铁道运输外文翻译--基于多目标规划的铁路枢纽客运站布局优化研究

Study on Layout Optimization of Passenger Station
based on Multi-objective Planning
Abstract—This 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 layout 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 terminal 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 passenger station in Nanning railway hub by the total effect of targets after being weighted.
Keywords-component; multi-objective; passenger station; Layout Optimization
In the past, paying much attention to improving line carrying capacity and neglecting the carrying capacity of hubs or stations in China 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 existing 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 hub and optimize the layout of passenger stations in terminal.
I Layout Optimization model of Passenger Station in railway hub
A. Layout of passenger station in railway hub and basic principle of selection location
（1）For human-oriented, make the trip distance and time of passenger from the starting point 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)
（2）Take the market as the direction and make the benefits as the center. Passenger station in city 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 related 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.
（3）The development of city should be combined with the city planning. It includes urban 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 ]
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 centre. At the same time, they should have both good geological conditions and economic environment. B. Layout Optimization model of Passenger Station in railway hub
The economic evaluation indexes of layout optimization model of passenger station in railway hub have both quantitative indexes such as engineering investment 、operating costs and so on and some qualitative indexes which can’t 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 optimization model of passenger station below by applying the theory and method of multi-objective planning.
1max I
i i i f w f ==∑ （1）
In formula:
i —Quantitative indexes and qualitative indexes of all design schemes. I evaluation indexes in all;
i f —Effect of targets of all evaluation indexes （01i f ≤≤）. It is introduced for be
convenient to unify 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: Best —1、Better —0.8、General —0.6、bad —0.4、worse —0.2、worst —0.
i w —Weight of all evaluation indexes. It can be confirmed by the means of
investigation and argumentation and experts. In addition,
1
1I
i
i w
==∑.
f —Total effect of targets of all design schemes. Its value determines the final
good or bad ranking of all design schemes.
II Construction scheme of passenger station in Nanning railway hub A. Present situation and future planning of Nanning railway hub
Nanning 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 Nanning-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 Nanning terminal. At that time, the number of intersection railway lines will be nine in Nanning hub.
In terminal , there’re only one passenger station—Nanning Station. It has five receiving-departure lines for passenger trains (including main line)、one freight through line 、four receiving-departure concurrently storage sidings 、four shunting lines.
The population of Nanning in downtown is planning to be 69 million in 2010 and 78 million in 2020. The population of the center is planning to be below 21 million in 2010 and below 29 million in 2020.
The existing layout of railway terminal is in loop mode. Affected by geological condition and features 、the limit of removal working, existing p assenger station can’t 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 centers in different places. That needs new passenger stations to satisfy the operating demand.
B. Scheme of passenger station in Nanning railway hub
The 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, Nanning 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 “loop” pattern of “The main in north and the minor in south” by south -north loop line.
According to the principle of selection and location of passenger station in hub, come up with three alternatives for the south-north passenger station: reconstructing Nanning station （1）、new building Nahuang station （2）、new building Fengling station （3）. [ 3 ]
III Evaluation index of construction scheme of passenger station in Nanning railway terminal
A. Costs of engineering investment 1z
Calculate 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 of alternative stations （10 thousand Yuan ）
2()2111 2J
K
L
jkl jkl l j k l z u S λ====∑∑∑
In formula:
j —The number of passenger stations in hub; k —The direction in hub;
l —Different trains in hub, including high-speed train and normal-speed train;
jkl
u —The number of passengers in l kind train which is from j station to k
direction of hub;
jkl
S —The distance of l kind train which is from j station to k direction of hub in
terminal;
l λ—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 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 presented in table 3.
Table 2 The shortest path of alternative stations in accordance with direction
（km ）
3()311 3I
J
ij ij i j z c u ===∑∑
In formula:
3z —Cost of passenger going to station; ij
u —Total number of passengers from i district to j station for taking different
kinds of trains (including high-speed train and normal-speed train);
ij
c —Unit cost of passenger trips from i district to j station for taking trains.
Table 3 Operating costs in hub (10 thousand Yuan)
distribution of railways and rivers, Nanning can be distributed into six residents trip districts.
Table 4 Costs from trip districts to alternative station (Yuan)
thousand person per year)
table 7.
D. The other social benefits 4z
By applying the three-station scheme （1、2、3）, it is convenient 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、2）can’t consider partial regions of the city and the contact between stations is not frequent and it is not convenient for passengers to go out.
Table 6 The number of intercity passengers of trip districts (10 thousand person
per year)
hub
A. Costs of engineering investment 1d
Table 8 Costs of engineering investment
（10 thousand Yuan ）
11passenger station by using linear model. Supposed when 1z =520 billion Y uan, 1d equals zero and when 1z =200 billion Yuan, 1d equals one. Then layout schemes
1d of all passenger stations will be evaluated. The results are listed in table 9.
B. Operating costs in hub 2d
Operating costs of layout schemes of passenger station in hub are presented in table 3. Supposed when 2z =12 billion, 2d equals zero and when 2z =6 billion,
2d equals one. Then calculate the layout scheme 2d of passenger station by linear
relationship. The results are listed in table 10.
Table 9 Effect of targets of engineering investment 1d
2
3Costs of passenger trip are shown in table 7. Supposed when 2z =150 billion,
3d equals zero and when 2z =80 billion, 3d equals one. Then calculate the layout
scheme 3d of passenger station by linear relationship. The results are listed in table 11.
Table 11 Effect of targets of passenger trip 3d
4E. Determine the weight of each evaluation index
By combining all evaluation indexes with a certain nu mber of experts’ suggestions, the weight of each evaluation index is determined: 1w —0.5、2w —0.1、
3w —0.3、4w —0.1.
F. The optimal layout scheme of passenger station
Comprehensive above results, evaluate the total effect of targets of layout scheme of passenger station in Nanning railway terminal. The results are listed in table 13.
Table 12 Effect of targets of the other social benefits
d
4
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-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 reservation arrival-departure tracks 、four intermediate platforms and reserve motor train-set storage yard towards the station house.
基于多目标规划的铁路枢纽客运站布局优化研究
摘要：本文研究铁路枢纽内客运站布局及选址基本原则，客运站布局评价指标既有定量指标也有定性指标，为统一评价指标，本文运用多目标规划的基本思想，引入了评价指标的目标效应值，建立了多目标规划的客运站布局优化模型。

以南宁铁路枢纽为例，确定了工程投资、枢纽内运营成本、旅客出行费用、其他社会效益4个评价指标，分别计算各评价指标的目标效应值，通过加权后的总目标效应值，确定了南宁铁路枢纽客运站布局优化方案。

关键词：多目标；客运站；布局优化
过去我国铁路客运建设重视提高线路通过能力，忽视枢纽及车站等点的通过能力，导致客运能力不足，难以满足运输市场需求。

目前我国正处于高速铁路建设的高峰时期，高速铁路引入既有铁路枢纽将打破既有铁路枢纽运输格局，使原有铁路枢纽运输结构、运输组织方式以及运输径路产生很大变化。

合理确定枢纽内高速客运站的位置及数量，优化枢纽内客运站布局，是铁路枢纽规划的重要问题。

1 铁路枢纽客运站布局优化模型
1.1铁路枢纽客运站布局及选址基本原则
（1）以人为本，使乘客从出发点至客运站的出行距离和时间最短、出行费用最省、乘车方便，并减少和方便旅客换乘（含1种和多种运输方式间换乘）；
（2）以市场为导向，以经济效益为中心。

城市客运站是大型基础设施，投入和产出应成为铁路运营效益评价的标准，同时与客运站选址相关的拆迁费、土建工程投资、建设工期等项目相关费用应纳入客运站选址的约束条件，还应比较不同客运站选址方案的运营费用；
（3）与城市发展和规划相结合，包括城市总体规划、城市公共交通规划、城市轨道交通线网规划等等，其评价指标各有不同，总之要体现铁路客运站与城市相容，可引导和推动城市交通的发展。

【3】
在以上基本原则基础上，备选方案应符合客流自然集散规律，有利于枢纽客车开行，充分利用铁路既有设备和城市既有的集散中心，同时应具备良好的地质
条件和经济环境。

1.2铁路枢纽客运站布局优化模型
铁路枢纽客运站布局优化的经济评价指标既有定量指标，如工程投资、运营费用等；还有一些无法直接定量的定性指标，如与城市发展规划配合、环境保护等。

为便于统一定量与定性指标，应用多目标规划的原理与方法建立如下客运站布局优化模型：
1max I
i i i f w f ==∑ （1）
式中
i —各设计方案的定量及定性评价指标，共有I 个评价指标；
i f —各评价指标的目标效应值（01i f ≤≤），此值的引入为了便于统一定量
与定性指标的量纲；对定量指标的目标效应值，可确定0和1对应的量，然后通过插入法求值；对于定性指标，可用五度标来定量：好—1，较好—0.8，一般—0.6，较坏—0.4，坏—0.2，极坏—0；
i w —各评价指标的权重，可通过调查论证及专家确定大小，且11I
i i w ==∑；
f —各设计方案的总效应值，其大小决定各设计方案的最终优劣排序。

2 南宁铁路枢纽客运站建设方案 2.1南宁铁路枢纽现状及规划
南宁铁路枢纽是西南铁路网中的重要地区性枢纽，现衔接湘桂、南昆、南防三大铁路干线，已开工建设的柳南客运专线、南黎铁路、云桂铁路、南钦铁路均引入南宁枢纽，近期还有金南铁路、南凭铁路等将引入南宁枢纽，在南宁交汇的铁路线将达9条。

枢纽中只有南宁站一个客运站，有客车到发线5条（含正线）、货车通过线1条及货车到发兼存车线4条，调车线4条。

南宁市区人口规划2010、2020年市区人口分别达到690、780万人；中心城人口2010年控制在210万人，2020年控制在290万人。

铁路枢纽既有布局以呈环状式，既有客运站（南宁站）受地形、地物以及拆迁工作限制已无法大规模改扩建，客运作业集中一站，对城市交通产生巨大压力，因此南宁铁路枢纽客运站
布局应为多中心分散布局模式，即需新客运站满足运营的要求。

2.2南宁铁路枢纽客运站方案
南宁枢纽客运量近期0.8亿人/年，远期1.7亿人/年。

南宁站受地形限制，无法满足枢纽客运需求。

南宁铁路枢纽随着近期南北城际铁路建设，枢纽客运系统将逐步形成“北主南次”、南北环线构成的“环形”格局。

根据枢纽客运站选址原则，对南环线客运站提出采用以下3个备选方案：改建南宁站（1）、新建那黄站（2）、新建凤岭站（3）。

3 南宁铁路枢纽客运站建设方案评价指标 3.1工程投资费用1z
对各客运站建设方案的线路、拆迁、征地、桥梁、隧道等投资综合计算，各方案所需工程投资费用如表1所示。

表1 备选站主要工程投资表 （万元）
3.2枢纽内运营费用2z
()2111 2J
K
L
jkl jkl l j k l z u S λ====∑∑∑
式中
j —枢纽中客运站数量； k —枢纽内各方向；
l —枢纽内各类车，包括高速车和普速度车两种；
jkl
u —j 站前往枢纽k 方向的l 类车的乘客人数； jkl
S —j 站前往枢纽k 方向的l 类车在枢纽内走行距离；
l
λ—l 类车单位运营费用。

按人公里费用计算，对于乘坐客机牵引列车的人公里费用为0.078元/人．km ，
乘坐动车组的人公里运营费用为0.094元/人．km 。

对于三个备选站，前往各个方向不同性质列车走行距离如表2所示。

枢纽不同客运站布局运营费用如表3所示。

表2 备选站按方向分工的最短径路表 （km ）
表3 枢纽内运营费用表 （万元） 客运站方案 金 额 2站（1、2） 10041.6 3站（1、2、3）
7946.7
3.3旅客出行费用3z
()311 3I
J
ij ij i j z c u ===∑∑
式中
3z —乘客前往车站乘车的出行费用； ij u —从i 小区前往j 站乘做各类车（含高速和普速车）的总人数； ij
c —从i 小区前往j 站乘车的单位出行费用。

按照南宁市区行政区域规划、铁路及河流分布情况，将南宁市分为6个居民出行小区。

表4出行小区到备选站出行费用表 （元）
ij C
备选站1 备选站2 备选站3 小区1 15 30 25 小区2 10 20 20 小区3 15 5 15 小区4 30 10 20 小区5
15
10
5
表5 出行小区普速旅客出行人数 （万人/年）
表6 出行小区城际旅客出行人数 （万人/年）
经计算，客运站布局方案的出行费用如表7所示。

表7 枢纽内旅客出行费用表 （万元）
3.4其他社会效益4z
南宁枢纽采用3站方案（1、2、3）车站分散布置，便于枢纽内车站分工划分，车流在枢纽内运行顺畅，旅客乘车很方便。

2站方案（1、2）不能兼顾城市部分片区，车站之间联系较少，旅客出乘不太方便。

4南宁铁路枢纽客运站布局优化方案选择 4.1工程投资费用1d
表8 工程投资费用表 （万元）
采用线性模型求出客运站布局方案1z 对应的目标效应值1d ，设当1z =520000万元时，1d 为0；当1z =200000万元时，1d 为1。

则可求出各客运站布局方案1d 如表9所示。

4.2枢纽运营费用2d
客运站布局方案枢纽内运营费用见表3，设当2z =12000万元时，2d 为0；当
2z =6000万元时，2d 为1。

则可通过线性关系求出各客运站布局方案2d 如表10
所示。

表9 工程投资目标效用值 1d
表10 枢纽运营费用目标效用值 2d
4.3旅客出行费用3d
旅客出行费用见表7，设当2z =150000万元时，3d 为0；当2z =80000万元时，
3d 为1。

则可通过线性关系求出各客运站布局方案3d 如表11所示。

表11 旅客出行费用目标效用值 3d
4.4其他社会效益4d
表12其他社会效益目标效用值4d
4.5确定各评价指标的权重
经过结合各评价指标，通过对一定数量的专家进行咨询，共同研究确定各评价指标的权重为：1w —0.5，2w —0.1，3w —0.3，4w —0.1。

4.5最优客运站布局方案确定
综合以上，南宁铁路枢纽客运站布局方案的总目标效应值计算如表13所示。

表13 客运站布局方案目标效应值计算
因两站方案的总目标效应值大于三站方案的目标效应值，故南宁铁路枢纽客运系统取两站方案最优，即南宁站扩建和新建那黄站。

南宁改扩建拆迁工程大，为有效控制南宁站规模，减少拆迁工程，南宁站增加中间站台5个、到发线10条，形成15个台面规模，同时修建客车整备所及动车运用所。

那黄站近期设5条到发线（含正线），基本站台及中间站台各1座，远期预留到发线8条，中间站台4座，在站房对侧预留动车存车场。