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Jiang Y.,Beijing Mass Transit Railway Design Research Institute
Zhongguo Tiedao Kexue/China Railway Science | Year: 2010

Through analyzing both the line network form and the transfer characteristics of urban rail transit, the quantitative description method was presented for rail transit lines and network accessibility. The theoretical calculations for the accessibility of the typical line network show that under the same conditions, the radical line network is more accessible than the square one, and more convenient for transfer. The contribution to improving the accessibility of the line network can be increased steadily from smaller, larger to the largest in turn by adding parallel lines, diagonal lines and circular lines (or large arc lines) in the square line network. The effective measures to improve the accessibility of the entire line network and facilitate the transfer convenience of the passengers are to set the transfer stations and passenger transportation hub in the multi-line intersections. By comparing with the line network of Moscow Metro, the shortages and reasons of both the line network accessibility and the transfer convenience in Beijing Metro are analyzed. It is proposed that suitable line network node should be timely chosen to construct the passenger transportation hub with multiple transfer lines.


Li M.,Beijing Jiaotong University | Mao B.,Beijing Jiaotong University | Jiang Y.,Beijing Mass Transit Railway Design Research Institute | Liu S.,Beijing Jiaotong University | Xu Q.,Beijing Jiaotong University
Zhongguo Tiedao Kexue/China Railway Science | Year: 2015

The transfer convenience index was regarded as one of the topological parameters of urban rail transit networks, and the calculation model for the transfer convenience index was presented. The urban rail transit networks were classified into three forms, namely, radial-ring network, radial network and grid network. The transfer convenience and its influencing factors were analyzed according to these network forms. Results show that the proportion of the station with different numbers of connection lines and the number of connection lines follows power-law distribution. When the number of transfer stations is smaller, the transfer convenience index has a linear growth trend with the increase of transfer stations, and has an exponential growth trend with the increase of the average transfer stations. Moreover, the transfer convenience index of radial-ring network is the greatest, then that of radial network takes the second place and that of grid network is the least. Removing the transfer station with multiple connection lines will destroy the transfer convenience of radial-ring network the most. The transfer convenience index of grid network is robust to the increase or decrease of transfer stations. If the condition allowed, increasing transfer stations and loop lines should be taken into consideration to facilitate the passengers in the practical planning and designing of urban rail transit. ©, 2015, Chinese Academy of Railway Sciences. All right reserved.


Zhang Z.-Y.,Beijing Jiaotong University | Mao B.-H.,Beijing Mass Transit Railway Design Research Institute | Jiang Y.-K.,Beijing Jiaotong University | Jiang Y.-K.,Beijing Mass Transit Railway Design Research Institute | Zhu Y.-T.,Beijing Jiaotong University
Xitong Gongcheng Lilun yu Shijian/System Engineering Theory and Practice | Year: 2013

Method of train traction calculation is applied into calculate station-end turn-back capacity of urban rail transit, and the calculation effects are analyzed. First of all, this paper described and analyzed categories and operation progress of station-end turn-back, and obtained the minimal departure interval calculation formula of single track turn-back and double track turn-back, and suggested the reasonable turnback track number when the throat area cannot operate parallel. Then, the kinetic equation, which solved the calculation method of station-end turn-back by using train traction calculation, was proposed. Finally, this paper used Beijing subway station Beijingxi under construction and DKZ4 trains as an example, and obtained the minimal departure intervals of station-end turn-back while DKZ4 train was operated under energy-saving mode and time-saving mode: the turn-back time using double tracks is much longer than that using single track. Based on these, this paper compared and analyzed the calculation results with that using average acceleration and deceleration, and shows that using train traction calculation is valuable in the capacity calculation of turn-back station.

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