Urban Rail Transit Demand-Supply Study – Based on GIS and Space Syntax

A case study of Hangzhou City

WU Yi-zhou1,CHEN Xue-wei

2,ZHU Jia-yi

3

(1. 2. 3. Zhejiang University of Technology, Hangzhou 310014, China)

[Abstract]

Early in the metro transit network construction, transit facilities and industrial layout are directly related to

the efficiency of site operation. Choosing appropriate evaluation methods, and judging the supply and demand

in the space dimension, can provide the scientific basis for further planning and design. This paper uses

Hangzhou subway Line 1 as an example through space syntax model to conduct quantitative analysis research

on the 31 railway stations of Hangzhou subway line 1 which has inputs operations. Based on the metro

transport accessibility evaluation, GIS-AHP method was applied, integrating current information and obtaining

the space distribution characteristics of the metro transit requirements. Combined with the research data and

spatial integration mechanism for interacting with metro transit demand, the paper provides further discussion

of Hangzhou subway line 1 facility layout strategies and suggestions for its future development.

[Keywords] space syntax；GIS； subway transportations；supply and demand of transportation

1 Introduction

Layout of rail transit network based on the transport needs and the allocation rules of resources of urban

space. However, the phenomena of transfer facilities does not match the traffic demands, traffic space

disperseor even conflicts with spatial partitioning widely observed. In the critical period of the accelerated

urbanization process, based on scientific and rational assessment of transport supply and demand, to further

improve the layout of the rail network and supporting facilities is an effective way to improve the quality of

China's urbanization.

In the beginning of metro transit construction, the layout of transit facilities directly relates to the

operations and using efficiency of each site. Actually it reveals a number of issues: some of them are located in

the center of the cities, having strong attraction to get more industry agglomeration and space support because

of the capacity on control and arrangement. While some of the sites are located in the new district or area of the

relatively small proportion of built up region, all kinds of needs do not come in conjunction with functions of city

causing a certain degree of resources waste. Worse still, it is not able to get more potential into the rail transit

system if transfer facilities layout is not perfect. Therefore, under the new trend of urban rail transit development,

the transport demand and traffic integration should be more closely connected, and planning ideas and methods

should be more focused on providing the assessment of supply and demand to eventually achieve the goal of

balancing transport supply and demand.

Rail transit systems in the developed countries have been developed and the focus has been changed from

the spatial distribution and transfer of resource allocation to performance evaluation and security issues. There

are typically studies: Geertman and Ritsema (1995) evaluated the traffic network accessibility based on GIS and

spatial potential model[1]. Raveau (2010) proposed a model for assessment of transit routes based on the

elements like transfer time, cost and location[2]. Kumar Parida (2011) raised an evaluation model for transfer,

built by five important safety factors and based on the data analysis[3].Gordon (2013) evaluated the transfer of a

bus, intercity rail and ferry based on cost of service systems. [4]

As for the traffic supply issue, researches and practices from domestic scholars are concentrated on the

introduction of the Western academic concept. Currently, there are several methods to assess the traffic network

like the equivalent line method, distance method, space syntax and GIS of space analysis method. For instance,

Chen Mingxing and Shen Fei (2005) introduced space syntax theory, proposed two new variable, mastery

capacity and integrated degree, and put space syntax model into the quantitative of empirical research for city

traffic network[5]. Cheng Changxiu and Zhang Wenchang (2007) combined Metro features of conversion times

and took the form analysis variable of the average depth value in space syntax, quantitatively evaluating the

accessibility of subways in Beijing. Chen Shaopei, (2013) based on evaluation track traffic network space

connected, using ArcGIS platform of anti-distance weight plug value method generated equivalent line figure,

sketched out overall network of mastery space pattern and described its space features[7].

To recapitulate, it is extremely urgent to have appropriate assessments for transport supply and demand

assessment methodologies due to current issues on some cities of urban rail transit development and inefficient

public transport supply. This paper will discuss supply and demand characteristic of urban rail transit (Figure 1)

by using model site space syntax integration, considering the GIS-AHP model to assess the demand for rail

transport in the region, and taking into account the elements of reality.

Figure 1. Contradiction between supply and demand assessments of urban rail transit routes

2. Spatial integration analysis on Hangzhou Metro Line 1

2.1 Preparation

The urban transportation was taken from Hangzhou map (2013), running the Convert function in the

DepthmapX software, and doing Axial data conversion to get the spatial axes graph of Hangzhou. It is needed to

click on the Point/Axial/Convex button under Tools feature, select the Run Graph Analysis, set the RADIUS as n, 3,

6, 9, and also set the distance weights to build Hangzhou City axis model.

2.2 Analysis of global spatial axes

Choose K=n represents the Total Integration and use it to showing the spatial layout of traffic networks on

behalf of Hangzhou. K=n, means Total Integration, which can be understood as a 1/(Total Depth). In this function,

Total Depth represents the number of stepsapplied to all spaces. The higher the value of Total Depth is, the

worse the city integration becomes. Integration is based on the inner structure of self-organization and during

system evolution, this mechanism stimulates and interferes into the existing space, which refers to the spatial

logic between road network and the changes of social activities. Integration helps to measure potential of

attracting traffic, which refers to the accessibility.

2.2.1 Features of global spatial axes

Polycentric is beginning to form and it appears obvious partition. Axis map of Hangzhou, as shown in Figure

2, main cities, Xiaoshan, Linping and Xiasha constitute to the main skeleton of the district. The core is still

dominated by the West Lake. More road and bridge constructions strengthen the links between main city of and

sub-centers. However, a more stable urban transport network still requires a certain timeto develop and be

applied in the community.

In the areas along the rail transit, every center is associated with the main city characterized by integration

of spatial differences. Global integration spatially showed significant changes, in which the main site in main

urban own average spatial integration is at 0.6155, Xiaoshan is 0.5462 while Lin Ping-Xiasha gets 0.4252 (table 1).

According to the color changed, the connection between main city zones with Xiaoshan is faster than the other

two sub-centers.

Figure 2. Hangzhou global axis model (K=n)

Table 1. Spatial integration of regional rail transit stations

Zong Average Integration Range Average Depth Number of station

Main ci ty zone 0.6155 0.5197-0.7013 13.3765 16

Xiaoshan 0.5462 0.5169-0.5754 14.8849 5

Linpin-Xiasha 0.4252 0.3801-0.5103 18.9410 10

2.2.2 Connotation of global space

The characteristics of a polycentric system are obvious. It is not difficult to conclude from the integration

differences in spatial distribution, that Hangzhou urban spatial system is in growth and development. The

number of integrated axis appears different in each level, which means that the degree of polycentric

development brings sequential changes. Sub centers, especially in Linping-Xiasha, have the low degree of

integration, which means that the development potential of the area needs to be tapped. It is obvious that the

space connection between sub-centers with the main city zones is strong, and that the radiations from the main

city to the sub-centers are increasingly strong.

Main city occupies a dominant position in the global development of space. Hangzhou has made rapid

development over the past decade, especially with "Qiantang River times". Because of that, Xiaoshan District has

been greatly improved in urbanization. However, the urban spatial structure and texture are still incomplete. This

conclusion has the universality towards the urban spatial structure of majority cities. According to the influence

from the location of traditional city, the inner factors are still inclined towards traditional spatial agglomeration.

On the contrary, because of its own network is fully developed, the new nuclear from sub-status still stay at the

center of traditional polar to maintaining the regional space systems.

2.3 Analysis of local spatial axis

The paper selected K=3 on behalf of local spatial integration using bright colors to represent the main road

network structure for each partition. In the analysis of local space axis, we can compare the integration

capabilities of local spaces and discuss the differences of regional integration from a smaller perspective.

2.3.1 Features of local spatial axis

Local integration represents the location of each zone, differences of integration and spatial developed

morphology. From Figure 3 we can conclude that the main towns, Xiaoshan, Linping and Xiasha have their

respective center regions. Among of them, the major city shows a larger area and higher level of high degree

integration space. Formation of local integration and each zones sharing similar spatial morphology, which

reflects the spatial restriction has affection on city development, such as triangular shape in Xiaoshan,

semicircular in Xiasha.

High integration of regional is closely connected with Metro Line 1. Compared to the global integration,

local integration can better represent the leading role of Line1 in regional resources integration. Fastest-growing

district centers are organized to be together, resulting in the development of potential increased in the spaces

link along Line1. If we need to integrate the development potential from Yuhang, Sandun and Xixi de, we should

wait for the construction of the other rail lines in the region.

Figure 3. Hangzhou local axis model (K=3)

2.3.2 Connotation of global space

The obvious changes from Integration of district centers existed, but were influenced by the limited factors.

In the local axis model, the classifications of integration are more evident, which indicates that the main city zone

and all districts present self-organization of their space in the city development. Influenced by other constraints,

such as space constraints, facilities, etc, every district embodies very special spatial form, which also provides

some references for the future partition.

The tractive effort from Line 1 shows greater influence on local issues rather than global ones. Compared

with the global axes model, a local axes model is better reflecting the proper connection between regional

centers and the main city zones by rail transit. Meanwhile, the main city owns highly consistent between global

and local integration which suggests that Hangzhou has always maintained a well synergy with the whole space

system in the process of development.

2.4 Intelligence analysis

In order to study the integration of local and global space deeply, we use the Scatter Plot feature in

DepthmapX and select K=n as the horizontal axis, K=3 for a vertical axis to do the global intelligent calculation.

Then we selected K=6 as the horizontal axis, K=3 for a vertical axis to do the local intelligent calculation. From the

scatter chart, we can figure out the spatial distribution of integration from two models, and we can also conclude

spatial integration ability of two models based on the comparison with correlation coefficient (r).

Figure 4. Hangzhou global and local axes model of intelligent scatter spot model

By Figure 4, we can figure out that scatter models present obvious differences among the axes models. The

slope of the global chart is significantly less than local one and it indicates that during the current situation, the

development speed in local spatial is better than global space. Only when the local space develops to a certain

stage, appears both broadly similar growth conditions.

The intelligence of global axes model is 0.2914 while local is 0.8478. It turns out that global integration

capability of Hangzhou is weak, and has various regional differences. On the contrary, the integration capability

of local is strong and it has formed a certain center, which illustrates that other-organization and

self-organization mechanism[8]

from the outside still need some time to unified and promote the changes of

urban spaces.

2.5 Evaluation of spatial integration

Based on the characteristics and connotation of Hangzhou global and local spatial axis models, we selected

geospatial nearest the rail site sections, by calculating the average value (using the global axes model, that is, K=n)

reflect the spatial integration of each site’s condition (table 2).

The affection of Hangzhou global space development mechanism towards the spatial integration around the

rail transit stations is "top-down". "Top-down" refers to regional differences emerging from the urban

agglomeration of industrial spaces and activity spaces. There are no district that can get rid of large space texture

or break through the existing spatial structure and social order. Therefore, we use the calculation from global axis

model to represent the spatial accessibility of rail transit stations.

The affection from Rail transit stations set on Hangzhou local spatial development is "bottom up". "Bottom

up" presents the rail transit lines break through the limitation and make the city develop along the line and ease

the situation of a large number of industries to concentrate. More importantly, the spatial integration is

calculated by existing traffic network, which means that the conclusion represents the city spatial accessibility in

only short-term (5 years) or medium term (10). As time goes on, new urban areas will continue to ease pressure

on crowded old city and the regional spatial integration is bound to stimulate some changes. Thereby, we still

need to adjust transfer facilities, industrial distribution, development intensity and so on.

Table 2. Space integration and average depth of transportation stations

Station Integration Average

Depth Station Integration

Average

Depth Station Integration

Average

Depth

Xianghu 0.5169 15.6395 Wulin 0.6455 12.7236 Jinshahu 0.4708 17.0726

Binkang 0.5188 15.5864 Culture square 0.7013 11.7901 Gaosha 0.4208 18.9841

Xixing 0.5474 14.8246 Datieguan 0.6465 12.7042 Wenze 0.4395 18.2197

Binhe 0.5723 14.2232 Zhanongkou 0.6628 12.4172 Qiaosi north 0.4422 18.1107

Jianglin 0.5754 14.1506 East railway 0.6265 13.0788 Qiaosi 0.4096 19.4756

Jinjiang 0.5984 13.6457 Penghu 0.6933 11.915 Wengmei 0.3965 20.0841

Wujiang 0.596 13.6962 Qibao 0.6294 13.0243 Yuhang 0.3801 20.9079

Chengzhan 0.5672 14.3419 Jiuhe 0.5893 13.8539 Nanyuan 0.3835 20.729

Dingan 0.593 13.7617 Jiubao 0.5309 15.2542 Linpin 0.3983 19.9982

Longxiang 0.6164 13.2764 Bus center 0.5197 15.5598

Fengqi 0.6316 12.9805 Xiasha west 0.5103 15.8282

3 Application of spatial distribution of rail transport needs based on GIS-AHP

3.1 Modeling and factors setting

This paper focuses on the idea that the economic circle structure, spatial configuration and social factors

have an important impact on the demand for rail transport. Meanwhile these factors are present in space as the

population density, the proportion of built-up areas, number of university and so on. GIS-AHP method based on

AHP as a balancing tool, based on the different importance of every element, analyzing comprehensively and

determine the weight of each factor (table 3). Based on a GIS platform, through the establishment of Hangzhou

metro demand model, realize the spatial analysis for multiple factors. Instead of arbitrary, we try to get a more

accurate and objective analysis of the results.

Table 3. Hangzhou urban mass transportation space requirements and weight

First Second Impact Reference Manage Weight

Economic

sphere

structure

Population

Density

Residents are both users of urban rail transit and i ts

clients . A certain amount of population s tock was

essential for promoting rail transi t network.

Hangzhou

yearbook

(2013)

Shapefile 0.1362

Business

Density

Business on behalf of the production, consumption,

dis tribution and social service industry. The area owns

high business density needs to better improve the

matching facilities contributing to the economic

activi ties.

Hangzhou

type C land

Point

density 0.0841

Influence

from

Wulin

Wulin is one of the busiest shopping area in Hangzhou

and an important symbol of commercial prosperi ty. The

covering rail transit is an important guarantee for Wulin

continues to expand influence and s trengthen the

economic value.

Location of

Wulin

Buffer

zone 0.0588

Influence

from

Qianjiang

Center

In recent years, Qianjiang Center is a concentration of

Hangzhou and along with increasing industries , i ts

economic s trength gradually showing. The covering rail

transport is the catalyst to s timulate the development.

Location of

Qianjiang

Center

Buffer

zone 0.0208

Price of

new house

Whether i t is easy to arrive i t is an important factor to

determine the price. Rail transport coverage will increase

the value of new homes and will also generate more

demand for rail traffic.

New house

trade

Inverse

dis tance

weighting

0.0334

Spatial

factors

distribution

Distance

of railway

s tation

Railway s tation is the major transportation hub of a ci ty.

Rail transit traffic not only will integrate the

transportation system, but also give a hand for people

who’d like to choose to take rail traffic.

Location of

railway

s tation

Buffer 0.0543

Number of

main road

More main roads means more accessible. It also refers to

that higher demand for transportation which requires rail

traffic running to share in road traffic.

Measure Shapefile 0.1238

Bus

s tation

density

The higher the bus s tation density, the greater the

pressure on the roads . It requires the rail traffic to share

the population to relieve road congestion.

Measure Shapefile 0.1238

Proportion

of buil t-up

area

The higher proportion of the built-up area, the higher

requirements about perfection of space elements.

Especially the commuter capaci ty, which is a key factor

for promoting rail transport cover.

Remote

sensing image Shapefile 0.0314

Factors of

social

activity

Number of

enterprise

The more the enterprises , the more social activi ties and

the population agglomeration effect more obvious . The

rail transport is effective to shorten commuting time .

2013 Telecom

Yellowpage

Translate

the whole

document.

0.0512

Number of

university

The more the University, the more teachers, s tudents and

employees living around. Rail transportation provide

them contribute to the activities of these people.

Spatial

location of

university

Buffer 0.0456

Location

of develop

area

The potential power of development zone to gathering

economic and population, needs the inspiration from the

rail transi t transport capaci ty.

Location of

major

techno-park

Buffer 0.0209

Location

of historic

area

His toric dis trict is an important part of Hangzhou. Its huge

floating population needs the support of rail

transportation to orderly evacuate and improving the

accessibility on the block.

Location of

major

his torical

s treet

Buffer 0.069

Location

of scenic

spots

Hangzhou is a worldwide famous scenic ci ty. It needs

integrated transit and public transportation system to

improve the transfer system, to efficiently and orderly

dis tribute visi tors .

Location of

famous scenic

spot

Point

density 0.069

Culture

facili ties

density

Culture and recreational facilities form a basis of the

residents ' leisure activi ties . The higher i ts density, the

more activi ties gathered here. Thereby, the requirements

of rail transportation are improved.

Hangzhou

type C3 land

Point

density 0.0775

3.2 Detailed plan and weight

AHP method is used to creat a detailed program. AHP method, the analytic hierarchy process, deals with the

problems hierarchically and build the structure model and determines the weight of each element according to

different levels of relations. Based on the spatial distribution model of demand for rail transit system, we

determine the other two levels besides the target layer. The first layer includes economic circle structure, space

allocation and social events. The factors from the second layer are corresponding to each factor from the first

layer. The steps of construct AHP method in this article are (1) spatial distribution model of constructing rail

transit demand; (2) determine the weight by creating judgment matrix; (3) consistency check; and (4) after the

revise, we get the rational weights.

Typing the original data of each factor into GIS and after calculating its density, buffer, rasterized and inverse

distance weighting, we reclassify the factors into 10 levels, that is, according to the requirements for each factor,

evaluated and distributed the samples based on their importance. Benefit from the reclassification results, use

the weight of each factor based on AHP method to get the geography and algebraic calculations. Results are

shown in table 4.

Table 4. Railway station spatial integration and demand

Station Integration Demand Station Integration Demand Station Integration Demand

Xianghu 0.5169 6 Wulin 0.6455 10 Jinshahu 0.4708 6

Binkang 0.5188 6 Culture square 0.7013 10 Gaosha 0.4208 6

Xixing 0.5474 6 Datieguan 0.6465 9 Wenze 0.4395 6

Binhe 0.5723 6 Zhanongkou 0.6628 8 Qiaosi north 0.4422 3

Jianglin 0.5754 6 East railway 0.6265 5 Qiaosi 0.4096 3

Jinjiang 0.5984 8 Penghu 0.6933 4 Wengmei 0.3965 4

Wujiang 0.596 9 Qibao 0.6294 4 Yuhang 0.3801 4

Chengzhan 0.5672 10 Jiuhe 0.5893 4 Nanyuan 0.3835 5

Dingan 0.593 10 Jiubao 0.5309 5 Linpin 0.3983 5

Longxiang 0.6164 10 Bus center 0.5197 5

Fengqi 0.6316 10 Xiasha west 0.5103 6

Figure 5. Hangzhou Rail traffic demand model processes and results

3.3 Results and assessment

According to figure 5, the main urban areas have a strong demand for rail transit (demand averages counts:

7.56). In the layer of whole city, it presents circle distributions, that is, taking the main urban areas as a center,

the longer distance from the center, the lower the rail traffic demand. The rail transit demands are mainly

concentrated in the streets of Hubin Road, Chaoming Road, etc. Due to its advantages in population and

commercial density, the superior location next to the West Lake, the integrated facility system, the highest

proportion of built-up area along the line Line 1, these areas obviously own the high demand for the rail transit.

Xiaoshan’s rail transit demand (demand averages: 6) is higher than Linpin-Xiasha district (demand-average:

4.8). It shows that Xiaoshan holds a pivotal influence in the industrial development in the southern part of

Hangzhou, and it also illustrates that qianjiang, the new core of Hangzhou, has brought great attraction to this

space. Along with the development of rail transit network, and the improvement of Qianjiang and Jiangnan, this

area remains a significant rise in demand for rail transport space. Linpin-Xiasha presents the weakness in rail

traffic demand results due to several reasons. Firstly, excessive competition in industrial resources led to the

spread of malignant development chain. Worse still, the poor quality of their living environment and spaces

make the residents hard to live in, and this leads to the shortage of the facilities.

Urban fringe areas and some zones in the main city have lower demand, and there are several reasons.

Firstly, they are far from the commercial districts and their own business developments are lack of passion.

Secondly, they have incomplete spatial factors allocation and the social places are short of facilities. However,

the rail transit potential in these districts cannot be ignored. Seamless transportation will be helpful for these

areas. Increasing the capacity of regional transportation with the advantage of interaction of several methods is

an effective way to solve the problem from supply and demand contributing to the completion of rail transit

system.

The Line1 route planning also considers the tendency of the city development. Planning and construction of

transportation infrastructure cannot do without the instruction from the policy. It also shows the future

tendency of city development. Nowadays, Hangzhou Line1 meets the need of transportation by solving the

connection among large zones. In terms of the overall situation, it realized the connection between sub-center

areas with main city. As for the details, it connected the commercial areas, railway stations, schools and other

important city nodes, makingthe resources sharing come true in the real-time setting.

4 Analysis on the contradiction between supply and demand

Figure 6.Supply error model

Figure7.Hangzhou urban rail transportation integration and requirement

Through the calculations we get the values integration and demand without the discussion of substantive

relations between those two factors. As shown in Figure 6, we assume that there are several stations between p

and Q. The integration of this line has declined while the demand is rising. It will result in errors between supply

and demand without the feedback regulation.

Based on a cognitive analysis of the present situation, this section will discuss scientific and practical

significance of the function intersection and difference in Figure 7 This paper modified the rail traffic demand

model and reverse through a revised model to assess the current situation. Thus, we can discover the discipline

and assess the current situation based on the theoretical model. After the case described in this section with a

range of assessment and analysis, this paper finds out that the supply-demand relationship in Figure 7 with the

objective reality, has a certain value.

4.1 Demand is less than integration: Qibao station

Qibao station is located between the train station and bus transportation center and is the only route from

main city move to Xiasha. There exists a small proportion of built-up area in its surrounding mostly preoccupied

by farmlands. Within 1000m of the site, new settlements and rented houses are rarely available and it has not

formed a certain scale in commercial. The population of fixed and mobile is less which refers to a smaller

demand for rail transit. However, it’s in a unique geographical location, where most closely linked with the main

city and Xiasha. In terms of the overall situation, its average transportation costs from there to the regions are

relatively lower but with a higher integration. Thus, it refers to the situation of needs are more than integration.

4.2 Demand is greater than integration: Longxiang station

Longxiang station is located in Yanan Road, the most prosperous road in Hangzhou. It is closed to the Hubin

and Wulin business districts and seamlessly in conjunction with Gonglian boutiques, which is an integrated

development mode of vertical space. There are several shopping centers all around it, like INtime, Jiebai and

Longxiang clothing city, which provide the advantage of gathering people. High proportion of completed areas,

reasonable developing strength, completed infrastructures and other factors are all contributed to the higher rail

transport demand of this site. While under the effect of multiple factors, the existing transit line and road system

are inadequate. The original spatial organization cannot provide the need of present transportation. Thereby, in

this site, the demand is greater than the integration.

4.3 Demand is equal to integration: Jianglin station

Jianglin station is located in the intersection of Jiangnan Avenue and jianglin road, and it is an important

node connecting major urban areas with Xiaoshan District. It separated by Qiantang River with Jinjiang station in

the main city. Qianjiang new town is a new urban core in Hangzhou and is the concentration of the whole city.

Compared with it, the areas near Jianglin station shows a little disadvantage in scale and influence from buildings,

complexes and office buildings. However, it located in the area where main city closely connected with the

Xiaoshan. Either from the global or local perspective, the spatial structure, road construction and geographical

location determine its ability to attract the traffic. Therefore, the modest population base, good road conditions,

completed transfer system determine the balance of supply and demand balance in this site.

5 Conclusion

Analysis shows that supply and demand of rail space can be achieved by combining space syntax with

geographic information systems. After the assessment and analysis of the present situation, calculation and

factor weight setting can be fixed and adjusted. This paper creates a logical method of transport supply and

demand from a new perspective. However, there are still some shortcomings. Together with further construction

of rail transit network, spatial structure will dramatically change but the early conclusion still remains in a range

in the short term.

This paper argues that, after the discussion of characteristics of transport demand and supply, we should

improve the rail transit transfer system in a certain direction and depth to balance the transport supply and

demand in the regions, such as arranging of bus rapid transit, increasing bicycle rental, adjusting bus routes, etc.

The detailed contents include the direction and the number of the transfer system, the depth of the space

industry development and adjustment, so as to increase the overall level of urban rail transit operation and

benefits.

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[Author Introduction]

Wu Yizhou, Associate Professor in Zhejiang University of Technology, Specialization: Land Use and Planning

Chen Xuewei, Student in Zhejiang University of Technology.

Zhu Jiayi, Student in Zhejiang University of Technology.

[Foundation Project]

NNSF of China (51108405) Optimize Study on the Multi-center Spatial Structure based on the Social Selection.

National Undergraduate Innovative Entrepreneurial Training Program (201310337016) Hangzhou Urban Rail

Line 1 Performance Evaluation and Optimization Study