station. When the right term enclosed by [] of the denominator on the right side of this calculation formula is omitted, the formula is used to calculate the degree of influence of the freight station to indicate its position in the rail transport network. In this simplified formula, only rail transport is considered.

  Here, the evaluation value of the freight transportation using the freight station is the sum of the evaluation values of the rail transportation for each transportation OD based on the freight train dispatched from the freight station. The evaluation value of the truck transportation is the sum of the evaluation values of the respective truck transportations corresponding to the railroad transportation OD. Here, the transportation OD refers to a combination of a shipping place (origin: Origin) and a destination (end point: Destination) of the cargo transportation.

  On the other hand, there are the following two ideas regarding the access time distance when using a freight station. The first concept is a processing method in which the transportation time of a pickup truck from a cargo shipping location to a cargo station is set as an access time distance. The other method is based on whether the shipper's shipment has access to available freight trains at the freight station. In this case, the difference between the shipment time of the cargo and the cutoff time of the cargo handling of the available freight train at the cargo station is defined as the access time distance.

  Here, in the calculation formula shown in FIG. 1A, the square of the access time distance is used. In the generalized calculation formula, the resistance time (distance parameter) λ is used as the access time distance to the λ power. λ = 2 refers to the modified Huff model.

Furthermore, the calculation of the evaluation value of freight transportation in the creation of the estimation model will be described in detail.
In freight transportation, quantitative index items such as transportation costs, transportation time, carbon dioxide (CO ₂ ) emissions, energy consumption, accessibility (proximity) to transportation facilities such as freight stations and terminals, and logistics labor Securing power, ease of use of transport network, connection with transport operators, understandability of transport system, adaptation of transport lot, transport quality (timeliness, stability, temperature / humidity control and damage status, etc.), transport There are qualitative index items such as troubleshooting and provision of transportation information. The evaluation value of the freight transportation is calculated by the following formula A, which is the sum of the product of the relative value of the index items (index values) and the evaluation weight of the index items.

e ^m = Σ (ω _i × f ^m _i ) (Formula A)
Here, the e ^m evaluation values freight utilizing vehicle m, omega _i is evaluated weight, f ^m _i of the index item i of the value of the index item i in the case of utilizing vehicle m (index value) It is a relative value.

  Since the value of the quantitative index item (index value) differs depending on the transport OD and the freight station and the freight train used, it is necessary to calculate the value according to each transport OD. The value of the qualitative index item (index value) is quantified by having the logistics staff of the shipper assign a score (consciousness judgment data) based on their own experience and intuition.

Further, the value of the evaluation weight index item _(i) (ω i), since the basis for "common measure" that reflects the importance of each index item in the freight, AHP method (Analytic Hierarchy Process; hierarchically Based on the calculation principle of the (decision-making method), it is obtained by using data acquired by a Web questionnaire survey using the Internet.

Next, the evaluation weight value (ω _i ) of the index item will be described in detail with reference to FIG. FIG. 3 shows an example of a freight transportation evaluation model created for each region and each product category. It is thought that the business practices related to freight transportation were formed by the tradition and culture, such as the long-running transport system and the repeated exchanges of the area with it. As a result, there are differences in freight transport evaluations by product type by region, so the evaluation weights of index items, which are the basis of the “common scale” of freight transport evaluations corresponding to the shipping location of goods and goods, are The evaluation weights of the index items in the various evaluation models were calculated using the data on the consciousness of the logistics personnel of the shipper obtained in the WEB questionnaire survey. Then, a comprehensive freight transportation evaluation model was constructed for each product type as a matrix for each region.

  In the above, each configuration of the system for estimating the range of influence of the freight station and the method of estimating the range of influence of the freight station according to the present embodiment has been described. In the following, referring to FIG. The outline of the flow of processing for estimating the influence range of a freight station will be described.

  First, in step S1, the municipalities for quantitatively measuring and analyzing the freight station influence range (station area) of freight transportation are specified. Then, in step S2, available freight stations and freight trains on the specified municipal railroad are fetched from the database. In step S3, basic information on truck transport, which is a means of transport other than railroad, is read. Further, in step S4, information on the transportation system and business customs in the area where the specified municipalities are located is fetched from the database.

  On the other hand, when the freight station is specified in step S2, the position of the station (step S5) and data on the transport OD pair based on the outgoing freight train at that freight station are imported (step S6). The information of the transport OD pair is also made compatible with truck transport. Further, data on the traffic infrastructure status of the municipalities is taken in (step S7).

  In steps S2, S5, and S7, when data such as the location of the freight station, the basic status such as the train schedule, and the traffic infrastructure status such as access conditions when using the freight station are captured, access is performed based on the definition in step S8. The time distance is calculated.

  On the other hand, in step S9, a quantitative index value regarding freight transportation is calculated based on the data taken in steps S3, S4, S6, S7, and the like. Then, on the basis of the calculated quantitative evaluation index value and the qualitative evaluation index value quantified by the user's consciousness judgment (step S10), in step S11, an evaluation model for each product category and region is created.

  An evaluation model to be used for transport evaluation is selected by specifying an area including goods and municipalities from the plurality of evaluation models for each category and area created in step S11. Then, in step S12, the evaluation value of the freight transportation using the freight station serving as the evaluation station is calculated, and in step S13, the evaluation value of the truck transportation is calculated.

  Next, a schematic configuration of the freight station influence range estimation system of the present embodiment combining the above-described freight station sphere analysis model (the freight station influence degree estimation model (calculation formula)) and the freight transportation GIS. This will be described with reference to FIG.

  This system for estimating the influence area of freight stations (cargo station area setting system) has been developed as a GIS incorporating a model that quantitatively analyzes and analyzes the area of influence of freight stations (station area). It is equipped with a function for quantifying the freight station territory for calculating degrees and a visualization function shown on a map.

  The freight station territory zone setting system according to the present embodiment includes an evaluation model management unit B1 that manages a plurality of evaluation models, an awareness judgment data management unit B2 that manages qualitative evaluation index values of railways and trucks, and data of transportation OD. A quantitative evaluation index value management unit B3 that manages a quantitative evaluation index value corresponding to B31, an access time distance setting unit B4 that sets an access time distance, and an evaluation value calculation unit B5 that calculates evaluation values of rail transport and truck transport. And an impact calculation unit B6 that calculates the impact using an estimation model.

  In addition, a station selection unit that selects one cargo station to be analyzed as an evaluation station and an evaluation model selection unit that selects an evaluation model for estimation are set in the analysis setting unit B0. Further, the estimated station influence degree can be displayed on a map by the visualization unit B71 or output to a table format file by the data output unit B72.

  The details will be described below with reference to FIGS. The function of the GIS in the freight station territory setting system is provided by a geospatial database of freight transportation as shown in FIG. The geospatial database for freight transportation is based on spatial data published by the Geographical Survey Institute, using general-purpose GIS software, based on regular data such as railway data, road data, logistics data, and ferry and RORO vessels related to truck transportation. Use existing data, such as cargo ship route data, to make improvements. Based on these existing data, various data are edited and updated, and a system maintenance for inputting transportation data such as a railway transportation operation plan and a cargo type is appropriately performed.

  The basic functions of the GIS in the freight station territory setting system are menu F1 of evaluation model management, menu F2 of consciousness judgment data management (qualitative evaluation index value of railway), and menu of consciousness judgment data management (qualitative evaluation index value of truck) F3, menu F4 for quantitative evaluation index value management (corresponding to transportation OD), menu F5 for calculating the degree of influence of freight stations, and the like.

FIG. 6 illustrates an example of a screen displayed in the operation of the menu F1 of the evaluation model management of the freight station influence range estimation system. The registered evaluation model, evaluation weights ω _i of the index item i corresponding to different goods classification region is shown (see Figure 3).

7 and 8 illustrate screens for explaining menus F2 and F3 of the management function of the consciousness determination data. The consciousness judgment data is a value (score) given by a shipper to a qualitative index item when carrying freight. FIG. 7 shows data acquired by the WEB questionnaire survey, classified according to region and product type, and represented as an average value of data on the determination of consciousness for rail transport. FIG. 8 also shows the data obtained by the WEB questionnaire survey as the average value of the data on the consciousness of truck transport, divided by region and product type.
Here, the logistics staff of each individual shipper can input and edit the consciousness judgment data on the screen according to their own product transportation needs, and can read in a pre-created table format file etc. .

  FIG. 9 is a screen of the menu F4 of the quantitative evaluation index value management, and illustrates an available freight station and a freight transportation OD pair based on a freight train. The analysis function and the data management function of the transport OD pair for the freight station and the freight train will be described with reference to FIG.

  Extract OD pairs for freight stations and freight trains that can be used for freight transportation. In the case of truck transportation, truck models, transit points (general roads and expressways) in transportation routes, restrictions on working hours for drivers, and use of ferries Set conditions, etc.

In the case of rail transport, a freight train that can be used at a freight station and a detention time for on-site work are set. By making such a setting, the transportation cost, transportation time, carbon dioxide (CO ₂ ) emission, energy consumption, and the freight dispatching point and the expressway interchange of the freight transportation and the trucking can be changed. Calculate the access status (accessibility (proximity)) up to and so on. When cargo is transported by rail, there is a possibility that a plurality of freight stations and freight trains will be used depending on the destination.

  As described above, the system for estimating the influence range of the freight station according to the present embodiment analyzes the freight transport for the transport OD pair of the outgoing freight in the area around the freight station, calculates the freight transport related thereto, and develops and manages a database. It has a function that can do such things.

  FIG. 10 exemplifies a screen for explaining a menu F5 for calculating the degree of influence of a freight station. With reference to FIG. 10 and FIG. 11, a calculation function for quantitatively estimating the degree of influence of a freight station and a function for displaying on a map will be described.

  To calculate the degree of influence of the freight station on the freight transportation in the surrounding area, first operate the pull-down menu F51, which is a station selection section, to check the registered freight stations. One cargo station is selected as an evaluation station. The map of the selected evaluation station and its surroundings can be displayed on the screen by the GIS function by pressing the map selection button F511.

  Subsequently, in order to set the calculation range, the distance from the freight station serving as the evaluation station is input as a radius (for example, 50 km) in the input field F52. Then, by operating the pull-down menu F53 serving as an evaluation model selection unit, an evaluation model suitable for the type and area of the cargo is selected as an estimation evaluation model from among the plurality of registered evaluation models (see FIG. 6). I do. In the description column F531 of the evaluation model, the type of the evaluation model for estimation (for example, "whole") and the region (for example, "Tohoku") are displayed.

  To calculate the influence of the freight station, calculation conditions F541 to F544 are further set. In the calculation condition F541, selection is made between "consider truck transport and rail transport simultaneously" or "consider rail transport alone".

  In the calculation condition F542, the access time distance is defined. As described above, the concept of the access time distance is based on the assumption that the access time distance is defined as the transportation time of the pickup truck from the cargo shipping point to the cargo station, and that the cargo shipping time and the available freight trains at the cargo station. Since there is two concepts of “the difference between the cargo handling deadline time and the access time distance”, for example, the former “only consider access to the cargo station” is selected.

  In the calculation condition F543, the type of calculation to be performed is selected. Here, since the influence degree of the evaluation station X is calculated, “the influence degree of the cargo station X” is selected. In the calculation condition F544, a method of a fare and a fare according to the transportation system is selected from a plurality of quantitative evaluation index values. In other words, as shown in Fig. 3, the quantitative evaluation index value includes the total transportation cost, such as the actual fare, the fare and tariff by region, and the surcharge / discount system based on the type of cargo or season. For this reason, for example, “the actual fare” is selected as the quantitative evaluation index value “[1] total transportation cost”.

  After selecting or inputting the items necessary for the calculation as described above, when the calculation button F55 is pressed, the degree of influence of the evaluation station can be calculated. The calculation result can be output to a file in a table format by pressing the output button F56.

  FIG. 11 illustrates a result of calculating the degree of influence of the evaluation station. Looking at the magnitude of the impact displayed on the map with the GIS function, the zone near the evaluation station is displayed in a dark color with high impact (0.8 or more), and as the zone moves away from the evaluation station, It can be understood that the color becomes lighter and the degree of influence decreases. That is, the estimation result of the influence range (station area) of the freight station can be quantified and visualized and shown.

Next, a method of estimating the influence range of the freight station according to the present embodiment will be described with specific contents.
Freight transport around the freight station can be broadly divided into rail transport and truck transport. In the case of rail transport, freight transported using a freight train at an evaluation station can also use freight trains at other freight stations. For this reason, the degree of influence on the surrounding area of the freight station can be obtained by the following formula 1 using the above-described estimation model (measurement analysis model) of the freight station sphere.

Here, the content of each code in the above equation will be described below.
r _ks : Impact of freight station s on municipality k
e ^R _{s (n, j)} : Railway transportation evaluation value when using freight train j that departs from freight station s and arrives at freight station n
e ^T _{s (n, j)} : Truck transport evaluation value corresponding to the transport OD of freight train j departing freight station s and arriving at station n
A ^R _{ks (j)} : Access time distance from municipality k to freight train j at freight station s, that is, time from shipping time of cargo to cut-off time of freight train j = freight handling of train j Deadline time-Shipping time
(Note: In the case of “Cargo handling deadline-Cargo shipping time”> Access time distance from the shipping location to Cargo Station s, use the freight train j of the day. “Cargo handling deadline-Cargo shipping If “time” ≦ access time distance from shipping point to freight station s, use freight train j on the next day.) In addition, the access time distance from shipping point to freight station s is calculated by the transportation time of the collection truck. _Yes, and A ^R _ks .
A ^T _{ks (n, j)} : In the case of truck transportation corresponding to the transportation OD of the freight train j departing from the freight station s and arriving at the station n, the access time distance from the municipality k to the highway, that is, , The time distance from the municipal k office to the highway interchange (IC) (Note: If there is only one IC on the municipal k in the same direction, A ^T _ks And.)
j: Refers to a freight train where freight handling work is performed at freight station s. (j = 1,2, ..., J)
S _k : Set of stations available to municipality k
R: Refers to rail transport
T: Refers to trucking
s: Indicates freight station s. (S = 1,2, ..., S _k )
n: The number of stations where freight train j has cargo handling work on the way, that is, the number of transport ODs that can use freight train j. For direct trains: n = 1

The evaluation value of the freight in the above formula e ^R _{s (n, j)} and the evaluation value e ^T _{s (n, j)} is determined in the same manner as in the evaluation value e ^m of formula A described above for freight OD be able to. The evaluation value of freight transportation at the freight station is calculated by summing the evaluation values of rail transportation for all freight trains (first train, relay at the same station) that handle cargo (loading containers, etc.) at the same station.

  The calculation formula 1 is a calculation formula for measuring and analyzing the degree of influence of the freight station when the rail transport and the truck transport are considered simultaneously in the entire freight transport around the freight station. This degree of impact is proportional to the “evaluation value of freight transportation using freight stations”, and the “access time distance” from the point of shipment of cargo to the freight station or to an available freight train at that station, or the expressway interchange By inversely proportional to the square of the "access time distance" to facilities such as (IC), it is considered that this reflects the actual situation of freight transport at the freight station and the corresponding truck transport.

  On the other hand, when measuring and analyzing the influence of a station to indicate the status of a freight station in the rail transport network, the effect of the station is calculated using the following formula 2, which is a simplified version of formula 1 by considering only the actual conditions of rail transport. Degrees can be calculated. The description of the reference numerals is the same as that of the calculation formula 1.

  The influence degree of the freight station calculated using the above-described two calculation formulas 1 and 2 (Equation 1 and Equation 2) is based on the concept of “access time distance when using the freight station” as follows. There are four calculation patterns.

  In the calculation pattern 1, based on the calculation formula 1 (Equation 1), in the entire freight transportation such as the rail transportation and the truck transportation, the access status to the freight train based on the transportation plan (diamond) of the freight station is considered. Calculate the impact of the freight station. In this case, the time from the cargo shipping time in the area around the freight station (municipal government office) to the cut-off time for freight handling of the freight train is defined as the access time distance when using the freight station. Even at the same cargo shipment time in the same municipality, the access time distance when using the station differs depending on the freight train used.

  In calculation pattern 2, as in calculation pattern 1, the evaluation value of freight transportation is calculated in consideration of the entire freight transportation such as railroads and trucks. However, the access time distance when using a freight station is The transportation time of the pickup truck from the municipal office to the station. In this case, since only the location conditions of the freight station are taken into account, the access time distance when using the freight station in Formula 1 may vary depending on the surrounding road conditions, but from the same municipality to the same freight station. It can be considered that the access time distance when using is substantially the same.

  In the above calculation pattern 1 and calculation pattern 2, the access time distance for the truck transportation corresponding to the railroad transportation OD is determined by the truck traveling from the cargo shipping area (municipal office) to the nearby expressway interchange (IC). Time.

  Subsequently, in calculation patterns 3 and 4, in order to indicate the position of the freight station in the rail transport network, the degree of influence of the freight station on the surrounding area is calculated based on Formula 2 (Equation 2).

  In calculation pattern 3, the time from the shipping time in the surrounding area (municipal office) to the closing time of the freight handling of the train is used as the access time distance when using the station, and the influence degree of the freight station is calculated. In calculation pattern 4, the influence of the freight station is calculated using the transportation time of the pickup truck from the municipal office around the freight station to the freight station as the access time distance when using the station.

Next, the method of estimating the range of influence of the freight station and the operation of the system for estimating the range of influence of the freight station according to the present embodiment will be described.
The method of estimating the range of influence of the freight station and the system of estimating the range of influence of the freight station according to the present embodiment, which are configured as described above, focus on the freight station as a node between the railway transportation and the area, and By quantifying and visualizing the influence on the freight transportation in each area, for example, for each municipality, it is possible to estimate the influence range (station area) of the freight station.

  In other words, while the efficiency of freight transportation is greatly expected by utilizing railway transportation, it is necessary to quantitatively analyze and understand the range of influence of freight stations, which are nodes between railways and between regions and railways. I have. Therefore, in response to this need, we use the concept of station spheres, which refers to the "range of demand expected to use the station mainly at the station", and quantify the station influence range (station sphere) of the cargo version The method of estimating the affected area of the freight station, the system of estimating the affected area of the freight station, and the calculation program were developed.

Specifically, it can be summarized as follows.
1) The basic influence factors related to the freight station impact area were examined, and a basic database of the influence system in the station area was constructed by collecting and analyzing data related to freight transportation centering on freight stations. In addition, we conduct a web questionnaire survey to obtain data on users' awareness of transporting goods (freight) and rail transport, and use those data to determine the range and usage awareness of freight in the surrounding area where freight stations are used. We considered the impact area of the freight station.

2) Using the shipper's consciousness judgment data obtained in the WEB questionnaire survey, create an evaluation series model (evaluation model) of freight transportation by region and item considering the characteristics of the region and cargo, and apply Huff trade area analysis theory. As a result, a model for quantitatively measuring and analyzing the influence area of the freight station was constructed. As a result, it has become possible to calculate the degree of influence of the station on freight transportation around the freight station.

  In addition, by deepening the development of freight transportation GIS using freight transportation and data related to the surrounding area centering on freight stations, freight transportation at freight stations such as railways, roads and regular cargo ships By analyzing the transportation status of trains, it has become possible to calculate quantitative index values of freight transportation by transportation simulation. Furthermore, by calculating the degree of influence of the station, the station area of the freight station can be quantified and displayed (visualized) on a map.

3) By case study empirical analysis, it is possible to quantitatively set and visualize the freight station sphere in consideration of the actual conditions of rail transport and truck transport for freight transport of municipalities in the surrounding area around X station. Was. This will be a useful source of information when formulating a plan to improve the transportation plan at the station.

  In this way, the establishment of a setting system that quantitatively measures and analyzes the influence area (station area) on freight transportation around the freight stations, centering on freight stations, supports the activation of rail transportation in freight transportation. It is thought that a new analytical method can be provided.

  Although the embodiment of the present invention has been described in detail with reference to the drawings, the specific configuration is not limited to this embodiment, and design changes that do not depart from the gist of the present invention may be made in the present invention. Included in the invention.

B1: Evaluation model management unit (evaluation model management means)
B2: Consciousness judgment data management unit (consciousness judgment data management means)
B3: Quantitative evaluation index value management section (quantitative evaluation index value management means)
B4: Access time distance setting unit (access time distance setting means)
B5: Evaluation value calculation unit (evaluation value calculation means)
B6: Impact calculator (impact calculator)

Claims (4)

In order to create multiple evaluation models from a database in which the influence factors of freight transportation centering on freight stations are systematized and estimate the impact range of freight stations,
Computer
Evaluation model management means for creating an evaluation model for each type of goods and regions to be transported, and
Awareness judgment data management means for managing qualitative evaluation index values of railways and tracks of the evaluation model,
A quantitative evaluation index value management means for managing the quantitative evaluation index value corresponding to the transportation OD,
Access time distance setting means for setting an access time distance that is an explanatory variable related to access of rail transport and truck transport,
Station selection means for selecting one cargo station registered in the database as an evaluation station;
Evaluation value calculation means for calculating an evaluation value of railway transportation and an evaluation value of truck transportation using the evaluation station from the qualitative evaluation index value and the quantitative evaluation index value,
A program for functioning as an impact calculating means for calculating the impact on the area around the evaluation station from the calculated railway transport and truck transport evaluation values and the access time distance using an estimation model.   The program according to claim 1, wherein the degree of influence by the estimation model is calculated by a calculation formula that is proportional to an evaluation value of freight transportation at the evaluation station and is inversely proportional to the access time distance. A method for estimating the range of influence of a freight station, in which a computer calculates and calculates the degree of influence of the freight station on the area around the freight station,
Obtaining a database in which the influence factors of freight transportation centered on freight stations are systematized;
In order to create an evaluation model for each type of goods and the region of the cargo to be transported, a qualitative evaluation index value that is a qualitative evaluation of railways and trucks in the evaluation model, and a quantitative calculation corresponding to the transport OD Setting a quantitative evaluation index value and an access time distance that is an explanatory variable related to rail and truck transport access;
Selecting one freight station registered in the database as an evaluation station;
Selecting an estimation valuation model from a plurality of valuation models by identifying the goods class and region;
Calculating the evaluation value of rail transport and the evaluation value of truck transport using the evaluation station from the qualitative evaluation index value and the quantitative evaluation index value of the estimation evaluation model,
Calculating the degree of influence on the area around the evaluation station by an estimation model from the calculated railway transport and truck transport evaluation values and the access time distance, and Estimation method. A system for estimating the area of influence of a freight station, which creates a plurality of evaluation models from a database in which the influence factors of freight transportation centering on the freight station are systematized and estimates the area of influence of the freight station,
An evaluation model management unit that manages a plurality of evaluation models created for each type and region of the cargo to be transported,
Awareness judgment data management unit that manages qualitative evaluation index values of railways and tracks of the evaluation model,
A quantitative evaluation index value management unit that manages a quantitative evaluation index value corresponding to the transportation OD,
An access time distance setting unit that sets an access time distance that is an explanatory variable related to access of rail transport and truck transport;
A station selection unit for selecting one cargo station registered in the database as an evaluation station;
An evaluation model selection unit that selects an evaluation model for estimation from a plurality of evaluation models by specifying goods and regions of the cargo;
An evaluation value calculation unit that calculates an evaluation value of railway transportation and an evaluation value of truck transportation using the evaluation station from the qualitative evaluation index value and the quantitative evaluation index value,
A freight station, comprising: Impact range estimation system.