基于慢行者意愿的城市轨道交通站接驳时空阈值研究 城市交通.docxVIP

基于慢行者意愿的城市轨道交通站接驳时空阈值研究 The Study of Pedestrian and Bicycle Accessibility to urban Rail Transit Stations Based on User Perceptions and Willingness 摘要： 针对当前慢行交通接驳轨道交通的理论研究和实践多侧重于设施指标水平，而对步行和自行车换乘轨道者心理方面考虑不足的现状，在此基于接驳轨道的步行和骑车者意愿和感知，在北京某地铁站周边进行问卷调查及模拟实验，深入分析了影响步行和自行车接驳城市轨道交通的因素，如接驳距离、树荫遮蔽率、过街设施等，研究了步行和骑车者对轨道站接驳距离和时间的敏感程度及接受度分布特征、轨道站点慢行接驳距离衰减特征等。最后利用非集计模型价格敏感度模型（Kishi’s Logit PSM，KLP）量化慢行接驳轨道交通的时空阈值，得出，轨道站点步行接驳者的标准和意愿极限接驳距离分别为 472 m和 826m，自行车接驳者的分别为1017m和2203m；理想接驳时间和最大可承受时间按85%分位，步行者的分别为 8.7min和 16.3 min，自行车者的分别为15.8min和20min。研究结果可为合理规划城市轨道交通站点和评价提供定量化的指标。 Abstract：The current researches on pedestrian cycle access to rail transit stations are more focused on facility index level, but there is little attention paid on travel psychology of pedestrians. This paper makes simulate experiments and questionnaires investigation around one rail transit station in Beijing, based on pedestrians cycle willingness and perception. Factors which will influence the choice of urban rail transit access mode, like walking access distance and woods shading rates, crossings facilities, etc, are deeply analyzed. The study researches further on the distribution features of pedestrians distance and time acceptability to rail stations access. Finally, Kishi’s Logit Price Sensitivity Meter (KLP) model is used to quantize the distance and time threshold of pedestrians access to rail stations. The standard walking access distance is 472 meters and the maximum value is 826 meters, and also for cyclist, the standard access distance is 1017 meters and the maximum value is 2203 meters. While, the ideal access time and maximum acceptable time is 8.7 minutes and 16.3 minutes separately based on 85th percentile. The results of the study provide quantifiable indices for the planning and evaluation of urban rail transit stations. 关键词：交通规划；轨道交通；慢行接驳；接驳阈值；意向调查；非集计价格敏感度模型 Keywords：traffic planning; railway transit; pedestrian cycle access; access threshold; stated preference investigation; KLP 中图分类号：U491.1+