出行成本对居民出行方式的影响

徐婷; 蓝瑧; 胡大伟; 孙小端; 王伟力

doi:10.19818/j.cnki.1671-1637.2013.01.014

出行成本对居民出行方式的影响

doi: 10.19818/j.cnki.1671-1637.2013.01.014

1.
长安大学汽车学院, 陕西西安 710064
2.
路易斯安那大学土木工程学院, 路易斯安那拉法耶特 70504
3.
西安公路研究院, 陕西西安 710054

基金项目:

国家自然科学基金项目 51108036

中央高校基本科研业务费专项资金项目 CHD2010JC085

中央高校基本科研业务费专项资金项目 CHD2011JC156

中央高校基本科研业务费专项资金项目 CHD2011TD015

详细信息

作者简介:
徐婷(1983-), 女, 江苏常州人, 长安大学讲师, 工学博士, 从事道路交通规划研究

中图分类号: U491.1
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- 被引次数: 0
出版历程
- 收稿日期: 2012-09-15
- 刊出日期: 2013-02-25

Influence of trip cost on trip mode for resident

1.
School of Automobile, Chang'an University, Xi'an 710064, Shaanxi, China
2.
School of Civil Engineering, University of Louisiana, Lafayette 70504, Louisiana, USA
3.
Xi'an Highway Research Institute, Xi'an 710054, Shaanxi, China

More Information

Author Bio:
XU Ting(1983-), female, lecturer, PhD, +86-29-82334425, annabelxu@163.com

摘要

摘要: 以北京市居民出行行为为研究对象, 收集2010年部分区域居民出行基础数据, 使用相关性分析筛选与居民出行方式选择密切相关的影响因素。以小汽车出行方式的效用函数与公共交通出行方式的效用函数的差值构建新效用函数, 选择收入、出行目的、支付方式、出行时间比、出行成本比等作为影响因素, 将小汽车和公共交通出行时间比划分为1:5、1:3、1:1, 分析出行成本对居民出行方式的影响。分析结果表明: 当出行时间比为1:5时, 居民使用小汽车出行对应的弹性值均小于0.1, 出行成本调节缺乏弹性; 当出行时间比为1:3时, 对应的最大弹性值为0.39, 当出行成本比为25时, 40%~50%的出行者继续使用小汽车出行; 当出行时间比为1:1时, 对应的最大弹性值为0.89, 当出行成本比为22时, 40%~50%的出行者继续使用小汽车出行; 当出行时间在1:3和1:1之间, 要使得小汽车的出行分担率为30%, 则出行成本比为至少为5。
- 交通需求管理 /
- 出行方式 /
- 出行成本 /
- 非集计模型 /
- 效用函数 /
- 灵敏度分析
Abstract: The trip behaviors of residents in Beijing city were taken as study subject, the basic trip data of some regions in 2010 were collected, and correlation analysis was used to choose influence factors which were closely related to the mode choice of resident trip. New utility function was constructed by using the difference value of utility functions of public transit trip mode and car trip mode. The salary, trip purpose, payment mode, trip time ratio and trip cost ratio were taken as influence factors. The trip time ratio of car trip mode and public transit trip mode was divided into 3 conditions such as 1:5, 1:3 and 1:1, and the influence of trip cost on trip mode for resident was analyzed. Ayalysis result shows that when trip time ratio is 1:5, all the elastic values of car trip mode are less than 0.1, and trip cost adjustment is invalid. When trip time ratio is 1:3, the maximum elastic value of car trip mode is 0.39. When trip cost ratio is 25, 40%-50% residents will still use cars. When trip time ratio is 1:1, the maximum elastic value of car trip mode is 0.89. When trip cost ratio is 22, 40%-50% residents will still use cars. If trip time ratio is between 1:1 and 1:3, car trip sharing rate is forced down to 30%, trip cost ratio must be 5 at least.
- traffic demand management /
- trip mode /
- trip cost /
- disaggregate model /
- utility function /
- sensitivity analysis

HTML全文

图 1 工况1计算结果

Figure 1. Calculation results of condition 1

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图 2 工况2计算结果

Figure 2. Calculation results of condition 2

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图 3 工况3计算结果

Figure 3. Calculation results of condition 3

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表 1 伴随概率

Table 1. Adjoint probabilities

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表 2 影响因素

Table 2. Influence factors

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表 3 影响因素标定结果

Table 3. Calibration results of influence factors

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表 4 出行时间比为1∶5时的弹性值

Table 4. Elastic values when trip time ratio is 1∶5

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表 5 出行时间比为1∶3时的弹性值

Table 5. Elastic values when trip time ratio is 1∶3

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表 6 出行时间比为1∶1时的弹性值

Table 6. Elastic values when trip time ratio is 1∶1

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