畢業(yè)論文外文翻譯-基于多目標(biāo)規(guī)劃的鐵路樞紐客運(yùn)站布局優(yōu)化研究

StudyonLayoutOptimizationofPassengerStationbasedonMulti-objectivePlanning/r/nAbstract/r/n—/r/nThispaperstudyonthe/r/noptimal/r/nlayoutof/r/npassengerstationandthebasicprincipleofselectionlocation.Therearebothquantitativeindexandqualitativeindexexistingintheevaluationindexesofthelayoutofpassengerstation.Tounifytheevaluationindexes,thispaperestablishesamulti-objectiveplanningoptimizationmodelof/r/nthelayoutof/r/npassengerstation,byusingthebasicideaofmulti-objectivep/r/nlanningandintroducingtheeffectoftargetsoftheevaluationindexes.InNanningrailwayterminalforexample,fourevaluationindexes:constructioninvestment、operationcostinrailwayterminal、costofpassengertripandtheothersocialbenefitsaredetermined.Calculaterespectivelyalleffectoftargetsoftheevaluationindexesandthendeterminetheoptimalschemeofthelayoutofpassengerstationin/r/nNanning/r/nrailwayhubbythetotaleffectoftargetsafterbeingweighted./r/nKeywords/r/n-/r/ncomponent/r/n;/r/nmulti/r/n-objective/r/n;/r/npassengerstation/r/n;/r/nLayoutOptimization/r/nInthepast,payingmuchattentiontoimprovinglinecarryingcapacityandneglectingthecarryingcapacityofhubsorstationsin/r/nChina/r/nleadedtotheshortageofpassengercapacityandthedifficultyinmeetingthedemandoftransportmarket.Atpresent,/r/nChina/r/nisintheprimarystageofhigh-speedrailwayconstruction.High-speedrailwaybeingintroducedintoexistingrailwayterminalwillbreakthetransportpatternofexistingrailwayhubandwilldrama/r/nticallychangetheoriginalrailwayhubtransportationstructure、transportationoperationmodeandtransportationpath.Itisanimportantquestioninrailwayterminalplanningtoreasonablydeterminethelocationsandthenumberofthehigh-speedpassengerstationsinhubandoptimizethelayoutofpassengerstationsinterminal./r/n=1\*ROMAN/r/nI/r/nLayoutOptimizationmodelofPassengerStationinrailwayhub/r/nA.Layoutofpassengerstationinrailwayhuband/r/nbasicprincipleofselectionlocation/r/n（1）Forhuman-oriented,makethetripdistanceandtimeofpassengerfromthestartingpointtopassengerstationshortest、thetravelcostlowest、theridingmostconvenientandreducethepassengertransferormakeitmoreconvenient.(Includingthetransferbetweenoneormultipletransportmodes)/r/n（2）Takethemarketasthedirectionandmakethebenefitsasthecenter.Passengerstationincityiskindoflargeinfrastructure.Inputsandoutputsshouldbethestandardoftheevaluationofrailwayoperationbenefit.Atthesametime,removalexpensewhichisrelativetotheselectionlocationofpassengerstation、investmentofcivilengineering、completiontimeofprojectandsomecostrelatedtoprojectshouldbebroughtintotheconstraintconditionofselectionlocationofpassengerstation.Itstillneedstocomparetheoperatingcostsofdifferentschemesofselectionlocationofpassengerstation./r/n（3）Thedevelopmentofcityshouldbecombinedwiththecityplanning.Itincludesurbanmasterplanning、urbanpublictransportplanning、urbanrailtransitnetworkplanningandsoon.Theirevaluationindexesaredifferent.Inaword,itshouldreflectthecompatibilitybetweenrailwaystationandthecity,andguideandadvancethedevelopmentofthetransportationofthecity./r/n[3]/r/nOnabovefoundationofallbasicprinciples,alternativesshouldbeinaccordancewiththenaturaldistributeddisciplineofpassengerflow,andbebeneficialtohubpassengertrain.Theyalsoshouldmakefulluseoftherailwayexistingequipm/r/nentandtheurbanexistingcollectinganddistributingcentre.Atthesametime,theyshouldhavebothgoodgeologicalconditionsandeconomicenvironment./r/nB.LayoutOptimizationmodelofPassengerStationinrailwayhub/r/nTheeconomicevaluationindexesof/r/nlayoutoptimizationmodelofpassengerstationinrailwayhubhavebothquantitativeindexessuchasengineeringinvestment、operatingcostsandsoonandsomequalitativeindexeswhichcan’tbequantifieddirectlysuchascooperationwiththedevelopmentplanningofcity、environmentprotectionandsoon.Tobeconvenienttounifyquantitativeindexesandqualitativeindexes,establishlayoutoptimizationmodelofpassengerstationbelowbyapplyingthetheoryandmethodofmulti-objectiveplanning./r/n（1）/r/nInformula:/r/n—Quantitativeindexesandqualitativeindexesofalldesignschemes.Ievaluationindexesinall;/r/n—Effectoftargetsofallevaluationindexes（/r/n）.Itisintroduced/r/nforbeconvenienttounifythedimensionofquantitativeandqualitativeindexes.Fortheeffectoftargetsofquantitativeindexes,determinethecorrespondingvalueofzeroandone,andthenevaluatethevaluethroughinsertionmethod.Forthequalitativeindexes,usethesix-degreestandardtoquantify:Best—1/r/n、Better—0.8、General—0.6、bad—0.4、worse—0.2、worst—0./r/n—Weightofallevaluationindexes.Itcanbeconfirmedbythemeansofinvestigationandargumentationandexperts.Inaddition,/r/n./r/n—Totaleffectoftarget/r/nsofalldesignschemes.Itsvaluedeterminesthefinalgoodorbadrankingofalldesignschemes./r/n=2\*ROMAN/r/nII/r/nConstructionschemeofpassengerstationin/r/nNanning/r/nrailwayhub/r/nA.Presentsituationandfutureplanningof/r/nNanning/r/nrailwayhub/r/nNanning/r/nrailwayhubistheimportantregionalterminalinsouthwestrailwaynetwork.Atpresent,itisconnectedwiththreerailwaymainlines:Hunan-Guilinline/r/n、Nanning-KunminglineandNanning-Fangchenggangline.Theconstructingline:Liuzhou-Nanningpassengerdedicatedline、Nanning-Litangrailway、Yunnan-GuilinrailwayandNanning-QinzhourailwayallintroducedintoNanninghub.Recently,therewillbeJinchengjiang-Nanningrailway、Naning-PingxiangrailwayandsoonintroducedintoNanningterminal.Atthattime,thenumberofintersectionrailwaylineswillbeninein/r/nNanning/r/nhub./r/nInterminal,there’reonlyonepassengerstation—NanningStation.Ithasfivereceiving-departurelinesforpassengertrains(includingmainline)、onefreightthroughline、fourreceiving-departureconcurrently/r/n/r/nstoragesidings、fourshuntinglines./r/nThepopulationof/r/nNanning/r/nindowntownisplanningtobe69millionin2010and78millio/r/nnin2020.Thepopulationofthecenterisplanningtobebelow21millionin2010andbelow29millionin2020./r/nTheexistinglayoutofrailwayterminalisinloopmode.Affectedbygeologicalconditionandfeatures、thelimitofremovalworking,existingp/r/nassengerstationcan’tbereconstructedinlargescale.Allofpassengerworkingbeingconcentratedinastationleadslargepressuretocitytraffic.Therefore,thelayoutmodeshouldbethatdisperseseveralcentersindifferentplaces.Thatneedsnewpassengerstationstosatisfytheoperatingdemand./r/nB.Schemeofpassengerstationin/r/nNanning/r/nrailwayhub/r/nTherecentpassengervolumein/r/nNanning/r/nterminalis8billionperyearandthelong-termwillbe17billionperyear.Affectedbygeologicalcondition,/r/nNanning/r/nstationcannotsatisfythepassengerdemandofterminal.Withtheconstructionofsouth-northintercityrailroadin/r/nNanning/r/nrailwayterminal,theterminalpassengersystemwillgraduallyformthe“l(fā)oop”patternof“Themaininnorthandtheminorinsouth”bysouth-northloopline./r/nAccordingtotheprincipleofselectionandlocationofpassengerstationinhub,comeupwiththreealternativesforthesouth-northpassengerstation:reconstructingNanningstation/r/n（1）、newbuildingNahuangstation（2）、newbuildingFenglingstation（3）./r/n[3]/r/n=3\*ROMAN/r/nIII/r/nEvaluationindexofconstructionschemeofpassengerstationin/r/nNanning/r/nrailwayterminal/r/nA.Costsofengineeringinvestment/r/nCalculatetheinvestmentofline、demolition、landexpropriation、bridge、tunnelsoftheconstructionschemeofpassengerstation.Thecostsof/r/nengineeringinvestmentofallschemesarepresentedintable1./r/nTable1Mainengineeringinvestmentofalternativestations（10thousandYuan）/r/nNumberof/r/nalternativestations/r/nCosts/r/n1/r/n102643/r/n2/r/n172605.2/r/n3/r/n155476.2/r/nB.Operatingcostsinterminal/r/nInformula:/r/nj/r/n—Thenumberofpassengerstationsinhub;/r/nk/r/n—Thedirectioninhub;/r/nl/r/n—Differenttrainsinhub,i/r/nncludinghigh-speedtrainandnormal-speedtrain;/r/n—Thenumberofpassengersin/r/nl/r/nkindtrainwhichisfrom/r/nj/r/nstationto/r/nk/r/ndirectionofhub;/r/n—Thedistanceof/r/nl/r/nkindtrainwhichisfrom/r/nj/r/nstationto/r/nk/r/ndirectionofhubinterminal;/r/n—Theunitoperatingcostof/r/nl/r/nkindtrain./r/nInaccordancewiththecostofonepersonperkilometer,theoperatingcostoftakingnormalpassengertrainis0.078Yuanperpersoninonekilometer.Theoperatingcostoftakinghigh-speedtrain-setis0.094Yuanperpersoninonekilometer./r/nForthreealternativestations,thedistanceofdifferentkindsoftrainstoeachdirectionislistedintable2andtheoperatingcostsofdifferentpassengerstationinhubarepresentedintable3./r/nTable2Theshortestpathofalternativestationsinaccordancewithdirection/r/n（km）/r/nKindoftrains/r/nTractionbynormal-speedtrain/r/nDirectionof/r/nKunming/r/nDirectionofQinzhou/r/nDirectionof/r/nLitang/r/nStation1/r/n10.5/r/n19/r/n26.5/r/nStation2/r/n0/r/n14/r/n18/r/nStation3/r/n20/r/n29/r/n17/r/nKindoftrains/r/nTractionbyhigh-speedtrain-set/r/nDirectionof/r/nKunming/r/nDire/r/nctionofQinzhou/r/nDirectionof/r/nLitang/r/nStation1/r/n10.5/r/n19/r/n26.5/r/nStation2/r/n0/r/n14/r/n18/r/nStation3/r/n20/r/n29/r/n17/r/nC.Costsofpassengertrips/r/nInformula:/r/n—Costofpassengergoingtostation;/r/n—Totalnumberofpassengersfrom/r/ni/r/ndistrictto/r/nj/r/nstationfortakingdifferentkindsoftrains(includinghigh-speedtrainandnormal-speedtrain);/r/n—Unitcostofpassengertripsfrom/r/ni/r/ndistrictto/r/nj/r/nstationfortakingtrains./r/nTable3Operatingcost/r/nsinhub(10thousandYuan)/r/nSchemeofpassengerstation/r/nCosts/r/nTwostations（1、2）/r/n10041.6/r/nThreestations（1、2、3）/r/n7946.7/r/nAccordingtotheadministrativeregionplanninginNanningdowntown、thedistributionofrailwaysandrivers,Nanningcanbedistributed/r/nintosixresidentstripdistricts./r/nTable4Costsfrom/r/ntripdistrictstoalternativestation(Yuan)/r/nAlternativestation1/r/nAlternativestation2/r/nAlternativestation2/r/nDistrict1/r/n15/r/n30/r/n25/r/nDistrict2/r/n10/r/n20/r/n20/r/nDistrict3/r/n15/r/n5/r/n15/r/nDistrict4/r/n30/r/n10/r/n20/r/nDistrict5/r/n15/r/n10/r/n5/r/nDistrict6/r/n5/r/n25/r/n5/r/nTable5Thenumberofpassengerstakingnormal-speedtrainoft/r/nripdistricts(10thousandpersonperyear)/r/nDistrict/r/n1/r/n2/r/n3/r/n4/r/n5/r/n6/r/nThenumber/r/nofpassengers/r/n868.1/r/n473.5/r/n381.4/r/n420.9/r/n578.7/r/n463.4/r/nAfterevaluated/r/n,costsoftripoflayoutschemeofpassengerstationarelistedintable7./r/nD.Theothersocialbenefits/r/nByapplyingthethree-stationscheme（1、2、3）,itisconvenienttoarrangethetaskofdifferentstationsinhub.Thecarflowstravelsmoothlyinhubanditisconvenientforpassengerstotaketrains.Thetwo-stationscheme（1、2）can’tconsiderpartialregionsofthecityandthecontactbetweenstationsisnotfrequentanditisnotconvenientforpassengerstogoout./r/nTable6Thenumb/r/nerofintercitypassengersoft/r/nripdistricts(10thousandpersonperyear)/r/nDistrict/r/n1/r/n2/r/n3/r/n4/r/n5/r/n6/r/nThenumber/r/nofpassengers/r/n1195.1/r/n651.9/r/n525.1/r/n579.5/r/n796.8/r/n645.5/r/nTable7Tripcostsofpassengersinterminal(10thousandYuan)/r/n/r/nScheme/r/nCosts/r/nTwos/r/ntations（1、2）/r/n121420.5/r/nThreestations（1、2、3）/r/n118711.2/r/n=4\*ROMAN/r/nIV/r/n/r/nSelectionofoptimizationschemeofthelayoutofpassengerstationin/r/nNanning/r/nhub/r/nA.Costsof/r/nengineeringinvestment/r/nTable8/r/nCostsof/r/nengineeringinvestment/r/n（10thousandYuan）/r/n/r/nScheme/r/nCosts/r/n/r/nof/r/n/r/ninvestment/r/n/r/nTwostations（1、2）/r/n275248.2/r/nThreestations（1、2、3）/r/n430724.4/r/nEvaluatethecorrespondingeffectoftargets/r/nofthelayoutscheme/r/n/r/nofpassengerstationbyusinglinear/r/nmodel.Supposedwhen/r/n=/r/n520billionYuan,/r/nequalszeroandwhen/r/n=/r/n200billionYuan,/r/nequalsone.Thenlayoutschemes/r/nofallpassengerstationswillbeevaluated.Theresultsarelistedintable9./r/nB./r/nOperatingcostsinhub/r/nOperatingcosts/r/noflayoutschemesofpassengerstationinhubarepresentedintable3.Supposedwhen/r/n=12billion,/r/nequalszeroandwhen/r/n=6billion,/r/nequalsone.Thencalculatethelayoutscheme/r/nofpassengerstationbylinearrelationship.Theresultsarelistedintable10./r/nTable9Effectoftargetsofengineeringinvestment/r/n/r/nScheme/r/n/r/nEffectoftargets/r/n/r/nTwostations（1、2）/r/n0.765/r/nThreestations（1、2、3）/r/n0.279/r/nTable10Effectoftargetsofoperatingcostinhub/r/n/r/nScheme/r/nEffectoftargets/r/n/r/nTwostations（1、2）/r/n0.326/r/nThreestations（1、2、3）/r/n0.676/r/nC.Costsofpassengertrip/r/nCostsofpassengertripareshownintable7.Supposedwhen/r/n=150billion,/r/nequalszeroandwhen/r/n=80billion,/r/nequalsone.Thencalculatethelayoutscheme/r/nofpassengerstationbylinearrelationship.Theresultsarelistedintable11./r/nTable11Effectoftargetsofpassengertrip/r/n/r/nScheme/r/nEffectoftargets/r/n/r/nTwostations（1、2）/r/n0.408/r/nThreestations（1、2、3）/r/n0.447/r/nD.Theothersocialbenefits/r/nE.Determinetheweightofeachevaluationindex/r/nBycombiningallevaluationindexeswithacertainnumberofexperts’suggestions,theweightofeachevaluationindexisdetermined:/r/n—0.5、/r/n—0.1、/r/n—0.3、/r/n—0.1./r/nF.Theoptimallayoutschemeofpassengerstation/r/nComprehensiveaboveresults,evaluatethetotaleffectoftargetsoflayoutschemeofpassengerstationin/r/nNanning/r/nrailwayterminal.Theresultsarelistedintable13./r/nTable12Effectoftargetsoftheothersocialbenefits/r/n/r/nScheme/r/n/r/nEffectoftargets/r/nTwostations（1、2）/r/n0.7/r/nThreestations（1、2、3）/r/n0.9/r/nTable13Effectoftargetsoflayoutschemeofpassengerstation/r/nTwostations/r/n（1、2）/r/nThreestations/r/n（1、2、3）/r/n0.765/r/n0.279/r/n0.5/r/n0.326/r/n0.676/r/n0.1/r/n0.408/r/n0.447/r/n0.3/r/n0.7/r/n0.9/r/n0.1/r/n0.6075/r/n0.4312/r/nBecausethetotaleffectoftargetsoftwo-stationschemeisbiggerthantheoneofthree-stationscheme,theoptimalschemeistwo-stationscheme.Thatisreconstructing/r/nNanning/r/nstationandnewbuildingNahuangstation./r/nThereconstructionandremovalengineeringareinlargescale.Tocontrolthescaleof/r/nNanning/r/nstationeffectively,addfiveintermediateplatformsandtenarrival-departuretrackstoformfifteenmesasinscale.Atthesametime,buildpassengercoachpreparingstationandmotortrain-setapplicationstation.InNahuangstation,constructfivearrival-departuretracks(includingmainline)、onebasicplatform、oneintermediateplatform、eightlong-termreservationarrival-departuretracks、fourintermediateplatformsandreservemotortrain-setstorageyardtowardsthestationhouse./r/n/r/n基于多目標(biāo)規(guī)劃的鐵路樞紐客運(yùn)站布局優(yōu)化研究/r/n摘/r/n/r/n要：/r/n本文研究鐵路樞紐內(nèi)客運(yùn)站布局及選址基本原則，客運(yùn)站布局評價指標(biāo)既有定量指標(biāo)也有定性指標(biāo)，為統(tǒng)一評價指標(biāo)，本文運(yùn)用多目標(biāo)規(guī)劃的基本思想，引入了評價指標(biāo)的目標(biāo)效應(yīng)值，建立了多目標(biāo)規(guī)劃的客運(yùn)站布局優(yōu)化模型。以南寧鐵路樞紐為例，確定了工程投資、樞紐內(nèi)運(yùn)營成本、旅客出行費(fèi)用、其他社會效益/r/n4/r/n個評價指標(biāo)，分別計算各評價指標(biāo)的目標(biāo)效應(yīng)值，通過加權(quán)后的總目標(biāo)效應(yīng)值，確定了南寧鐵路樞紐客運(yùn)站布局優(yōu)化方案。/r/n關(guān)鍵詞：/r/n多目標(biāo)；客運(yùn)站；布局優(yōu)化/r/n過去我國鐵路客運(yùn)建設(shè)重視提高線路通過能力，忽視樞紐及車站等點(diǎn)的通過能力，導(dǎo)致客運(yùn)能力不足，難以滿足運(yùn)輸市場需求。目前我國正處于高速鐵路建設(shè)的高峰時期，高速鐵路引入既有鐵路樞紐將打破既有鐵路樞紐運(yùn)輸格局，使原有鐵路樞紐運(yùn)輸結(jié)構(gòu)、運(yùn)輸組織方式以及運(yùn)輸徑路產(chǎn)生很大變化。合理確定樞紐內(nèi)高速客運(yùn)站的位置及數(shù)量，優(yōu)化樞紐內(nèi)客運(yùn)站布局，是鐵路樞紐規(guī)劃的重要問題。/r/n1/r/n鐵路樞紐客運(yùn)站布局優(yōu)化模型/r/n1.1/r/n鐵路樞紐客運(yùn)站布局及選址基本原則/r/n（1）以人為本，使乘客從出發(fā)點(diǎn)至客運(yùn)站的出行距離和時間最短、出行費(fèi)用最省、乘車方便，并減少和方便旅客換乘（含1種和多種運(yùn)輸方式間換乘）；/r/n（2）以市場為導(dǎo)向，以經(jīng)濟(jì)效益為中心。城市客運(yùn)站是大型基礎(chǔ)設(shè)施，投入和產(chǎn)出應(yīng)成為鐵路運(yùn)營效益評價的標(biāo)準(zhǔn)，同時與客運(yùn)站選址相關(guān)的拆遷費(fèi)、土建工程投資、建設(shè)工期等項目相關(guān)費(fèi)用應(yīng)納入客運(yùn)站選址的約束條件，還應(yīng)比較不同客運(yùn)站選址方案的運(yùn)營費(fèi)用；/r/n（3）與城市發(fā)展和規(guī)劃相結(jié)合，包括城市總體規(guī)劃、城市公共交通規(guī)劃、城市軌道交通線網(wǎng)規(guī)劃等等，其評價指標(biāo)各有不同，總之要體現(xiàn)鐵路客運(yùn)站與城市相容，可引導(dǎo)和推動城市交通的發(fā)展。/r/n【3】/r/n在以上基本原則基礎(chǔ)上，備選方案應(yīng)符合客流自然集散規(guī)律，有利于樞紐客車開行，充分利用鐵路既有設(shè)備和城市既有的集散中心，同時應(yīng)具備良好的地質(zhì)條件和經(jīng)濟(jì)環(huán)境。/r/n1.2/r/n鐵路樞紐客運(yùn)站布局優(yōu)化模型/r/n/r/n鐵路樞紐客運(yùn)站布局優(yōu)化的經(jīng)濟(jì)評價指標(biāo)既有定量指標(biāo)，如工程投資、運(yùn)營費(fèi)用等；還有一些無法直接定量的定性指標(biāo)，如與城市發(fā)展規(guī)劃配合、環(huán)境保護(hù)等。為便于統(tǒng)一定量與定性指標(biāo)，應(yīng)用多目標(biāo)規(guī)劃的原理與方法建立如下客運(yùn)站布局優(yōu)化模型：/r/n（1）/r/n式中/r/n—各設(shè)計方案的定量及定性評價指標(biāo)，共有I個評價指標(biāo)；/r/n—各評價指標(biāo)的目標(biāo)效應(yīng)值（/r/n），此值的引入為了便于統(tǒng)一定量與定性指標(biāo)的量綱；對定量指標(biāo)的目標(biāo)效應(yīng)值，可確定0和1對應(yīng)的量，然后通過插入法求值；對于定性指標(biāo)，可用五度標(biāo)來定量：好—1，較好—0.8，一般—0.6，較壞—0.4，壞—0.2，極壞—0；/r/n—各評價指標(biāo)的權(quán)重，可通過調(diào)查論證及專家確定大小，且/r/n；/r/n—各設(shè)計方案的總效應(yīng)值，其大小決定各設(shè)計方案的最終優(yōu)劣排序。/r/n2南寧鐵路樞紐客運(yùn)站建設(shè)方案/r/n2.1/r/n南寧鐵路樞紐現(xiàn)狀及規(guī)劃/r/n南寧鐵路樞紐是西南鐵路網(wǎng)中的重要地區(qū)性樞紐，現(xiàn)銜接湘桂、南昆、南防三大鐵路干線，已開工建設(shè)的柳南客運(yùn)專線、南黎鐵路、云桂鐵路、南欽鐵路均引入南寧樞紐，近期還有金南鐵路、南憑鐵路等將引入南寧樞紐，在南寧交匯的鐵路線將達(dá)9條。/r/n樞紐中只有南寧站一個客運(yùn)站，有客車到發(fā)線5條（含正線）、貨車通過線1條及貨車到發(fā)兼存車線4條，調(diào)車線4條。/r/n南寧市區(qū)人口規(guī)劃2010、2020年市區(qū)人口分別達(dá)到690、780萬人；中心城人口2010年控制在210萬人，2020年控制在290萬人。鐵路樞紐既有布局以呈環(huán)狀式，既有客運(yùn)站（南寧站）受地形、地物以及拆遷工作限制已無法大規(guī)模改擴(kuò)建，客運(yùn)作業(yè)集中一站，對城市交通產(chǎn)生巨大壓力，因此南寧鐵路樞紐客運(yùn)站布局應(yīng)為多中心分散布局模式，即需新客運(yùn)站滿足運(yùn)營的要求。/r/n2.2/r/n南寧鐵路樞紐客運(yùn)站方案/r/n南寧樞紐客運(yùn)量近期0.8億人/年，遠(yuǎn)期1.7億人/年。南寧站受地形限制，無法滿足樞紐客運(yùn)需求。南寧鐵路樞紐隨著近期南北城際鐵路建設(shè)，樞紐客運(yùn)系統(tǒng)將逐步形成“北主南次”、南北環(huán)線構(gòu)成的“環(huán)形”格局。/r/n根據(jù)樞紐客運(yùn)站選址原則，對南環(huán)線客運(yùn)站提出采用以下3個備選方案：改建南寧站（1）、新建那黃站（2）、新建鳳嶺站（3）。/r/n3/r/n南寧鐵路樞紐客運(yùn)站建設(shè)方案評價指標(biāo)/r/n3.1/r/n工程投資費(fèi)用/r/n對各客運(yùn)站建設(shè)方案的線路、拆遷、征地、橋梁、隧道等投資綜合計算，各方案所需工程投資費(fèi)用如表1所示。/r/n表/r/n1/r/n備選站主要工程投資表（萬元）/r/n備選站編號/r/n金額/r/n1/r/n102643/r/n2/r/n172605.2/r/n3/r/n155476.2/r/n3.2/r/n樞紐內(nèi)運(yùn)營費(fèi)用/r/n式中/r/nj/r/n—樞紐中客運(yùn)站數(shù)量；/r/nk/r/n—樞紐內(nèi)各方向；/r/nl/r/n—樞紐內(nèi)各類車，包括高速車和普速度車兩種；/r/n—/r/nj/r/n站前往樞紐/r/nk/r/n方向的/r/nl/r/n類車的乘客人數(shù)；/r/n—/r/nj/r/n站前往樞紐/r/nk/r/n方向的/r/nl/r/n類車在樞紐內(nèi)走行距離；/r/n—/r/nl/r/n類車單位運(yùn)營費(fèi)用。/r/n按人公里費(fèi)用計算，對于乘坐客機(jī)牽引列車的人公里費(fèi)用為0.078元/人．km，乘坐動車組的人公里運(yùn)營費(fèi)用為0.094元/人．km。對于三個備選站，前往各個方向不同性質(zhì)列車走行距離如表2所示。樞紐不同客運(yùn)站布局運(yùn)營費(fèi)用如表3所示。/r/n表2備選站按方向分工的最短徑路表（/r/nkm/r/n）/r/n表/r/n3/r/n樞紐內(nèi)運(yùn)營費(fèi)用表（萬元）/r/n客運(yùn)站方案/r/n金額/r/n2站（1、2）/r/n10041.6/r/n3站（1、2、3）/r/n7946.7/r/n3.3/r/n旅客出行費(fèi)用/r/n式中/r/n—乘客前往車站乘車的出行費(fèi)用；/r/n—從/r/ni/r/n小區(qū)前往/r/nj/r/n站乘做各類車（含高速和普速車）的總?cè)藬?shù)；/r/n—從/r/ni/r/n小區(qū)前往/r/nj/r/n站乘車的單位出行費(fèi)用。/r/n按照南寧市區(qū)行政區(qū)域規(guī)劃、鐵路及河流分布情況，將南寧市分為6個居民出行小區(qū)。/r/n表/r/n4/r/n出行小區(qū)到備選站出行費(fèi)用表（元）/r/n備選站1/r