transportation planning through gis and multicriteria...

Research ArticleTransportation Planning through GIS and MulticriteriaAnalysis Case Study of Beijing and XiongAn

Asim Farooq 1 Mowen Xie 1 Svetla Stoilova2 Firoz Ahmad3 Meng Guo4

Edward J Williams5 Vimal Kr Gahlot6 Du Yan 7 and Ahmat Mahamat Issa7

1 School of Civil and Resource Engineering University of Science and Technology Beijing China2Professor at Transportation Department Technical University of Sofia Bulgaria3Vindhyan Ecology and Natural History Foundation Mirzapur Uttar Pradesh India4College of Architecture and Civil Engineering Beijing University of Technology China5Department of Engineering University of Michigan Dearborn USA6Public Works Department Bikaner India7School of Civil and Resource Engineering University of Science and Technology China

Correspondence should be addressed to Asim Farooq asimfarooq1234gmailcom and Mowen Xie mowenxieustbeducn

Received 30 December 2017 Revised 27 April 2018 Accepted 17 July 2018 Published 18 October 2018

Academic Editor Emanuele Crisostomi

Copyright copy 2018 Asim Farooq et al This is an open access article distributed under the Creative Commons Attribution Licensewhich permits unrestricted use distribution and reproduction in any medium provided the original work is properly cited

Urban population growth and urbanization with its impact on urban planning require continuous research in order to addressthe challenges posed by transportation requirements Identifying transportation capacity (road and railways) is an important taskthat can identify whether the network is capable of sustaining the present volume of traffic and whether it can handle the futureintended traffic flow A new city XiongAn will be built in the coming years in order to relieve the pressure of population on Beijingand disperse the economic growth business activity and opportunities across the countryThe focus of this research is to generatea transportation model between Beijing and XiongAn in order to increase connection and connectivity reduce travel time andincrease transfer capacity between the two hubs (Beijing-XiongAn) The existing transportation network between two cities isanalyzed and a network which can handle future demand has been proposed The first stage has been the investigation of a varietyof options using geographic information system (GIS) Planning and implementing a mass transit system requires choosing amongoptions such as an existing intercity railway line a new high-speed railway line andor motorway options In the second phaseof our analysis we assess these options relative to multiple criteria using the analytic hierarchy process (AHP) The options wereevaluated using various criteria responsible for selection of alternative it is found that travel time cost of travel safety reliabilityaccessibility and environment are key criteria for selecting the best alternative The GIS and multicriteria analysis suggested thatthe best option is to build a new high speed railway line

1 Introduction

The economic growth and urban development of any citydepend on its transportation network Transportation plan-ning is a complex process involving careful forecasting offuture needs and study of existing travel pattern in citiesInnovations in transportation planning and developmenthave occurred and emerging challenges put pressure ondevelopers and planners to update their toolkits [1] Theyneed to develop a more balanced view of accessibility [2]and mobility [3] Expansion of the transit network and

the consequent increase of human activity are a complexprocess which needs to be integrated with multipurpose landuse and minimum effects on the environment [4ndash6] Smartsustainable transportation awareness is increasing day byday hence most planners agree that increased frequency andefficiency of transport options will play a key role in solvingproblems of congestion Solving the problem in this way is acontinuous long-term process whose impact will be visibleonly in the long term [7] Many cities around the worldare expanding and the demand for transportation is increas-ing placing planners under great pressure [8] Inadequate

HindawiJournal of Advanced TransportationVolume 2018 Article ID 2696037 16 pageshttpsdoiorg10115520182696037

2 Journal of Advanced Transportation

knowledge unjustifiable assumptions in modeling uncer-tainty regarding model validation and lack of transparencyhave led to considerable skepticism with planning [1] Thelack of suitable integrated approaches strongly affects thequality and reduces the attractiveness of transit networksin developing countries [7] Lack of robust transportationmodels planning and traffic forecasting inefficient landuse and inefficient interfaces between different means oftransportation and inaccurate analysis of supply and demandare basic recurring problems in many developing countries[9] Due to the different mindsets of transportation plannersmany priorities such as cost-benefit analyses and environ-mental impact assessments remain unresolved and put theoverall plan at serious risk [1]

11 Literature Review China is leading the world in high-speed rail network capacity with 16000kmof track in serviceannual passenger volume of 2122992 million and annualfreight volume of 4099 billion tons [10] The passenger hasdifferent preferences depending on distance and time [11]The uncertainty of the time needed to travel by road hasbecome a major concern from the perspective of the travelerwhose experience of the same trip varies from day to day[12ndash14] In assessing rail capacity it is possible to definethe maximum number of trains that can pass a bottlenecksection in a fixed period of time The performance of anytransportation system is limited by its own capacity [8 15ndash17]Chinese cities are still struggling with air pollution problemsA study found that from2006 onwards rail transportation hasbeen playing an integral part in environmental recovery andhas had a significant positive impact in China [10]

Accessibility and connectivity are the most importantparameters to consider in establishing an integrated trans-portation network in a city The initial step is to analyze andunderstand the existing transportation network and seek toutilize resourcesmore efficiently rather than just to extend thenetwork [11] The growth of the Chinese economy places thetransportation system under pressure The tension betweenincreased demands for transport and constraints imposedby environmental protection increases the complexity ofthe overall transport problem [10] Land use and passengervolume have a strong correlation in Beijing The existence ofplaces of interest and the likelihood that large numbers willwish to visit them are important factors to be considered bythe urban planner and transportation planner [18] Transittravel time reliability has become a very hot topic for researchin recent decades due to congestion [19]The best options fortravel mode choice travel time and distance and safety andcomfort are heavily dependent on Beijing passenger volumeThe best options for travel mode choice travel time anddistance and safety and comfort are heavily dependent onBeijing passenger volume [18] Internal-combustion vehicleson roads emit much more pollution than trains using therailways Therefore the environmental cost of railways ismarkedly less than that of roadways [20] In the United States15-20 of the land is used by road networks in China thecorresponding percentage is 19 [21 22]

Urbanization increases the number of automobiles andmileage of road usage and increases the pressure to invest

more money in the autoindustry to increase GDP [23]The rapid expansion of the road network is considered themajor factor affecting sustainable development in China[24] Urbanization is the catalyst in increasing automobilemanufacturing vehicle ownership expansion of road net-work and social interaction [23] Road network effects thesocial networking and interaction while social life is widelyaffected by transportation facility available in the cities [25]Many research studies have found that the expansion of roadtransportation results in the increase of vehicle ownershipenergy use and higher emission levels increasing congestionever more complex and intrusive road networks a vehicle-based society and inefficient usage of available resources [426ndash32]

Every one percent increase in GDP for road transporta-tion is responsible for an increase in energy consumptionof 033 percent and 126 percent of urbanization [23] Manyresearch studies have found that the road network in Beijingis complex and dense and continuous expansion in roadinfrastructure strongly affects the future development of thecity along with increased motorization [4 33 34] Roadnetwork structure (either single lane or multilane) stronglyincreases the ecological risk need for more risk assessmentdivision and interference in the regional forest landscape [3335ndash37]The expansion of the road network has many adverseeffects such as separation effects greater ecological risk anincreased level of air pollution faster habitat destruction andpedestrian safety [4 38 39]

Various methods are available for route selection afeasible route will be defined as one reducing the overallcost of transportation (operating cost construction costminimum separation effects and environmentally friendly)and increasing efficiency (direct route shortest travel dis-tance better accessibility and mobility options) [40 41]The presence of many criteria is common to many areasof scientific research In transport this method is used forexample to determine the mode of transportation to esti-mate the passenger satisfaction and to evaluate the transportprojects and for other purposes Transportation planningand modeling with GIS have made analysis convenientand accessible many real transportation problems can beanalyzed forecast and simulated with GIS [42] Launchingtransportation applications in GIS has increased the usageof GIS for transportation planning and modeling in recentyears now it is referred to by the acronym GIS-T [43]Technological improvement is continually progressing andrapid development of geographic information system (GIS)of spatial information technology is now used more widely[44ndash46] Studies have found that accessibility transportationplanning transit network analysis and social economic andenvironmental implications can be evaluated [47 48] GIScan be used to ascertain the ldquoattraction nodesrdquo (eg officestourist attractions and hotels) within a broad area [49]and GIS applications pertinent to the field of transportationengineering were developed [50] to analyze the impact ofactivity trips on regional transportation patterns Within GISit is now possible to analyze forecast simulate and imple-ment an imaginary transportation model expansion roadnetwork analysis and regional road network design [51 52]

Journal of Advanced Transportation 3

High-speed rail transit can reinforce the links between citiesprovide a reliable and attractive facility for the passenger andincrease the willingness to travel [53] Furthermore althoughthe initial cost of rail transit is higher the operating cost islower and there is the prospect of higher passenger comforthigher safety a dedicated system and higher performancecompared to other transportation modes (light rail and bussystem) [54] Rail transit can maximize transit ridershipachieve maximum operating speed and higher efficiency beenvironmentally friendly and increase the options open tothe traveler by offering higher network efficiency higherconnectivity and ease of transfer [55]

The multicriteria analysis allows assessing criteria andprioritizing alternatives for transport planning GIS gives theopportunity to preset the real objects as transport networkson maps and to integrate network characteristics into database The integration of both methods could serve to makedecisions of transport planning The aim of this study is toinvestigate the criteria for transport planning and to elaboratemethodology to choose the transportation between twocitiesmdashmegapolis and satellite using GIS and multicriteriaanalysis In sum the development of a methodology fortransport planning by applying both multicriteria analysisand GIS data analysis taking into account different economicinfrastructure environmental technological and other fac-tors has been insufficiently investigated This paper offers anintegrated approach to planning the transportation betweentwo big cities by taking into account route analysis andmultiple factors relevant for transport

2 Methodological Approach

The research methodology comprises the following steps

(i) Step 1 Identifying routes between cities using GIS androute analysis

(ii) Step 2 Defining criteria and prioritization of theroutes using the multicriteria method

The methodology developed to prioritize the variantroutes and the second step of methodology involves mul-ticriteria analysis The present research uses the AnalyticHierarchy Process (AHP) developed by Saaty in 1980 [56]which assesses the weight to be given to the various crite-ria and to prioritize the various routes according to theirmaximum AHP scores The AHP method is based on thefollowing principles structure of the model development ofthe ratings for each decision alternative for each criterionsynthesis of the priorities The pairwise comparisons betweeneach criterion and variant routes are performed using Saatyrsquosscale [57ndash59] (shown in Appendix Table 5)

3 Case Study and Numerical Testing

The Chinese capital Beijing is one of the worldrsquos mostpopulated megacities For this megacity it is necessary tosolve the problem of choosing a transport connection withthe newly formed city satellite XiongAn This research is acase study of the connection between Beijing and XiongAnThe populations of Beijing Tianjin and Hebei are 22million

155 million and 743 million respectively and their annualgrowth rates have reached 162 144 and 116 respec-tively [60] So there is a huge gap in the development of thesethree areas and Hebei needs to sustain almost four timesthe population of Tianjin and Beijing This helps explain whythe current project is located in Hebei it is hoped thereby toclose the developmental gap by providing job opportunitiesand a boost to the local economy XiongAn is planned to bebuilt between the present counties of Xiong Rongcheng andAnxin from which it obtains the name XiongAn The newlydeveloped area also called jing-jin-ji will connect BeijingTianjin and Hebei and is designed to increase the economicactivity and reduce the development distance between these3 provinces

Urbanization in China is at a peak and most job oppor-tunities are to be found in new urban areas [61] XiongAn is asatellite town to accommodate the overburdened populationof Beijing [62] Many studies describe the current state ofBeijing as ldquourban diseaserdquo or ldquourban illrdquo [63 64] Beijing hasdecided to extend its municipal administration to the borderwith Tongzhou in Hebei province to reduce the populationburden on the capital city [62] The newly built XiongAnwill provide population relief for the massive capital city[64] With the continuous process of integration Tianjinand Hebei will become more attractive places to work andlive [64] XiongAn is located in Hebei province whichconnects the three counties of Xiong Rongcheng and Anxinas shown in Figure 1 The name is derived from the twocounties Xiong and Anxin which are XiongAn [65] Theinitial developmental plan is for 100km2 (100km west ofTianjin and 100km southwest of Beijing) After completingthe initial development plan the development will furtherextend for 200 km2 and there is long-term planning for2000 km2 [63 66] XiongAn located in the southwest ofBeijing is to serve as a developmental hub for BeijingTianjin and Hebei creating an economic triangle (Jing-Jin-Ji) or jingjinji Located in the Baoding area of Hebei provinceit completes a triangle between Beijing Tianjin and Hebei[67]

Step 1 (identifying routes between cities using GIS and routeanalysis) According to ldquoUrban Road Engineering DesignCoderdquo (cjj37-2012) roads in china are characterized as one offour types Type 1 has a speed of 100-120kmh and typicallyhas four lanes Type 2 is trunk roads connecting the districtsinside the city and consisting of four or more lanes in eachdirection with speeds of 40-60kmh Type 3 is secondaryroads having two to four lanes with speeds of 30-50kmhType 4 is branch two-lane roads (community roads) withspeeds of 20-40kmh [68ndash70]

The Beijing transportation network is very complex andspreads across the entire city GIS and Road network ana-lytics suggests that available motorway in the direction ofldquoXiongAn is the only available option GIS data relatingto motorways linking cities in China favored having amotorway route in the direction ldquoXiongAnrdquo In a case studyfor the first phase we subdivide the area within the 50kmbuffer to determine how much road infrastructure and rail


CityXiongAn proposed city extent

GlacierSea side wetland

Grass

Broadleaved Forest

Needle-leaved Forest

Roads

50 km buffer from city centre

XiongAn proposed rectangular view

City centre

∘E

∘E

∘E

∘E

∘

N∘

N

∘

N∘

N

∘

N∘

N

0 10 20 40 60 80

Kilometers

The study area map with proposed city XiongAn

Figure 1 Beijing Tianjin and Hebei road network map

infrastructure are available in the newly developed area asshown in Figure 1

Using study area 1 as depicted in Figure 2 a short-route analysis specifies the Beijing to XiongAn as 125kmby one route and 167km by another route A longer routeis available from study area 2 via Tianjian and extends to196km The expected time in all these routes is more thantwo hours as estimated from Baidu ditu and baidu map(which gives real time traffic analytics) Themajor part of theroad consists of express highway where the speed is around100kmh while theminor road portion is based on secondaryand trunk roads which mainly pass near residential dis-tricts in the city This proportion of road consists of manyintersections and crossings while the speed does not exceed50kmh

For a detailed analysis Beijing city is divided into 4 studyareas as shown in Figure 2 tomeasure the road infrastructurefrom a specified area and to analyze the connection andconnectivity within the cities and within the newly developedareas According to Figure 2 the available road network isfrom ldquoStudy Area 1rdquo while there is no connection betweenstudy areas 2 3 and 4 Within the short circular radius studyarea 2 and area 4 can be connected with study area 1 but thereis no connection between study areas 1 and 4

The current system has very weak connections andconnectivity in study areas 2 4 and especially study area 3Xiongan is located in the north of the cityThere is no circularradial connection which gives a short and convenient routefor people Hence Beijing is already facing a higher numberof vehicle air pollution and environmental problems Thisstudy will propose the construction of a new road line fromstudy area 3 which also facilitates access tofrom study areas2 and 4 Hence the burden from study area 1 will be reducedThe inhabitants of the capital city will have a fast easy andconvenient route from Beijing to Xiongan From short routeanalytics it is measured that the travelling time is two hourseachway and thismay not attractmany people towork or livethere in future Furthermore the present research proposes anew road from study area 3 along with a high-speed railroadThe existing road starts from Qianmen east road Hence thetwo suggestionswill increase the connection and connectivitybetween study area 3 and study area 1This case study suggestsa route from the second ring road to Qianmen east roadwhich will increase the connection between the two areas

According to Figure 3 which represents the transporta-tion route between Beijing and Tianjin the minimum timeneeded (analysis from baidu ditu) when traveling by road ismore than two hours depending on traffic conditions and


Population map showing ring road route around Beijing city

∘E

∘

E

∘E

∘

E

∘

N

∘

N

N

EW

S

Route 1 derived from GISRoute -2 derived from GISRing Road

3001-60006001-1200012001- 18000

18001-2400024001-30000

10 5 0 10 Kilometers

Population Density( PeopleSqKilometer)

Figure 2 Distribution of Beijing city on the basis of population and ring road

Figure 3 Beijing to Baoding Existing Transportation Network (near XiongAn)

with the intercity railway line according to GIS maps andthe Beijing station chart the minimum distance to reach toBaoding the area near to Xiongan is more than three and ahalf hours even four hours A subway line which provides

access from the second to the sixth ring road is also shownin the map it is 26km long and near the Daxing Area in thesouth of Beijing There is no direct rail route between BeijingandXiongan and the distance between Baoding andXiongan


is around 55km but the distance from ldquoXushuirdquo is 40km fromthe railway line of a tiny town in the same direction

4 Results and Discussion

This study recommends the following research suggestionsA radial railway line is proposed to connect the two

cities to increase the connectivity and to generate higherridership provide greater passenger convenience reducetravel time reduce traffic volume on parallel highways andmeet passenger demand From the Beijing second ring areain the direction ldquoXiongAnrdquo the available rail track lengthis 26km at line 4 of which the last stop is Tiangongyuanwhich is located outside the 6th ring road Since road networklinks in Beijing are quite widespread and complex it is nowcritical to reduce traffic congestion greatly due to these issues[34]

The study recommends a high-speed railway line con-necting the two cities In analysis from a survey using thesubway application GIS map and city short route applicationdemonstrates that it takes more than one hour and twenty-five minutes to arrive at Tiangongyuan (last station at Line4) So if the distance of 26km is covered in one hour andtwenty-six minutes on the only available subway line in thatdirection the question arises will it attract people to travel ormake them willing to live in the newly developed area

Another question is how to reach to the newly developingarea in a way that is convenient and acceptable to passengersThe total distance between Beijing and XiongAn is around130km If this distance is covered within one hour then mostof the people will be willing to travel Hence the usual traveltime in Beijing from home to work is in between forty-five minutes to one hour plus time spent in transit network(Travel time) [71]

A high-speed radial line is needed one station of whichis located inside each of the 2nd 3rd 4th 5119905ℎ and 6thring roads and the last station lies in the newly built arealdquoXiongAnrdquoThe new radial line will follow the major demanddirections towards the newly built city To meet requiredcapacity the circle (beltway) Lines 2 and 10 will play amajor role in the distribution of passengers across the cityFurthermore these circle lines will be effective distribu-tors for subway and bus lines thereby enabling suburb-to-suburb trips to use a radial-circle-radial path Connectionand connectivity within each ring will increase passengerdistribution across the city The transfer from one line toanother will be reduced through offering more connectivitythrough integrated transit planning The high-speed railwayline is the optimum solution to the case study There is ahuge road network especially in Beijing But due to problemssuch as traffic congestion traffic jams unhealthy air higherCO2 content in the air andmany other environmental issuesthe city seeks relief from all these problems [62] This isthe right time for the country to step up its sustainabledevelopment To connect Beijing with ldquoXionganrdquo the cityneeds a regional fast speed railway line which providestransportation between the two cities in less than 60 minutes[72 73] Switzerland provides amodel of how this can be done[74]

The sole purpose of suggesting the High speed railwayline (HSRL) (Figure 4) between Beijing and Xiongan is tomeet the future needs of inhabitants outside the city Theinitial stage is to develop 50km2 area but in future theplanning can be applied to similar areas in the country Theproposed line for HSRL is shown in the map where thestations are proposed in 2nd 4th 5th and 6th ring roadsso the Beijing subway will work as feeder lines and buses asbranch lines in the city

41 Distributed Terminals Network Model for Beijing Thedistributed terminals concept is to minimize the adverseimpacts of Central and Directional Terminals and maximizethe effectiveness and efficiency of public transportationMany countries have the problem of a centrally basedtransportation network which increases the travel time andburden on the city centre Every transit mode originates toand from the centre For example Munich (Germany) used acentral terminal system but because of a limited populationof 15 million people [75 76] 69 of Munich inhabitants usepublic transit modes [77] so it is only a problem at peakhours and functions effectively in offpeak hours [78 79] Theset of terminals in this case essentially comprises existingand proposed metro rail connections through the city Suchnetwork can provide more accessibility in the city which isto transport the inhabitants between two cities in a mode inwhich they are willing to travel This mode should offer moreand ask for less (less transfer higher connection through thecity ease of reaching the station) Distributed terminals willprovide better access facilities to potential HSR passengersThey will also provide city managers with facilities to handlelocal and regional traffic more efficiently in future to increaseconnection and connectivity reduce the number of transfersoffer direct trips and increase comfort and convenience

In the case study of Beijing (as shown in Figure 2) thecity is located in the south of the city hence as shown inFigure 5 we present the details to connect the new city withBeijing For the Beijing case study it is assumed that each ofthe directional corridors will have three access nodes in theHUBarea For example the corridor connecting the southernparts of the region or other regions in that direction will haveits terminal at the northern end of the HUB area and twoadditional access nodes one in the centre and the other atthe southern end Likewise all the other corridors will havetheir terminals at the respective opposite ends of the hub areaCorridor 1 as shown in Figure 5 (C-1) connects Nodes A andG in the same region as Node A or another passes throughNodes B C and D in the hub area and Nodes E and F inthe region The terminal for Corridor C-1 is Node A NodesA to D are the locations of existing or proposed terminallocations of transport services in the HUB area Corridor C-2connecting NodeH in the region can be planned such that itsterminal in the hub area is at Node C Likewise Corridor C-3may have its terminal in the hub area at Node B AlternativelyCorridors C-2 and C-3 can have a common terminal at NodeB or C Nodes H and I could be in different regions in theirrespective directions Distributed terminals provide uniformaccessibility throughout the city combining directional andcentral terminals


Station at 6th ring road



Station at 2nd ring road

Water

Open area with grass

Vegetation

Proposed high speed railway network

Existing intercity railway network

City centreXiongAn proposed rectangular view

Proposed high speed linking railway network

∘E

∘E

∘

N∘

N

∘

N∘

N

0 5 10 20 30 40

Kilometers

Figure 4 Inter-city railway network and proposed high-speed railway line

Network integration with well-designed transfer stationsis a very important parameter for planning the line betweenBeijing and ldquoXiongAnrdquo Furthermore the inconvenienceof transfers can be overcome by (i) the overall perceivedreduction of travel time (ii) the functional design of lines(iii) passenger attractiontransit attraction factors to be con-sidered and (iv) network operating efficiency (Figure 6)

The overall perceived reduction of travel time Traveltime with transfer must be less than travel time by thedirect service People perceive walking and waiting time 20to 25 times longer compared to in-vehicle time [80 81]Perceived time and not actual clock time should be usedfor the evaluation of whether or not people will acceptthe transfers Functional design of lines high capacity lines

are usually independent lines Independent networks needefficient transfer and feeder services Heavy investments arebeing made worldwide to increase speed on transportationnetworks Travel time is of course dependent on distancebut for a given distance travel on a high-speed dedicatedrailway line is much faster than the equivalent travel byroad [82 83]

To analyze the 50 km radius of XiongAn a satellite mapwas examined as shown in Figure 8 The analysis shows that75 of the study area falls below the 1-22 meter elevationcategory whereas roughly 80 of slope falls into the categoryof 0-5 The land useland cover classified map derivedfrom Landsat-8 dataset reveals 62 of the area falls underurbansettlementroads categories whereas 37 area falls


A

BC

D

E

F

GH

I

C-3

C-2C-1

X NODEC-n Ｈ

ＮＢ CORRIDOR

Figure 5 Distributed terminal network concept

under vegetation (forestagricultureurban greenery) andcontains one percent of all water in the study area

Step 2 (defining criteria and prioritization route using mul-ticriteria method) The criteria between two cities are evalu-ated as following

(i) F1 Cost of travel This criterion describes the costof the trip for passengers (ticket price or price offuel consumption of vehicles when road transport isused)

(ii) F2 Travel time This includes the time for trans-portation and change of transport from Beijing toXiongAn

(iii) F3 Type of infrastructure This factor shows thecategory of railway lines and roads For the railwaylines that means high-speed railway or conventionalrailway for road transport that means category ofroad (motorway or railways)

(iv) F4 Connections This criterion presents the possibil-ities of connecting with another mode of transport

(v) F5 Comfort This shows the convenience of the trip

(vi) F6 Reliability This criterion takes into account com-pliance with the transport timetable and lack ofcongestion on highways

(vii) F7 Level of safety

(viii) F8 Accessibility This criterion takes into account thepossibilities of passengers obtaining the appropriatemode of transport with convenient connections intransport terminals

(ix) F9 Type of terminal connection This criterionpresents the type of connection (as shown inFigure 5)

(x) F10 Environmentally friendly transport This meanstransport with minimal environmental pollution andnoise impacts

In this research five routes and different transport modesconnection between Beijing and XiongAn are investigatedtaking into account the results of ArcGIS analysis

(i) V1 Existing intercity railway line There is no directrailway line existing in the study area the nearest lineis in Baoding

(ii) V2 Metro and new railway line(iii) V3 Motorway 1 Beijing to XiongAn(iv) V4 Motorway 2 Beijing to XiongAn(v) V5 Motorway 3 Beijing to XiongAn

The existing railway intercity line from Beijing Weststation passes through rural areas This line is not specificallyconnected according to GIS Analytics and online Beijingtraffic data Variants with Motorways 1 2 and 3 (V3 V4 V5)have overall weak connections because they follow the ringroad which is not integrated The existing railway line (V1)has good integration with other types of transport bus roadtransport and subway Table 1 presents the characteristics ofthe various options for transportation between Beijing andXiongAn

The present study uses the AHP methodology to deter-mine what weight should be given to each criterion andto compare the alternatives Super Decision software used[84] The super decision software is based on the AnalyticHierarchy Process (AHP) and the Analytic Network Process(ANP) The software helps to structure and organize thecomparisons as well as obtaining and analyzing the resultsThe software also calculates the consistency index (CI) of thejudgments and Graphical Sensitivity Analysis

Figure 9 presents the structure of the model A hierar-chical decision model has a goal criteria that are evaluatedfor their importance to the goal and alternatives that areevaluated for the level of preferences with respect to eachcriterion (Figure 7) The highest level of the hierarchy isthe overall goal to determine the best connection betweenBeijing and XiongAn Under the overall goal the secondlevel represents ten criteria affecting transport selection Thealternatives for transportation are on the third level

Pairwise comparison is the process of comparing therelative importance of two criteria with respect to anotherelement (for example the goal) in the level above to establishpriorities for the elements being compared In this researcha group of experts gave an overall score on the scale ofSaaty Table 2 shows the prioritization matrix and the weightgiven to each criterion by AHP method The value ofconsistency ratio (CI=0097) is less than 01 according to(A4) (Appendix) which means that the expertrsquos assessmentsare adequate

It is found that factors affecting prioritization of alter-natives include travel time (016) cost of travel (015) levelof safety (015) reliability (013) accessibility (010) andenvironmental protection (010) as shown in Figure 8


WaterVegetation( forestagricultureurban greenery)Urbansettlementroads

XiongAn a 50 Km buffer from centre with Lulc typesderived from Landsat 8 Images

∘E

∘

E

∘E

∘

E

N

EW

S

0 5 10 20 30 40

Kilometers

∘

N∘

N

∘

N∘

N

(a)

High 229Low 1

Elevation (meter) from MSL

XiongAn a 50 Km buffer from centre with digital elevationdata derived from ASTER

N

EW

S

0 5 10 20 30 40Kilometers

∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(b)

High 49ValueSlope in degree

Low 0

XiongAn a 50 Km buffer from centre with slopedata derived from DEM

N

EW

S

0 5 10 20 30 40

Kilometers

∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(c)

Figure 6 XiongAn satellite images


Table 1 Characteristics of variants

Variant Length km Type of way Time h Accessibility

Connectionwith another

type oftransport

V1Existingintercity

railway line157 railway

3h 30minute-4hour

no specificconnection

Bus andSubway Road

V2 New line 105

Metrorailway

(High-speedLine)

Should beless than 1hour

Metro + newrailway lineconnectionsin metrostation

SubwayStations

V3 Motorway-1 125 Trunk road+Motorway

1 hour 48minute

6th RingRoad+

Motorway

Overall weakconnection


2 hour 8minute

6th RingRoad+

Motorway



2 hour 24minute

6th RingRoad+

Motorway


Figure 7 AHP hierarchical model for goals criteria and alternatives for the study area

F10Environmentaly friendly transportF9Type of terminal connection

F8AccessibilityF7Safety

F6ReliabilityF5Comfort

F4ConnectionsF3Type of infrastructure

F2Travel timeF1 Cost for travel

Cri

teri

on

Weight000 005 010 015 020

Figure 8 Weights of criteria

Table 3 presents the important intensity levels for evalu-ating the alternatives They are rated as excellent good aboveaverage average and below average by the level of influenceof the criteria Table 4 shows the evaluation of alternatives

by each criterion The assessment is made using intensitylevels

Figure 9 shows the prioritization of alternatives andpriorities The highest priority is the option of a connection


017

027

021

018

018

000 005 010 015 020 025 030

V1 Existing intercity railway line

V2Metro+New high speed railway line

V3Motorway-1

V4Motorway-2

V5Motorway-3

Weight

Vari

ant

Figure 9 Priorities of alternatives

Table 2 Prioritization matrix of criteria and weights

Criteria F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 WeightF1 Cost for travel 1 12 3 3 2 1 1 4 4 2 015F2 Travel time 2 1 5 3 3 1 1 2 2 2 016F3 Type of infrastructure 13 15 1 13 13 14 14 13 13 13 003F4 Connections 13 13 3 1 13 13 14 3 3 12 008F5 Comfort 12 13 3 3 1 15 15 13 3 12 007F6 Reliability 1 1 4 3 5 1 12 12 3 1 013F7 Level of safety 1 1 4 2 5 2 1 2 2 1 015F8Accessibility 14 12 3 13 3 2 12 1 3 1 010F9Type of terminal connection 14 12 3 13 13 13 12 13 1 1 004F10Environmentaly friendly transport 12 12 3 2 2 1 1 1 1 1 010CI= 0097

Table 3 Five intensity levels and their corresponding values

Super Decisions Ratings Excellent Good Above Average Average Below Average ScoreExcellent 1 2 3 4 5 042Good 12 1 2 3 4 026Above Average 13 12 1 2 3 016Average 14 13 12 1 2 010Below Average 15 14 13 12 1 006

between Beijing and XiongAn with a new railway high-speedline

The sensitivity analysis was also carried out to createthe various scenarios based on the priority of the selectioncriteria Graphical Sensitivity Analysis enables the researcherto adjust priorities to see the effect of changes in judgmentson the overall ranking of decision alternatives The priorityranges from 00 to 10 on the x-axis The assessment iscarried out by increasing and decreasing one of the sevencriteria keeping the others proportionally the same Movingthe dotted line and dragging can give different scenarios ofprojection changes for the alternatives Figure 10 gives anexample for criterion F1 of graphical sensitivity analysis Itshows the upper limit of AHP score whereby the optimalsolution is retained The sensitivity analysis is made for all

indicators The results show that alternative 2 largely retainsits position as the best scheme For the best option thestability intervals for priority ranges for criteria are F1 (0-067) for all others criteria (0-100)

The developed approach could also be applied to assessother transport options The investigated criteria and theirweights could be applied to study transport planning forother megapolises The model could also to work in the caseof introducing additional criteria In this case the value ofconsistency ratio CI should be observed for the adequacyof the expert assessments The application of GIS helps toform different variants of transport connections and theirparameters For this reason this approach is appropriatewhen combined with the AHP method to make decisionsThe methodology can also to be used to assess existing


Table 4 Ratings for alternatives

Alternatives Criteria WeightF1 F2 F3 F4 F5 F6 F7 F8 F9 F10

V1 AVG B-AVG G A-AVG G Good Good AA Good Good 017V2 AVG ET ET ET ET ET ET ET ET ET 027V3 G G A-AVG G G Good AA G G B- AVG 021V4 G A-AVG A-AVG G AVG A-AVG A-AVG G A- AVG B- AVG 018V5 G A-AVG A-AVG G AVG A- AVG A- AVG G A-AVG B- AVG 018lowastAverage (AVG) good (G) above average (A-AVG) below average (B-AVG) above Average (A-AVG) and excellent (ET)

Table 5 Saatyrsquos scale for pairwise comparison

Intensely of importance Definition1 Equal importance3 Moderate importance of one factor over another5 Strong or essential importance7 Very strong importance9 Extreme importance2468 Values for intermediate comparison

transport lines In this case GIS analysis could not be usedFurthermore the future research recommendation may be toextend the study while considering other important planningparameters while using other methodologies to help thedeveloper and planner to understand and analyze whichparameters and criteria need to be considered for planningbetween megapolises

5 Conclusion

This paper presents a multicriteria-based transportationplanning for satellite towns of the growing citiesThemethod-ology incorporated an analytic hierarchy process to evaluatevarious criteria from a set of alternative options from amongwhich the optimal decision was made for the study areaBased on the analysis a railway high-speed line is proposedfor the study area The selection criteria based on costfor travel travel time type of infrastructure connectionscomfort reliability safety accessibility type of terminal con-nection and environmental friendly transport was evaluatedusing an analytic hierarchy process tool It was found thattravel time cost of travel safety reliability accessibility andenvironment are the criteria mainly responsible for selectingthe best alternative The sensitivity analysis also supportedthe selection of the high-speed railway line with the metroline to cope with transportation demand of the study areaThe methodology developed can be used for similar cities byvarying the selection criteria factors based on the priorities ofthe requirements

The study suggests that application of GIS and Analytichierarchy process supports making the best decision fortransport planning from a multitude of available differentoptions The results of this study demonstrate that thecombination of both methods can serve as a decision supportsystem for the route selection The proposed methodology

can be used in research on transport connections and forother cities

Appendix

The result of the pairwise comparison of n criteria can besummarized in an (n n) evaluation matrix in which everyelement 119886119894119895 (119894 119895 = 1 119899) which serves to determine theweights of the criteria (see Table 5)

fhe matrix elements have the following relationships

119886119894119894 = 1119886119894119895 = 0119886119895119894 = 1119886119894119895

(A1)

The second step in the AHP procedure is to normalizethe matrix The relative weights are given by the normalizedright eigenvector (119882 = 1199081 119908119899119879) associated with thelargest eigenvalue (120582max) of the square matrix A providingthe weighting values for all decision elements The largesteigenvalue (120582max) can be calculated using the following

119860119882 = 120582max119882 (A2)

120582max = 119899sum119894=1

[[(119899sum119895=1

119886119894119895) 119882119894]] (A3)

The third step calculates the consistency ratio and checksits value

The consistency ratio is found in the following formula

119862119877 = 119862119868119877119868 le 01 (A4)


0201

0201

0223

0224

0152

0 01 02 03 04 05 06 07 08 09 1

V1 EXISTING INTERCITY RAILWAY LINE

V2METRO+NEW HIGH SPEED RAILWAY LINE

V3MOTORWAY-1

V4MOTORWAY-2

V5MOTORWAY-3

Figure 10 Graphical sensitivity analysis for criterion F1

Table 6 Random Consistency Index (RI)

n 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15RI 0 0 058 09 112 124 132 141 145 149 151 148 156 157 159

where 119862119868 is the consistency index 119877119868 is a random index Therandommatrix is given by Saaty [8] as shown in Table 2 (seeTable 6)

The consistency index is

119862119868 = 120582max minus 119899119899 minus 1 (A5)

The largest eigenvalue 120582max is the maximum eigenvalue ofthe priority matrix 119899 is the number of elements in the matrixGenerally if the 119862119877 is less than 010 the consistency of thedecision-maker is considered satisfactory But if 119862119877 exceeds010 some revisions of judgments may be required In orderto control the results of the methods the consistency ratio(CR) is used to estimate directly the consistency of pairwisecomparisons

Conflicts of Interest

The authors declare that they have no conflicts of interest

Authorsrsquo Contributions

All authors contributed equally in the preparation of thismanuscript and declare no conflict of interest

Acknowledgments

The authors gratefully acknowledge the financial supportfrom the National Natural Science Foundation of Chinaunder Grant nos 41702371 41572274 China PostdoctoralScience Foundation under Grant no 2016M591078 and the

Fundamental Research Funds for the Central Universities ofChina under Grant no FRF-TP-16-014A1

References

[1] M T Brommelstroet M S Nicolaisen B Buttner and AFerreira ldquoExperiences with transportationmodels An interna-tional survey of planning practicesrdquo Transport Policy vol 58pp 10ndash18 2017

[2] D Banister ldquoThe sustainable mobility paradigmrdquo TransportPolicy vol 15 no 2 pp 73ndash80 2008

[3] D Banister Unsustainable Transport-City Transport in the NewCentury Taylor and Francis Ltd 1st edition 2005

[4] W Mo Y Wang Y Zhang and D Zhuang ldquoImpacts of roadnetwork expansion on landscape ecological risk in a megacityChina A case study of Beijingrdquo Science of the Total Environmentvol 574 pp 1000ndash1011 2017

[5] M T Simmons H C Venhaus and S Windhager ldquoExploitingthe attributes of regional ecosystems for landscape designThe role of ecological restoration in ecological engineeringrdquoEcological Engineering vol 30 no 3 pp 201ndash205 2007

[6] J Li and Z Zhou ldquoCoupled analysis on landscape pattern andhydrological processes in Yanhe watershed of Chinardquo Science ofthe Total Environment vol 505 pp 927ndash938 2015

[7] T B Joewono and H Kubota ldquoSafety And Security Improve-ment in Public Transportation Based on Public Perception inDeveloping Countriesrdquo IATSS Research vol 30 no 1 pp 86ndash100 2006

[8] B Bevrani R L Burdett A Bhaskar and P K Yarlagadda ldquoAcapacity assessment approach for multi-modal transportationsystemsrdquo European Journal of Operational Research vol 263 no3 pp 864ndash878 2017

[9] Y Wang S Mishra X Ye L Li and B Wu ldquoThe Application ofIntegrated Multimodal Metropolitan Transportation Model in


Urban Redevelopment for Developing Countriesrdquo in Proceed-ings of the World Conference on Transport Research - WCTR2016 pp 2990ndash3002 Shanghai China 2017

[10] M Song G Zhang W Zeng J Liu and K Fang ldquoRailwaytransportation and environmental efficiency in Chinardquo Trans-portation Research Part D Transport and Environment vol 48pp 488ndash498 2016

[11] Z Zhu A Zhang and Y Zhang ldquoConnectivity of Intercity Pas-senger Transportation in China A Multi-Modal and NetworkApproachrdquo Journal of Transport Geography 2017

[12] J Wang C Wang J Lv Z Zhang and C Li ldquoModeling TravelTime Reliability of Road Network Considering ConnectedVehicle Guidance Characteristics Indexesrdquo Journal of AdvancedTransportation vol 2017 Article ID 2415312 9 pages 2017

[13] R B Noland and J W Polak ldquoTravel time variability a reviewof theoretical and empirical issuesrdquo Transport Reviews vol 22no 1 pp 39ndash54 2002

[14] H X Liu X He and W Recker ldquoEstimation of the time-dependency of values of travel time and its reliability from loopdetector datardquo Transportation Research Part B Methodologicalvol 41 no 4 pp 448ndash461 2007

[15] R L Burdett and E Kozan ldquoTechniques for absolute capacitydetermination in railwaysrdquo Transportation Research Part BMethodological vol 40 no 8 pp 616ndash632 2006

[16] R L Burdett ldquoMulti-objective models and techniques foranalysing the absolute capacity of railway networksrdquo EuropeanJournal of Operational Research vol 245 no 2 pp 489ndash5052015

[17] B Bevrani R L Burdett and P K Yarlagadda ldquoA Case Studyof The Iranian National Railway And Its Absolute CapacityExpansion Using Analytical Modelsrdquo Transport vol 32 no 4pp 1ndash17 2017

[18] S Wang L Sun J Rong S Hao and W Luo ldquoTransit tripdistribution model considering land use differences betweencatchment areasrdquo Journal of Advanced Transportation vol 50no 8 pp 1820ndash1830 2016

[19] F Zheng X Liu H V Zuylen J Li and C Lu ldquoTravel TimeReliability for Urban Networks Modelling and Empiricsrdquo Jour-nal of Advanced Transportation vol 2017 Article ID 9147356 13pages 2017

[20] F Dobruszkes ldquoHigh-speed rail and air transport competitionin Western Europe a supply-oriented perspectiverdquo TransportPolicy vol 18 no 6 pp 870ndash879 2011

[21] R T T Forman ldquoEstimate of the area affected ecologically bythe road system in the United StatesrdquoConservation Biology vol14 no 1 pp 31ndash35 2000

[22] L Shuangcheng X Yueqing Z Qiaofu and W Lei ldquoSta-tistical Analysis on the Relationship between Road Networkand Ecosystem Fragmentation in Chinardquo Progress In Geog-raphy 2004 httpencnkicomcnArticle enCJFDTOTAL-DLKJ200405009htm

[23] J Chai Q-Y Lu S-Y Wang and K K Lai ldquoAnalysis ofroad transportation energy consumption demand in ChinardquoTransportation Research Part D Transport and Environmentvol 48 pp 112ndash124 2016

[24] X Hu S Chang J Li and Y Qin ldquoEnergy for sustainableroad transportation in China Challenges initiatives and policyimplicationsrdquo Energy vol 35 no 11 pp 4289ndash4301 2010

[25] R T T Forman and L E Alexander ldquoRoads and their majorecological effectsrdquo Annual Review of Ecology Evolution andSystematics vol 29 pp 207ndash231 1998

[26] X Yan and R J Crookes ldquoEnergy demand and emissions fromroad transportation vehicles in Chinardquo Progress in Energy andCombustion Science vol 36 no 6 pp 651ndash676 2010

[27] S Zhang and B Lin ldquoInvestigating the rebound effect inroad transport system Empirical evidence from Chinardquo EnergyPolicy vol 112 pp 129ndash140 2018

[28] Z Luo G Wan C Wang and X Zhang ldquoUrban pollution androad infrastructure A case study of Chinardquo China EconomicReview vol 49 pp 171ndash183 2018

[29] B Jiang S Liang Z-R Peng et al ldquoTransport and public healthin China the road to a healthy futurerdquoThe Lancet vol 390 no10104 pp 1781ndash1791 2017

[30] J Chen F Zhao Z Liu X Ou and H Hao ldquoGreenhouse gasemissions from road construction in China A province-levelanalysisrdquo Journal of Cleaner Production vol 168 pp 1039ndash10472017

[31] B Luin S Petelin and F Al Mansour ldquoModeling the impactof road network configuration on vehicle energy consumptionrdquoEnergy vol 137 pp 260ndash271 2017

[32] Z LiMWu and B R Chen ldquoIs road infrastructure investmentin China excessive Evidence from productivity of firmsrdquoRegional Science amp Urban Economics vol 65 pp 116ndash126 2017

[33] S L Liu B S Cui S K Dong Z F Yang M Yang and K HoltldquoEvaluating the influence of road networks on landscape andregional ecological risk-A case study in Lancang River Valleyof Southwest Chinardquo Ecological Engineering vol 34 no 2 pp91ndash99 2008

[34] A FarooqM Xie E JWilliams V K Gahlot D Yan and Z YildquoDownsizing Strategy for Cars Beijing for People Not for CarsPlanning for Peoplerdquo Periodica Polytechnica TransportationEngineering vol 46 no 1 p 50 2017

[35] Y Xie J Gong P Sun X Gou and Y Xie ldquoImpacts of majorvehicular roads on urban landscape andurban growth in an aridregion A case study of Jiuquan city in Gansu Province ChinardquoJournal of Arid Environments vol 127 pp 235ndash244 2016

[36] L D Redon I L Viol F Jiguet N Machon O Scherand C Kerbiriou ldquoRoad network in an agrarian landscapePotential habitat corridor or barrier for small mammalsrdquo ActaOecologica vol 62 pp 58ndash65 2015

[37] J Fan J Li Z Quan XWu L Hu andQ Yang ldquoImpact of roadconstruction on giant pandarsquos habitat and its carrying capacityin Qinling Mountainsrdquo Acta Ecologica Sinica vol 31 no 3 pp145ndash149 2011

[38] M Karlson U Mortberg and B Balfors ldquoRoad ecologyin environmental impact assessmentrdquo Environmental ImpactAssessment Review vol 48 pp 10ndash19 2014

[39] A Farooq M Xie E J Williams V K Gahlot D Yanand Z Yi ldquoIntegrated Planning Model for Safe and Sus-tainable Transportation Development in Beijing Chinardquo inProceedings of the International Conference on Material Scienceand Environment Protection Nanjing China 2017 httpdpi-proceedingscomindexphpdtmsearticleview10874

[40] J P Rodrigue ldquoThe Route Selection Processrdquo The Geographyof Transport Systems 2017 httpspeoplehofstraedugeotransengmethodsch2m2enhtml

[41] R E Burns ldquoTransport Planning Selection of AnalyticalTechniquesrdquo Journal of Transport Economics and Policy vol 113no 3 pp 306ndash321 1969 httpwwwbathacuke-journalsjteppdfVolume 111 No 3 306-321pdf

[42] K Tanczos and A Torok ldquoLinear optimization model of urbanareas operating efficiencyrdquoTransport vol 23 no 3 pp 225ndash2282007


[43] Geography and Geoinformation Science (GGS) George MasonUniversity httpcosgmueduggsresearch

[44] X Hu Z Wu C Wu et al ldquoEffects of road network ondiversiform forest cover changes in the highest coverage regionin China An analysis of sampling strategiesrdquo Science of the TotalEnvironment vol 565 pp 28ndash39 2016

[45] S Y Chang W Vizuete A Valencia et al ldquoA modeling frame-work for characterizing near-road air pollutant concentrationat community scalesrdquo Science of the Total Environment vol 538pp 905ndash921 2015

[46] Z Guo D Hu F Zhang G Huang and Q Xiao ldquoAn integratedmaterial metabolism model for stocks of urban road system inBeijing Chinardquo Science of The Total Environment vol 470-471pp 883ndash894 2014

[47] J A Black A Paez and P A Suthanaya ldquoSustainable UrbanTransportation Performance Indicators and Some AnalyticalApproachesrdquo Journal of Urban Planning and Development vol128 no 4 pp 184ndash209 2002

[48] M Jakimavicius ldquoA Gis Based Urban Transport System Anal-ysis And Ranking in Transportation Zones of Vilnius Cityrdquoin Proceedings of the 7th International Conference Faculty ofEnvironmental Engineering Vilnius Gediminas Technical Uni-versity Vilnius Lithuania 2008 httpciteseerxistpsueduviewdocdownloaddoi=10116044808amprep=rep1amptype=pdf

[49] H J Mille and S L Shaw Geographic Information Systems forTransportation Principles and Applications Oxford UniversityPress 2001 httplibrarywurnlWebQueryclc1860454

[50] M M Hamed and S M Easa ldquoIntegrated modeling of urbanshopping activitiesrdquo Journal of Urban Planning Developmentvol 124 no 3 pp 115ndash131 1998

[51] Z Xie and J Yan ldquoKernelDensity Estimation of traffic accidentsin a network spacerdquo Computers Environment and Urban Sys-tems vol 32 no 5 pp 396ndash406 2008

[52] R Liu Z-Q Zhang W-M Li and C Zhou ldquoDetermination offour components in Forsythia suspensa from different habitatsand different processed products by HPLCrdquo Chinese Journal ofExperimental Traditional Medical Formulae vol 17 no 14 pp83ndash86 2011

[53] S A Fleming Commuter Rail Many Factors Influence Liabilityand Indemnity Provisions and Options Exist to Facilitate Ne-gotiations DIANEPublishing 2009 httpwwwebooksdborgreadingGB2C1A30165CG4GEGD16G669Commuter-RailndashMany-Factors-Influence-Liability-And-Indemnity-Provisions-And-Opt

[54] R Warren Rail and the City ldquoShrinking Our Carbon Foot-print While Reimagining Urban Spacerdquo Urban and IndustrialEnvironments The MIT Press 2014 httpsmitpressmitedubooksrail-and-city

[55] M D Meyer Transportation Planning Handbook John Wileyamp Sons 4th edition 2016 httpaswileycomWileyCDAWileyTitleproductCd-1118762355html

[56] T SaatyTheAnalytic Hierarchy Process Revised editions Paper-back (1996 2000)McGrawHill NewYork USA InternationalRWS Publications Pittsburgh PA USA 1980

[57] T L Saaty ldquoFundamentals of the analytic network processDependence and feedback in decision-making with a singlenetworkrdquo Journal of Systems Science and Systems Engineeringvol 13 no 2 pp 129ndash157 2004

[58] R W Saaty ldquoDecision Making in Complex Environments (TheAnalytic Network Process (ANP) for Dependence And Feed-back)rdquo httpssuperdecisionscomsd resourcesv28 man02pdf 2016

[59] T L Saaty ldquoDecision making with the analytic hierarchyprocessrdquo International Journal of Services Sciences vol 1 no1 pp 83ndash98 2008 httpswwwcoloradoedugeographyleykgeog 5113readingssaaty 2008pdf

[60] Z Wang J Chen W Zheng and X Deng ldquoDynamics ofland use efficiency with ecological intercorrelation in regionaldevelopmentrdquo Landscape andUrban Planning vol 177 pp 303ndash316 2018

[61] Z Shao The New Urban Area Development (A Case Study inChina) Springer Verlag Berlin Heidelberg Germany 2015

[62] L Qin ldquoXiongrsquoanNewDistrict An old idea is finally acceptedrdquoChina Dialogue httpswwwchinadialoguenetculture9937-Xiong-an-New-District-An-old-idea-is-finally-accepteden2017

[63] Xinhua ldquoChina to create Xiongan New Area in Hebeirdquo Xin-huanet News httpwwwhxencomenglishnewsnation2017-04-02463436html 2017

[64] Chinadaily Central Government to Further Shift Non-EssentialFunctions Out of Beijing China Daily Beijing MunicipalChina 2017 httpwwwchinadailycomcnbeijing2015-0216content 19602930htm

[65] News Authoritative experts talk about the new area Essen-tially the countryrsquos deputy (权威专家谈雄安新区本质上就是国家副都) 凤凰新媒体 (Phoenix New Media)and Southern Weekend httpfinanceifengcoma2017040415283145 0shtml (Report in Chinese) 2017

[66] O Nagai China to Build Massive City Southwest of BeijingNikkei Asian Review 2017 httpsasianikkeicomPolitics-EconomyPolicy-PoliticsChina-to-build-massive-city-south-west-of-Beijing

[67] Wang The State Council Decided to Establish a New Area ofHebei (国务院决定设立河北雄安新区) 新华社 (Xin-hua News Agency) 2017 httpnewsxinhuanetcompolitics2017-0401c 1120741571htm (Report in Chinese)

[68] baidu City Road Grade (CJJ37-2012) Road Code Baidu Data-base 2012 httpsmaxbook118comhtml2015082924260678shtm

[69] Cheng Classification Basis of Highway Grade (in Chinese)Baidu Database Library 2014 httpswenkubaiducomview047d2de965ce050876321367html

[70] Cheng Technical Parameters of Highways at All LevelsBaidi Library Database 2015 httpswenkubaiducomview4ae4e45d192e45361166f546html (Report in Chinese)

[71] Z Ying ldquoResidents1015840 Activity-travel Behavior Variation byCommunities in Beijing Chinardquo Chinese Geographical Sciencevol 23 no 4 pp 492ndash505 2013

[72] Schweiz Swissmetro Network 2005png Bernese media Swiss-metro Switzerland 2007 httpschweizwikiacomwikiDateiSwissmetro Network 2005png (Report in German Language)

[73] Bahn Die drei Zentralschweizer Projekte Herzstucke der laquoBahn2030raquo Bahn Sekretariat ZRK Switzerland 2009 httpswwwzrkchfileadmindateiendokumenteparl-treffen 2009Posi-tionspapier f npdf (Article in German Languague)

[74] P Schneeberger In einer Stunde von Zurich nach LausannerdquoNueu Zurcher Zeitung (Newspaper) 2010 httpswwwnzzchin einer stunde von zuerich nach lausanne-15504033 (Re-port in German Language)

[75] Statista Residential population of the city of Munich in 2016 byage group The Statistics Portal 2016 httpswwwstatistacomstatistics519723munich-population-by-age-group


[76] T Wolf Munich Population 2017 World Population Review2017 httpworldpopulationreviewcomworld-citiesmunich-population

[77] L MunchenMobilitat in Deutschland (MiD) Alltagsverkehr inMunchen landeshauptstadt munchen referat fur stadtplanungund bauordnung Munich Germany 2008 httpdocplayerorg30734542-Mobilitaet-in-deutschland-mid-alltagsverkehr-in-muenchen-im-muenchner-umland-und-im-mvv-verbun-draumhtml (Report in German Language)

[78] MVG Munich Transport Corporation Munchner Verkehrsge-sellschaft (MVG) 2014 httpswwwmvgdedammvgueberunternehmensprofilmvg-image-englisch-spdf

[79] T Mazzella Prioritizing Public Transit for Speed Reliabilityand Rider Satisfaction Urban and Regional Policy 2013 httpwwwgmfusorgpublicationsprioritizing-public-transit-speed-reliability-and-rider-satisfaction

[80] Y Fan A Guthrie and D Levinson ldquoPerception of WaitingTime at Transit Stops and Stations Effects of basic amenitiesgender and securityrdquoTransportation Research Part A Policy andPractice vol 88 pp 251ndash264 2016

[81] H Iseki B D Taylor and M Miller The Effects of Out-of-Vehicle Time on Travel Behavior Implications for TransitTransfers California Department of Transportation Division ofResearch and Innovation California USA 2006 httpswwwitsuclaeduwp-contentuploadssites6201406Appendix-Apdf

[82] O Froidh ldquoDesign speed for new high-speed linesrdquo Journal ofRail Transport Planning ampManagement vol 4 no 3 pp 59ndash692014

[83] S L Sogin Y C Lai C T Dick andC P Barkan ldquoAnalyzing theIncremental Transition from Single to Double Track RailwayLinesrdquo Proceedings of the Institution of Mechanical EngineersPart F Journal of Rail and Rapid Transit vol 230 no 8 2015

[84] T L Saaty Super Decision Software Implementation TechniquealongwithAnalytic Hierarchical Process (AHP)AndTheAnalyticNetwork Process (ANP) Creative Decisions Foundation 2017httpwwwsuperdecisionscom

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knowledge unjustifiable assumptions in modeling uncer-tainty regarding model validation and lack of transparencyhave led to considerable skepticism with planning [1] Thelack of suitable integrated approaches strongly affects thequality and reduces the attractiveness of transit networksin developing countries [7] Lack of robust transportationmodels planning and traffic forecasting inefficient landuse and inefficient interfaces between different means oftransportation and inaccurate analysis of supply and demandare basic recurring problems in many developing countries[9] Due to the different mindsets of transportation plannersmany priorities such as cost-benefit analyses and environ-mental impact assessments remain unresolved and put theoverall plan at serious risk [1]

11 Literature Review China is leading the world in high-speed rail network capacity with 16000kmof track in serviceannual passenger volume of 2122992 million and annualfreight volume of 4099 billion tons [10] The passenger hasdifferent preferences depending on distance and time [11]The uncertainty of the time needed to travel by road hasbecome a major concern from the perspective of the travelerwhose experience of the same trip varies from day to day[12ndash14] In assessing rail capacity it is possible to definethe maximum number of trains that can pass a bottlenecksection in a fixed period of time The performance of anytransportation system is limited by its own capacity [8 15ndash17]Chinese cities are still struggling with air pollution problemsA study found that from2006 onwards rail transportation hasbeen playing an integral part in environmental recovery andhas had a significant positive impact in China [10]

Accessibility and connectivity are the most importantparameters to consider in establishing an integrated trans-portation network in a city The initial step is to analyze andunderstand the existing transportation network and seek toutilize resourcesmore efficiently rather than just to extend thenetwork [11] The growth of the Chinese economy places thetransportation system under pressure The tension betweenincreased demands for transport and constraints imposedby environmental protection increases the complexity ofthe overall transport problem [10] Land use and passengervolume have a strong correlation in Beijing The existence ofplaces of interest and the likelihood that large numbers willwish to visit them are important factors to be considered bythe urban planner and transportation planner [18] Transittravel time reliability has become a very hot topic for researchin recent decades due to congestion [19]The best options fortravel mode choice travel time and distance and safety andcomfort are heavily dependent on Beijing passenger volumeThe best options for travel mode choice travel time anddistance and safety and comfort are heavily dependent onBeijing passenger volume [18] Internal-combustion vehicleson roads emit much more pollution than trains using therailways Therefore the environmental cost of railways ismarkedly less than that of roadways [20] In the United States15-20 of the land is used by road networks in China thecorresponding percentage is 19 [21 22]

Urbanization increases the number of automobiles andmileage of road usage and increases the pressure to invest

more money in the autoindustry to increase GDP [23]The rapid expansion of the road network is considered themajor factor affecting sustainable development in China[24] Urbanization is the catalyst in increasing automobilemanufacturing vehicle ownership expansion of road net-work and social interaction [23] Road network effects thesocial networking and interaction while social life is widelyaffected by transportation facility available in the cities [25]Many research studies have found that the expansion of roadtransportation results in the increase of vehicle ownershipenergy use and higher emission levels increasing congestionever more complex and intrusive road networks a vehicle-based society and inefficient usage of available resources [426ndash32]

Every one percent increase in GDP for road transporta-tion is responsible for an increase in energy consumptionof 033 percent and 126 percent of urbanization [23] Manyresearch studies have found that the road network in Beijingis complex and dense and continuous expansion in roadinfrastructure strongly affects the future development of thecity along with increased motorization [4 33 34] Roadnetwork structure (either single lane or multilane) stronglyincreases the ecological risk need for more risk assessmentdivision and interference in the regional forest landscape [3335ndash37]The expansion of the road network has many adverseeffects such as separation effects greater ecological risk anincreased level of air pollution faster habitat destruction andpedestrian safety [4 38 39]

Various methods are available for route selection afeasible route will be defined as one reducing the overallcost of transportation (operating cost construction costminimum separation effects and environmentally friendly)and increasing efficiency (direct route shortest travel dis-tance better accessibility and mobility options) [40 41]The presence of many criteria is common to many areasof scientific research In transport this method is used forexample to determine the mode of transportation to esti-mate the passenger satisfaction and to evaluate the transportprojects and for other purposes Transportation planningand modeling with GIS have made analysis convenientand accessible many real transportation problems can beanalyzed forecast and simulated with GIS [42] Launchingtransportation applications in GIS has increased the usageof GIS for transportation planning and modeling in recentyears now it is referred to by the acronym GIS-T [43]Technological improvement is continually progressing andrapid development of geographic information system (GIS)of spatial information technology is now used more widely[44ndash46] Studies have found that accessibility transportationplanning transit network analysis and social economic andenvironmental implications can be evaluated [47 48] GIScan be used to ascertain the ldquoattraction nodesrdquo (eg officestourist attractions and hotels) within a broad area [49]and GIS applications pertinent to the field of transportationengineering were developed [50] to analyze the impact ofactivity trips on regional transportation patterns Within GISit is now possible to analyze forecast simulate and imple-ment an imaginary transportation model expansion roadnetwork analysis and regional road network design [51 52]


















Grass

Broadleaved Forest


Roads



City centre

∘E

∘E

∘E

∘E

∘

N∘

N

∘

N∘

N

∘

N∘

N

0 10 20 40 60 80

Kilometers










∘E

∘

E

∘E

∘

E

∘

N

∘

N

N

EW

S


3001-60006001-1200012001- 18000

18001-2400024001-30000























Water


Vegetation





∘E

∘E

∘

N∘

N

∘

N∘

N

0 5 10 20 30 40

Kilometers







A

BC

D

E

F

GH

I

C-3

C-2C-1

X NODEC-n Ｈ

ＮＢ CORRIDOR

























∘E

∘

E

∘E

∘

E

N

EW

S

0 5 10 20 30 40

Kilometers

∘

N∘

N

∘

N∘

N

(a)

High 229Low 1



N

EW

S


∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(b)


Low 0


N

EW

S

0 5 10 20 30 40

Kilometers

∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(c)






type oftransport

V1Existingintercity


3h 30minute-4hour


Bus andSubway Road

V2 New line 105

Metrorailway

(High-speedLine)



SubwayStations


1 hour 48minute

6th RingRoad+

Motorway



2 hour 8minute

6th RingRoad+

Motorway



2 hour 24minute

6th RingRoad+

Motorway








Cri

teri

on

Weight000 005 010 015 020






017

027

021

018

018

000 005 010 015 020 025 030



V3Motorway-1

V4Motorway-2

V5Motorway-3

Weight

Vari

ant

















5 Conclusion




Appendix



119886119894119894 = 1119886119894119895 = 0119886119895119894 = 1119886119894119895

(A1)


119860119882 = 120582max119882 (A2)

120582max = 119899sum119894=1

[[(119899sum119895=1

119886119894119895) 119882119894]] (A3)



119862119877 = 119862119868119877119868 le 01 (A4)


0201

0201

0223

0224

0152

0 01 02 03 04 05 06 07 08 09 1



V3MOTORWAY-1

V4MOTORWAY-2

V5MOTORWAY-3



n 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15RI 0 0 058 09 112 124 132 141 145 149 151 148 156 157 159



119862119868 = 120582max minus 119899119899 minus 1 (A5)






Acknowledgments



References



























































































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia



















Grass

Broadleaved Forest


Roads



City centre

∘E

∘E

∘E

∘E

∘

N∘

N

∘

N∘

N

∘

N∘

N

0 10 20 40 60 80

Kilometers










∘E

∘

E

∘E

∘

E

∘

N

∘

N

N

EW

S


3001-60006001-1200012001- 18000

18001-2400024001-30000























Water


Vegetation





∘E

∘E

∘

N∘

N

∘

N∘

N

0 5 10 20 30 40

Kilometers







A

BC

D

E

F

GH

I

C-3

C-2C-1

X NODEC-n Ｈ

ＮＢ CORRIDOR

























∘E

∘

E

∘E

∘

E

N

EW

S

0 5 10 20 30 40

Kilometers

∘

N∘

N

∘

N∘

N

(a)

High 229Low 1



N

EW

S


∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(b)


Low 0


N

EW

S

0 5 10 20 30 40

Kilometers

∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(c)






type oftransport

V1Existingintercity


3h 30minute-4hour


Bus andSubway Road

V2 New line 105

Metrorailway

(High-speedLine)



SubwayStations


1 hour 48minute

6th RingRoad+

Motorway



2 hour 8minute

6th RingRoad+

Motorway



2 hour 24minute

6th RingRoad+

Motorway








Cri

teri

on

Weight000 005 010 015 020






017

027

021

018

018

000 005 010 015 020 025 030



V3Motorway-1

V4Motorway-2

V5Motorway-3

Weight

Vari

ant

















5 Conclusion




Appendix



119886119894119894 = 1119886119894119895 = 0119886119895119894 = 1119886119894119895

(A1)


119860119882 = 120582max119882 (A2)

120582max = 119899sum119894=1

[[(119899sum119895=1

119886119894119895) 119882119894]] (A3)



119862119877 = 119862119868119877119868 le 01 (A4)


0201

0201

0223

0224

0152

0 01 02 03 04 05 06 07 08 09 1



V3MOTORWAY-1

V4MOTORWAY-2

V5MOTORWAY-3



n 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15RI 0 0 058 09 112 124 132 141 145 149 151 148 156 157 159



119862119868 = 120582max minus 119899119899 minus 1 (A5)






Acknowledgments



References



























































































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia




∘E

∘

E

∘E

∘

E

∘

N

∘

N

N

EW

S


3001-60006001-1200012001- 18000

18001-2400024001-30000























Water


Vegetation





∘E

∘E

∘

N∘

N

∘

N∘

N

0 5 10 20 30 40

Kilometers







A

BC

D

E

F

GH

I

C-3

C-2C-1

X NODEC-n Ｈ

ＮＢ CORRIDOR

























∘E

∘

E

∘E

∘

E

N

EW

S

0 5 10 20 30 40

Kilometers

∘

N∘

N

∘

N∘

N

(a)

High 229Low 1



N

EW

S


∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(b)


Low 0


N

EW

S

0 5 10 20 30 40

Kilometers

∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(c)






type oftransport

V1Existingintercity


3h 30minute-4hour


Bus andSubway Road

V2 New line 105

Metrorailway

(High-speedLine)



SubwayStations


1 hour 48minute

6th RingRoad+

Motorway



2 hour 8minute

6th RingRoad+

Motorway



2 hour 24minute

6th RingRoad+

Motorway








Cri

teri

on

Weight000 005 010 015 020






017

027

021

018

018

000 005 010 015 020 025 030



V3Motorway-1

V4Motorway-2

V5Motorway-3

Weight

Vari

ant

















5 Conclusion




Appendix



119886119894119894 = 1119886119894119895 = 0119886119895119894 = 1119886119894119895

(A1)


119860119882 = 120582max119882 (A2)

120582max = 119899sum119894=1

[[(119899sum119895=1

119886119894119895) 119882119894]] (A3)



119862119877 = 119862119868119877119868 le 01 (A4)


0201

0201

0223

0224

0152

0 01 02 03 04 05 06 07 08 09 1



V3MOTORWAY-1

V4MOTORWAY-2

V5MOTORWAY-3



n 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15RI 0 0 058 09 112 124 132 141 145 149 151 148 156 157 159



119862119868 = 120582max minus 119899119899 minus 1 (A5)






Acknowledgments



References



























































































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia


















Water


Vegetation





∘E

∘E

∘

N∘

N

∘

N∘

N

0 5 10 20 30 40

Kilometers







A

BC

D

E

F

GH

I

C-3

C-2C-1

X NODEC-n Ｈ

ＮＢ CORRIDOR

























∘E

∘

E

∘E

∘

E

N

EW

S

0 5 10 20 30 40

Kilometers

∘

N∘

N

∘

N∘

N

(a)

High 229Low 1



N

EW

S


∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(b)


Low 0


N

EW

S

0 5 10 20 30 40

Kilometers

∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(c)






type oftransport

V1Existingintercity


3h 30minute-4hour


Bus andSubway Road

V2 New line 105

Metrorailway

(High-speedLine)



SubwayStations


1 hour 48minute

6th RingRoad+

Motorway



2 hour 8minute

6th RingRoad+

Motorway



2 hour 24minute

6th RingRoad+

Motorway








Cri

teri

on

Weight000 005 010 015 020






017

027

021

018

018

000 005 010 015 020 025 030



V3Motorway-1

V4Motorway-2

V5Motorway-3

Weight

Vari

ant

















5 Conclusion




Appendix



119886119894119894 = 1119886119894119895 = 0119886119895119894 = 1119886119894119895

(A1)


119860119882 = 120582max119882 (A2)

120582max = 119899sum119894=1

[[(119899sum119895=1

119886119894119895) 119882119894]] (A3)



119862119877 = 119862119868119877119868 le 01 (A4)


0201

0201

0223

0224

0152

0 01 02 03 04 05 06 07 08 09 1



V3MOTORWAY-1

V4MOTORWAY-2

V5MOTORWAY-3



n 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15RI 0 0 058 09 112 124 132 141 145 149 151 148 156 157 159



119862119868 = 120582max minus 119899119899 minus 1 (A5)






Acknowledgments



References



























































































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia



A

BC

D

E

F

GH

I

C-3

C-2C-1

X NODEC-n Ｈ

ＮＢ CORRIDOR

























∘E

∘

E

∘E

∘

E

N

EW

S

0 5 10 20 30 40

Kilometers

∘

N∘

N

∘

N∘

N

(a)

High 229Low 1



N

EW

S


∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(b)


Low 0


N

EW

S

0 5 10 20 30 40

Kilometers

∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(c)






type oftransport

V1Existingintercity


3h 30minute-4hour


Bus andSubway Road

V2 New line 105

Metrorailway

(High-speedLine)



SubwayStations


1 hour 48minute

6th RingRoad+

Motorway



2 hour 8minute

6th RingRoad+

Motorway



2 hour 24minute

6th RingRoad+

Motorway








Cri

teri

on

Weight000 005 010 015 020






017

027

021

018

018

000 005 010 015 020 025 030



V3Motorway-1

V4Motorway-2

V5Motorway-3

Weight

Vari

ant

















5 Conclusion




Appendix



119886119894119894 = 1119886119894119895 = 0119886119895119894 = 1119886119894119895

(A1)


119860119882 = 120582max119882 (A2)

120582max = 119899sum119894=1

[[(119899sum119895=1

119886119894119895) 119882119894]] (A3)



119862119877 = 119862119868119877119868 le 01 (A4)


0201

0201

0223

0224

0152

0 01 02 03 04 05 06 07 08 09 1



V3MOTORWAY-1

V4MOTORWAY-2

V5MOTORWAY-3



n 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15RI 0 0 058 09 112 124 132 141 145 149 151 148 156 157 159



119862119868 = 120582max minus 119899119899 minus 1 (A5)






Acknowledgments



References



























































































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia





∘E

∘

E

∘E

∘

E

N

EW

S

0 5 10 20 30 40

Kilometers

∘

N∘

N

∘

N∘

N

(a)

High 229Low 1



N

EW

S


∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(b)


Low 0


N

EW

S

0 5 10 20 30 40

Kilometers

∘E

∘

E

∘E

∘

E

∘

N∘

N

∘

N∘

N

(c)






type oftransport

V1Existingintercity


3h 30minute-4hour


Bus andSubway Road

V2 New line 105

Metrorailway

(High-speedLine)



SubwayStations


1 hour 48minute

6th RingRoad+

Motorway



2 hour 8minute

6th RingRoad+

Motorway



2 hour 24minute

6th RingRoad+

Motorway








Cri

teri

on

Weight000 005 010 015 020






017

027

021

018

018

000 005 010 015 020 025 030



V3Motorway-1

V4Motorway-2

V5Motorway-3

Weight

Vari

ant

















5 Conclusion




Appendix



119886119894119894 = 1119886119894119895 = 0119886119895119894 = 1119886119894119895

(A1)


119860119882 = 120582max119882 (A2)

120582max = 119899sum119894=1

[[(119899sum119895=1

119886119894119895) 119882119894]] (A3)



119862119877 = 119862119868119877119868 le 01 (A4)


0201

0201

0223

0224

0152

0 01 02 03 04 05 06 07 08 09 1



V3MOTORWAY-1

V4MOTORWAY-2

V5MOTORWAY-3



n 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15RI 0 0 058 09 112 124 132 141 145 149 151 148 156 157 159



119862119868 = 120582max minus 119899119899 minus 1 (A5)






Acknowledgments



References



























































































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia






type oftransport

V1Existingintercity


3h 30minute-4hour


Bus andSubway Road

V2 New line 105

Metrorailway

(High-speedLine)



SubwayStations


1 hour 48minute

6th RingRoad+

Motorway



2 hour 8minute

6th RingRoad+

Motorway



2 hour 24minute

6th RingRoad+

Motorway








Cri

teri

on

Weight000 005 010 015 020






017

027

021

018

018

000 005 010 015 020 025 030



V3Motorway-1

V4Motorway-2

V5Motorway-3

Weight

Vari

ant

















5 Conclusion




Appendix



119886119894119894 = 1119886119894119895 = 0119886119895119894 = 1119886119894119895

(A1)


119860119882 = 120582max119882 (A2)

120582max = 119899sum119894=1

[[(119899sum119895=1

119886119894119895) 119882119894]] (A3)



119862119877 = 119862119868119877119868 le 01 (A4)


0201

0201

0223

0224

0152

0 01 02 03 04 05 06 07 08 09 1



V3MOTORWAY-1

V4MOTORWAY-2

V5MOTORWAY-3



n 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15RI 0 0 058 09 112 124 132 141 145 149 151 148 156 157 159



119862119868 = 120582max minus 119899119899 minus 1 (A5)






Acknowledgments



References



























































































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia



017

027

021

018

018

000 005 010 015 020 025 030



V3Motorway-1

V4Motorway-2

V5Motorway-3

Weight

Vari

ant

















5 Conclusion




Appendix



119886119894119894 = 1119886119894119895 = 0119886119895119894 = 1119886119894119895

(A1)


119860119882 = 120582max119882 (A2)

120582max = 119899sum119894=1

[[(119899sum119895=1

119886119894119895) 119882119894]] (A3)



119862119877 = 119862119868119877119868 le 01 (A4)


0201

0201

0223

0224

0152

0 01 02 03 04 05 06 07 08 09 1



V3MOTORWAY-1

V4MOTORWAY-2

V5MOTORWAY-3



n 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15RI 0 0 058 09 112 124 132 141 145 149 151 148 156 157 159



119862119868 = 120582max minus 119899119899 minus 1 (A5)






Acknowledgments



References



























































































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia









5 Conclusion




Appendix



119886119894119894 = 1119886119894119895 = 0119886119895119894 = 1119886119894119895

(A1)


119860119882 = 120582max119882 (A2)

120582max = 119899sum119894=1

[[(119899sum119895=1

119886119894119895) 119882119894]] (A3)



119862119877 = 119862119868119877119868 le 01 (A4)


0201

0201

0223

0224

0152

0 01 02 03 04 05 06 07 08 09 1



V3MOTORWAY-1

V4MOTORWAY-2

V5MOTORWAY-3



n 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15RI 0 0 058 09 112 124 132 141 145 149 151 148 156 157 159



119862119868 = 120582max minus 119899119899 minus 1 (A5)






Acknowledgments



References



























































































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia



0201

0201

0223

0224

0152

0 01 02 03 04 05 06 07 08 09 1



V3MOTORWAY-1

V4MOTORWAY-2

V5MOTORWAY-3



n 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15RI 0 0 058 09 112 124 132 141 145 149 151 148 156 157 159



119862119868 = 120582max minus 119899119899 minus 1 (A5)






Acknowledgments



References



























































































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia



















































































RoboticsJournal of




VLSI Design



Shock and Vibration







Journal of



Volume 2018



Volume 2018


Journal of




SensorsJournal of



RotatingMachinery





Propagation






Hindawi


Advances in

Multimedia


transportation planning through gis and multicriteria...

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