Volume 24 Issue 5
Oct.  2024
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Article Navigation >  Journal of Traffic and Transportation Engineering  > 2024  >  24(5): 285-300
CHEN Qi-xiang, LYU Bin, LI Xian-lin. Nonlinear effect of station-area built environment on taxi-metro combined travel[J]. Journal of Traffic and Transportation Engineering, 2024, 24(5): 285-300. doi: 10.19818/j.cnki.1671-1637.2024.05.019
Citation: CHEN Qi-xiang, LYU Bin, LI Xian-lin. Nonlinear effect of station-area built environment on taxi-metro combined travel[J]. Journal of Traffic and Transportation Engineering, 2024, 24(5): 285-300. doi: 10.19818/j.cnki.1671-1637.2024.05.019
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Nonlinear effect of station-area built environment on taxi-metro combined travel

doi: 10.19818/j.cnki.1671-1637.2024.05.019

  • School of Traffic and Transportation, Lanzhou Jiaotong University, Lanzhou 730070, Gansu, China

Funds:

National Natural Science Foundation of China 52362044

National Natural Science Foundation of China 72461018

University Faculty Innovation Fund Project of Gansu Provincial Department of Education 2024A-035

Science and Technology Plan Project of Gansu Province 24JRRA847

More Information
  • Author Bio:

    CHEN Qi-xiang(1988-), female, assistant prefessor, PhD, chenqixiang@mail.lzjtu.cn

    LYU Bin(1975-), male, professor, PhD, jdlbxx@mail.lzjtu.cn

  • Received Date: 2024-04-07
    Available Online: 2024-12-20
  • Publish Date: 2024-10-25
    Abstract
  • The taxi trajectory data was preprocessed and taxi trip data was extracted. Taxi-metro combined travel was identified and categorized into subway extending access (SE-access) trips and subway extending egress (SE-egress) trips, and potential influence areas of subway stations were identified. The extreme gradient boosting (XGBoost) model was employed to analyze the nonlinear effects of station-area built environment on taxi-metro combined travel. The Shapley additive explanations (SHAP) model was introduced to explain the nonlinear characteristics: importance, orientation, and threshold phenomena. The necessity of station-area built environment factors for taxi-metro combined travel was analyzed using necessary condition analysis method. Analysis results indicate that the station-area built environment contributes differently to various types of taxi-metro combined travel, with land use mix, bus station density, road network density, and residential land density significantly necessary for taxi-metro combined travel. During the morning peak hours, key factors influencing SE-access trips are bus station density, residential land density, and road network density, with importance values of 33.38%, 30.10%, and 19.33%, respectively. For SE-egress trips, key factors are bus station density, residential land density, and road network density, with importance values of 41.48%, 15.61%, and 14.41%, respectively. During the evening peak hours, key factors influencing SE-access trips are residential land density, road network density, and bus station density, with importance values of 34.13%, 23.84%, and 23.13%, respectively. For SE-egress trips, key factors are residential land density, bus station density, and land use mix, with importance values of 40.88%, 20.32%, and 14.72%, respectively. The SHAP value of bus station density changes with a three-stage trend, with 15 and 50 stations per square kilometer as threshold points. For road network density, 14 km·km-2 is a critical demarcation value, meaning that the road network density below this threshold negatively contributes to taxi-metro combined travel, while the road network density above this threshold contributes positively. When residential land density exceeds 0.45 m2·km-2, it positively contributes to taxi-metro combined travel and tends to remain stable.

     

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