考虑社交距离的综合客运枢纽换乘衔接效果评价

孔奥; 胥耀方; 段力伟; 马庆禄

doi:10.3963/j.jssn.1674-4861.2022.04.018

考虑社交距离的综合客运枢纽换乘衔接效果评价

doi: 10.3963/j.jssn.1674-4861.2022.04.018

重庆交通大学交通运输学院重庆 400074

基金项目:

国家社科基金项目 20VYJ023

详细信息

作者简介:
孔奥（1999—），硕士研究生. 研究方向：交通运输规划与管理. E-mail: 1804507719@qq.com

通讯作者:
胥耀方（1985—），博士，副教授. 研究方向：交通运输规划与管理、交通安全等. E-mail: 335339053@qq.com

中图分类号: U491.1
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出版历程
- 收稿日期: 2022-03-07

An Evaluation of Connectivity of Transfer in Comprehensive Passenger Transport Hubs Considering Social Distance

School of Transportation, Chongqing Jiaotong University, Chongqing 400074, China

摘要

摘要: 为降低新型冠状病毒肺炎疫情在综合客运枢纽内传播扩散的风险，枢纽内均要求行人保持一定的社交距离。针对现有研究缺乏评价社交距离对枢纽换乘衔接效果影响的问题，通过引入疫情传播扩散风险指标（该指标值越高，代表疫情传播风险越低）构建更新的评价体系。采用CRITIC-熵权法计算各评价指标的权重，并通过优劣解距离法（TOPSIS）评价模型对不同社交距离下的换乘衔接效果进行评价分析。以重庆西站为例，通过Anylogic软件模拟换乘衔接情况，输出各项评价指标值。结果显示：平均客流密度过高点位数、进站口排队时间、进站时间和进站率对综合客运枢纽换乘衔接效果评价的影响较为显著；使综合客运枢纽换乘衔接效果最优的社交距离为1 m，且相对于社交距离为2，1.5，0 m，换乘衔接效果综合评价水平分别提高60.53%，34.50%和25.71%，其中进出站时间指标和进出站效率指标评价值平均提高20.86%和47.79%，疫情传播扩散风险指标评价值平均提高53.74%；当不进行社交距离限制时，换乘衔接效果综合评价水平平均降低7.77%，进出站时间指标和进出站效率指标评价值分别平均提高47.08%和60.00%，而疫情传播扩散风险指标评价值平均低70.09%。
- 交通规划 /
- 综合客运枢纽 /
- 换乘衔接评价 /
- TOPSIS评价模型 /
- CRITIC-熵权法 /
- 社交距离
Abstract: In order to reduce the risk of the spread of the COVID-19 in comprehensive passenger transport hubs, passengers are required to maintain a certain social distance. In response to the lack of literatures regarding the influences of keeping social distance on connectivity of transfer in the transport hubs, an improved index systemis proposed to reflect the impacts of keeping social distance by introducing an index of riskof epidemic spreading (the higher the value of the index, the lower the risk of epidemic spreading). Specifically, the CRITIC-entropy weight method is used to calculate the weight of each index, and the TOPSIS evaluation model is used to analyze the connectivity of transfer in comprehensive passenger transport hubs with different social distances. Taking Chongqing West Railway Station as a case study, the corresponding connectivity of transfer is simulated by Anylogic software, then the value of each evaluation indexis output. The results reveal the following conclusions. First, indices including the number of over-density points of average passengers flow, queuing time atstation entrances, entry time, and entry rate have significant effects on the evaluation of passengers' transfer in comprehensive passenger transportation hubs. Second, thesocial distance for optimal connectivity of transfer is 1 m, comparing to the social distance of 2, 1.5, and 0 m, its comprehensive evaluation level of connectivity increases by 60.53%, 34.50%, and 25.71%, respectively. In detail, the values of indices of entry-exit time and efficiency averagely increase by 20.86% and 47.79%, respectively. The value of index ofrisk of epidemic spreading averagely increases by 53.74%. Third, when no social distance restriction is imposed, the comprehensive evaluation level of connectivity averagely decreases by 7.77%, and the values ofindices of entry-exit times and efficiencies increase by 47.08% and 60.00%, respectively, while the value of index of risk of epidemic spreading is 70.09% lower on average.
- transportation planning /
- comprehensive passenger transport hub /
- passengers' transfer evaluation /
- CRITIC-entropy weight method /
- TOPSIS evaluation model /
- social distance

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图 1 保持1 m社交距离与平均客流密度示意图

Figure 1. Schematic diagram of maintaining 1 m social distance and average passenger flow density

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图 2 进出站时间指标评价值随客流量和社交距离变化情况

Figure 2. The change of the entry and exit time index evaluation value with the passenger flow and social distance

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图 3 进出站效率指标随客流量和社交距离变化情况图

Figure 3. The change of the inbound and outbound efficiency index with the passenger flow and social distance

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图 4 疫情防控指标随客流量和社交距离变化情况图

Figure 4. Graph of changes in epidemic prevention and control indicators with passenger flow and social distance

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图 5 1 m社交距离在不同客流量下的综合服务水平

Figure 5. Comprehensive service level of 1-meter social distance under different passenger flow

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表 1 平均客流密度服务水平等级

Table 1. Average passenger flow density service level

等级	客流密度λ/(人/m²)
A	λ≤0.4
B	0.4<λ≤0.75
C	0.75<λ≤1.3
D	1.3<λ≤1.75
E	1.75<λ≤2.3
F	λ>2.3

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表 2 综合客运枢纽换乘衔接效果评价指标体系

Table 2. The evaluation index system of the transfer and connection effect of the comprehensive passenger hub

准则层	指标层	指标属性
进出站时间/min	平均进站时间	负向
	平均出站时间	负向
	进站口排队时间	负向
进出站效率/%	进站率	正向
进出站效率/%	出站率	正向
疫情传播扩散风险	平均客流密度/(人/m²)	负向
疫情传播扩散风险	密度超过0.75人/m²点位数/个	负向

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表 3 Spearman假设性检验

Table 3. Spearman hypothesis test

检验对象	检验指标	密度数	平均密度	排队时间	进站时间	出站时间	进站率	出站率
客流量	相关系数	-0.576**	-0.554**	-0.441**	-0.087	-0.308**	-0.233	-0.298*
客流量	p值	0	0	0	0.479	0.01	0.054	0.013
社交距离	相关系数	0.463**	0.351**	-0.185	-0.931**	-0.766**	-0.859**	-0.516**
社交距离	p值	0	0.003	0.128	0	0	0	0
注：表示p < 0.05；*表示p < 0.01。

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表 4 换乘衔接效果评价指标权重

Table 4. Weights of evaluation indicators for transfer and connection effect 单位: %

准则层	评价指标	熵权法	CRITIC	综合	总计
疫情传播扩散风险	密度数	39.70	30.55	35.13	41.09
疫情传播扩散风险	平均密度	3.91	8.01	5.96	41.09
进出站时间	排队时间	8.08	19.56	13.82	36.08
	进站时间	15.68	16.01	15.85
	出站时间	5.41	7.41	6.41
进出站效率	进站率	22.99	12.36	17.68	22.84
进出站效率	出站率	4.23	6.10	5.17	22.84

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表 5 不同社交距离下二级评价指标的评价值水平

Table 5. Evaluation levels of the second-level evaluation indicators under different social distances

社交距离/m	密度数评价值/%	平均密度评价值/%	排队时间评价值/%	进站时间评价值/%	出站时间评价值/%	进站率评价值/%	出站率评价值/%
0	0.151	0.774	0.989	0.991	0.944	0.751	0.828
1	0.904	0.877	0.817	0.876	0.895	0.703	0.835
1.5	0.855	0.877	0.590	0.454	0.842	0.410	0.776
2	0.648	0.713	0.900	0.284	0.577	0.119	0.563

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表 6 不同社交距离下一级评价指标的评价值水平

Table 6. Evaluation levels of the first-level evaluation indicators of different social distances

社交距离/m	疫情传播扩散风险评价值/%	进出站时间评价值/%	进出站效率评价值/%	综合评价水平评价值/%	综合排名
0	0.099	0.354	0.176	0.629	3
1	0.370	0.309	0.167	0.846	1
1.5	0.353	0.207	0.113	0.673	2
2	0.270	0.206	0.050	0.527	4

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