1、Study on Layout Optimization of Passenger Station based on Multi-objective PlanningAbstractThis paper study on the optimal layout of passenger station and the basic principle of selection location. There are both quantitative index and qualitative index existing in the evaluation indexes of the layo

2、ut of passenger station. To unify the evaluation indexes, this paper establishes a multi-objective planning optimization model of the layout of passenger station, by using the basic idea of multi-objective planning and introducing the effect of targets of the evaluation indexes. In Nanning railway t

3、erminal for example, four evaluation indexes: construction investment、operation cost in railway terminal、cost of passenger trip and the other social benefits are determined. Calculate respectively all effect of targets of the evaluation indexes and then determine the optimal scheme of the layout of

4、passenger station in Nanning railway hub by the total effect of targets after being weighted.Keywords-component; multi-objective; passenger station; Layout OptimizationIn the past, paying much attention to improving line carrying capacity and neglecting the carrying capacity of hubs or stations in C

5、hina leaded to the shortage of passenger capacity and the difficulty in meeting the demand of transport market. At present, China is in the primary stage of high-speed railway construction. High-speed railway being introduced into existing railway terminal will break the transport pattern of existin

6、g railway hub and will dramatically change the original railway hub transportation structure、transportation operation mode and transportation path. It is an important question in railway terminal planning to reasonably determine the locations and the number of the high-speed passenger stations in hu

7、b and optimize the layout of passenger stations in terminal.I Layout Optimization model of Passenger Station in railway hubA. Layout of passenger station in railway hub and basic principle of selection location1For human-oriented, make the trip distance and time of passenger from the starting point

8、to passenger station shortest、the travel cost lowest、the riding most convenient and reduce the passenger transfer or make it more convenient. (Including the transfer between one or multiple transport modes)2Take the market as the direction and make the benefits as the center. Passenger station in ci

9、ty is kind of large infrastructure. Inputs and outputs should be the standard of the evaluation of railway operation benefit. At the same time, removal expense which is relative to the selection location of passenger station、investment of civil engineering、completion time of project and some cost re

10、lated to project should be brought into the constraint condition of selection location of passenger station. It still needs to compare the operating costs of different schemes of selection location of passenger station.3The development of city should be combined with the city planning. It includes u

11、rban master planning、urban public transport planning、urban rail transit network planning and so on. Their evaluation indexes are different. In a word, it should reflect the compatibility between railway station and the city, and guide and advance the development of the transportation of the city. 3

12、On above foundation of all basic principles, alternatives should be in accordance with the natural distributed discipline of passenger flow, and be beneficial to hub passenger train. They also should make full use of the railway existing equipment and the urban existing collecting and distributing c

13、entre. At the same time, they should have both good geological conditions and economic environment. B. Layout Optimization model of Passenger Station in railway hubThe economic evaluation indexes of layout optimization model of passenger station in railway hub have both quantitative indexes such as

14、engineering investment、operating costs and so on and some qualitative indexes which cant be quantified directly such as cooperation with the development planning of city、environment protection and so on. To be convenient to unify quantitative indexes and qualitative indexes, establish layout optimiz

15、ation model of passenger station below by applying the theory and method of multi-objective planning. 1In formula: Quantitative indexes and qualitative indexes of all design schemes. I evaluation indexes in all;Effect of targets of all evaluation indexes. It is introduced for be convenient to unify

16、the dimension of quantitative and qualitative indexes. For the effect of targets of quantitative indexes, determine the corresponding value of zero and one, and then evaluate the value through insertion method. For the qualitative indexes, use the six-degree standard to quantify: Best1、Better0.8、Gen

17、eral0.6、bad0.4、worse0.2、worst0.Weight of all evaluation indexes. It can be confirmed by the means of investigation and argumentation and experts. In addition, .Total effect of targets of all design schemes. Its value determines the final good or bad ranking of all design schemes. II Construction sch

18、eme of passenger station in Nanning railway hubA. Present situation and future planning of Nanning railway hubNanning railway hub is the important regional terminal in southwest railway network. At present, it is connected with three railway main lines: Hunan-Guilin line、Nanning-Kunming line and Nan

19、ning-Fangchenggang line. The constructing line: Liuzhou-Nanning passenger dedicated line、Nanning-Litang railway、Yunnan-Guilin railway and Nanning-Qinzhou railway all introduced into Nanning hub. Recently, there will be Jinchengjiang-Nanning railway、Naning-Pingxiang railway and so on introduced into

20、Nanning terminal. At that time, the number of intersection railway lines will be nine in Nanning hub. In terminal , therere only one passenger stationNanning Station. It has five receiving-departure lines for passenger trains (including main line)、one freight through line、four receiving-departure co

21、ncurrently storage sidings、four shunting lines.The population of Nanning in downtown is planning to be 69 million in 2021 and 78 million in 2021. The population of the center is planning to be below 21 million in 2021 and below 29 million in 2021.The existing layout of railway terminal is in loop mo

22、de. Affected by geological condition and features、the limit of removal working, existing passenger station cant be reconstructed in large scale. All of passenger working being concentrated in a station leads large pressure to city traffic. Therefore, the layout mode should be that disperse several c

23、enters in different places. That needs new passenger stations to satisfy the operating demand.B. Scheme of passenger station in Nanning railway hubThe recent passenger volume in Nanning terminal is 8 billion per year and the long-term will be 17 billion per year. Affected by geological condition, Na

24、nning station cannot satisfy the passenger demand of terminal. With the construction of south-north intercity railroad in Nanning railway terminal, the terminal passenger system will gradually form the “l(fā)oop pattern of “The main in north and the minor in south by south-north loop line.According to t

25、he principle of selection and location of passenger station in hub, come up with three alternatives for the south-north passenger station: reconstructing Nanning station1、new building Nahuang station2、new building Fengling station3. 3 III Evaluation index of construction scheme of passenger station

26、in Nanning railway terminalA. Costs of engineering investmentCalculate the investment of line、demolition、land expropriation、bridge、tunnels of the construction scheme of passenger station. The costs of engineering investment of all schemes are presented in table 1.Table 1 Main engineering investment

27、of alternative stations10 thousand YuanNumber of alternative stationsCosts110264323B. Operating costs in terminal In formula:jThe number of passenger stations in hub;kThe direction in hub;lDifferent trains in hub, including high-speed train and normal-speed train;The number of passengers in l kind t

28、rain which is from j station to k direction of hub;The distance of l kind train which is from j station to k direction of hub in terminal;The unit operating cost of l kind train.In accordance with the cost of one person per kilometer, the operating cost of taking normal passenger train is 0.078Yuan

29、per person in one kilometer. The operating cost of taking high-speed train-set is 0.094Yuan per person in one kilometer.For three alternative stations, the distance of different kinds of trains to each direction is listed in table 2 and the operating costs of different passenger station in hub are p

30、resented in table 3. Table 2 The shortest path of alternative stations in accordance with directionkmKind of trainsTraction by normal-speed trainDirection of KunmingDirection of QinzhouDirection ofLitangStation 119Station 201418Station 3202917Kind of trainsTraction by high-speed train-setDirection o

31、f KunmingDirection of QinzhouDirection ofLitangStation 119Station 201418Station 3202917C. Costs of passenger tripsIn formula:Cost of passenger going to station;Total number of passengers from i district to j station for taking different kinds of trains (including high-speed train and normal-speed tr

32、ain);Unit cost of passenger trips from i district to j station for taking trains.Table 3 Operating costs in hub (10 thousand Yuan)Scheme of passenger stationCostsTwo stations1、2Three stations1、2、3According to the administrative region planning in Nanning downtown、the distribution of railways and riv

33、ers, Nanning can be distributed into six residents trip districts.Table 4 Costs from trip districts to alternative station (Yuan)Alternative station 1Alternative station 2Alternative station 2District 1153025District 2102020District 315515District 4301020District 515105District 65255Table 5 The numb

34、er of passengers taking normal-speed train of trip districts (10 thousand person per year)District123456The numberof passengersAfter evaluated, costs of trip of layout scheme of passenger station are listed in table 7.D. The other social benefits By applying the three-station scheme1、2、3, it is conv

35、enient to arrange the task of different stations in hub .The car flows travel smoothly in hub and it is convenient for passengers to take trains. The two-station scheme 1、2cant consider partial regions of the city and the contact between stations is not frequent and it is not convenient for passenge

36、rs to go out.Table 6 The number of intercity passengers of trip districts (10 thousand person per year)District123456The numberof passengersTable 7 Trip costs of passengers in terminal (10 thousand Yuan) SchemeCostsTwo stations1、2Three stations1、2、3IV Selection of optimization scheme of the layout o

37、f passenger station in Nanning hubA. Costs of engineering investmentTable 8 Costs of engineering investment10 thousand Yuan SchemeCosts of investment Two stations1、2Three stations1、2、3Evaluate the corresponding effect of targets of the layout scheme of passenger station by using linear model. Suppos

38、ed when =520 billion Yuan, equals zero and when =200 billion Yuan, equals one. Then layout schemes of all passenger stations will be evaluated. The results are listed in table 9.B. Operating costs in hub Operating costs of layout schemes of passenger station in hub are presented in table 3. Supposed

39、 when =12 billion, equals zero and when =6 billion, equals one. Then calculate the layout scheme of passenger station by linear relationship. The results are listed in table 10.Table 9 Effect of targets of engineering investment Scheme Effect of targets Two stations1、2_Three stations1、2、3Table 10 Ef

40、fect of targets of operating cost in hub SchemeEffect of targets Two stations1、2Three stations1、2、3C. Costs of passenger tripCosts of passenger trip are shown in table 7. Supposed when =150 billion, equals zero and when =80 billion, equals one. Then calculate the layout scheme of passenger station b

41、y linear relationship. The results are listed in table 11.Table 11 Effect of targets of passenger trip SchemeEffect of targets Two stations1、2Three stations1、2、3D. The other social benefits E. Determine the weight of each evaluation index By combining all evaluation indexes with a certain number of

42、experts suggestions, the weight of each evaluation index is determined: 0.5、0.1、0.3、0.1.F. The optimal layout scheme of passenger stationComprehensive above results, evaluate the total effect of targets of layout scheme of passenger station in Nanning railway terminal. The results are listed in tabl

43、e 13.Table 12 Effect of targets of the other social benefits Scheme Effect of targetsTwo stations1、2Three stations1、2、3Table 13 Effect of targets of layout scheme of passenger stationTwo stations1、2Three stations1、2、3Because the total effect of targets of two-station scheme is bigger than the one of

44、 three-station scheme, the optimal scheme is two-station scheme. That is reconstructing Nanning station and new building Nahuang station.The reconstruction and removal engineering are in large scale. To control the scale of Nanning station effectively, add five intermediate platforms and ten arrival

45、-departure tracks to form fifteen mesas in scale. At the same time, build passenger coach preparing station and motor train-set application station. In Nahuang station, construct five arrival-departure tracks(including main line)、one basic platform、one intermediate platform、eight long-term reservati

46、on arrival-departure tracks 、four intermediate platforms and reserve motor train-set storage yard towards the station house. 基于多目標(biāo)規(guī)劃的鐵路樞紐客運(yùn)站布局優(yōu)化研究摘 要：本文研究鐵路樞紐內(nèi)客運(yùn)站布局及選址根本原那么，客運(yùn)站布局評(píng)價(jià)指標(biāo)既有定量指標(biāo)也有定性指標(biāo)，為統(tǒng)一評(píng)價(jià)指標(biāo)，本文運(yùn)用多目標(biāo)規(guī)劃的根本思想，引入了評(píng)價(jià)指標(biāo)的目標(biāo)效應(yīng)值，建立了多目標(biāo)規(guī)劃的客運(yùn)站布局優(yōu)化模型。以南寧鐵路樞紐為例，確定了工程投資、樞紐內(nèi)運(yùn)營(yíng)本錢、旅客出行費(fèi)用、其他社會(huì)效益4個(gè)評(píng)價(jià)指標(biāo)，分別計(jì)

47、算各評(píng)價(jià)指標(biāo)的目標(biāo)效應(yīng)值，通過(guò)加權(quán)后的總目標(biāo)效應(yīng)值，確定了南寧鐵路樞紐客運(yùn)站布局優(yōu)化方案。關(guān)鍵詞：多目標(biāo)；客運(yùn)站；布局優(yōu)化過(guò)去我國(guó)鐵路客運(yùn)建設(shè)重視提高線路通過(guò)能力，無(wú)視樞紐及車站等點(diǎn)的通過(guò)能力，導(dǎo)致客運(yùn)能力缺乏，難以滿足運(yùn)輸市場(chǎng)需求。目前我國(guó)正處于高速鐵路建設(shè)的頂峰時(shí)期，高速鐵路引入既有鐵路樞紐將打破既有鐵路樞紐運(yùn)輸格局，使原有鐵路樞紐運(yùn)輸結(jié)構(gòu)、運(yùn)輸組織方式以及運(yùn)輸徑路產(chǎn)生很大變化。合理確定樞紐內(nèi)高速客運(yùn)站的位置及數(shù)量，優(yōu)化樞紐內(nèi)客運(yùn)站布局，是鐵路樞紐規(guī)劃的重要問(wèn)題。1 鐵路樞紐客運(yùn)站布局優(yōu)化模型鐵路樞紐客運(yùn)站布局及選址根本原那么1以人為本，使乘客從出發(fā)點(diǎn)至客運(yùn)站的出行距離和時(shí)間最短、出行費(fèi)用

48、最省、乘車方便，并減少和方便旅客換乘含1種和多種運(yùn)輸方式間換乘；2以市場(chǎng)為導(dǎo)向，以經(jīng)濟(jì)效益為中心。城市客運(yùn)站是大型根底設(shè)施，投入和產(chǎn)出應(yīng)成為鐵路運(yùn)營(yíng)效益評(píng)價(jià)的標(biāo)準(zhǔn)，同時(shí)與客運(yùn)站選址相關(guān)的拆遷費(fèi)、土建工程投資、建設(shè)工期等工程相關(guān)費(fèi)用應(yīng)納入客運(yùn)站選址的約束條件，還應(yīng)比擬不同客運(yùn)站選址方案的運(yùn)營(yíng)費(fèi)用；3與城市開(kāi)展和規(guī)劃相結(jié)合，包括城市總體規(guī)劃、城市公共交通規(guī)劃、城市軌道交通線網(wǎng)規(guī)劃等等，其評(píng)價(jià)指標(biāo)各有不同，總之要表達(dá)鐵路客運(yùn)站與城市相容，可引導(dǎo)和推動(dòng)城市交通的開(kāi)展?！?】在以上根本原那么根底上，備選方案應(yīng)符合客流自然集散規(guī)律，有利于樞紐客車開(kāi)行，充分利用鐵路既有設(shè)備和城市既有的集散中心，同時(shí)應(yīng)具備良

49、好的地質(zhì)條件和經(jīng)濟(jì)環(huán)境。鐵路樞紐客運(yùn)站布局優(yōu)化模型 鐵路樞紐客運(yùn)站布局優(yōu)化的經(jīng)濟(jì)評(píng)價(jià)指標(biāo)既有定量指標(biāo)，如工程投資、運(yùn)營(yíng)費(fèi)用等；還有一些無(wú)法直接定量的定性指標(biāo)，如與城市開(kāi)展規(guī)劃配合、環(huán)境保護(hù)等。為便于統(tǒng)一定量與定性指標(biāo)，應(yīng)用多目標(biāo)規(guī)劃的原理與方法建立如下客運(yùn)站布局優(yōu)化模型： 1式中 各設(shè)計(jì)方案的定量及定性評(píng)價(jià)指標(biāo)，共有I個(gè)評(píng)價(jià)指標(biāo)；各評(píng)價(jià)指標(biāo)的目標(biāo)效應(yīng)值，此值的引入為了便于統(tǒng)一定量與定性指標(biāo)的量綱；對(duì)定量指標(biāo)的目標(biāo)效應(yīng)值，可確定0和1對(duì)應(yīng)的量，然后通過(guò)插入法求值；對(duì)于定性指標(biāo)，可用五度標(biāo)來(lái)定量：好1，較好0.8，一般0.6，較壞0.4，壞0.2，極壞0；各評(píng)價(jià)指標(biāo)的權(quán)重，可通過(guò)調(diào)查論證及專家確定

50、大小，且；各設(shè)計(jì)方案的總效應(yīng)值，其大小決定各設(shè)計(jì)方案的最終優(yōu)劣排序。2 南寧鐵路樞紐客運(yùn)站建設(shè)方案南寧鐵路樞紐現(xiàn)狀及規(guī)劃南寧鐵路樞紐是西南鐵路網(wǎng)中的重要地區(qū)性樞紐，現(xiàn)銜接湘桂、南昆、南防三大鐵路干線，已開(kāi)工建設(shè)的柳南客運(yùn)專線、南黎鐵路、云桂鐵路、南欽鐵路均引入南寧樞紐，近期還有金南鐵路、南憑鐵路等將引入南寧樞紐，在南寧交匯的鐵路線將達(dá)9條。樞紐中只有南寧站一個(gè)客運(yùn)站，有客車到發(fā)線5條含正線、貨車通過(guò)線1條及貨車到發(fā)兼存車線4條，調(diào)車線4條。南寧市區(qū)人口規(guī)劃2021、2021年市區(qū)人口分別到達(dá)690、780萬(wàn)人；中心城人口2021年控制在210萬(wàn)人，2021年控制在290萬(wàn)人。鐵路樞紐既有布局以呈環(huán)狀式，既有客運(yùn)站南寧站受地形、地物以及拆遷工作限制已無(wú)法大規(guī)模改擴(kuò)建，客運(yùn)作業(yè)集中一站，對(duì)城市交通產(chǎn)生巨大壓力，因此南寧鐵路樞紐客運(yùn)站布局應(yīng)為多中心分散布局模式，即需新客運(yùn)站滿足運(yùn)營(yíng)的要求。南寧鐵路