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AmethodologyforcalculatingthepassengercomfortbenetsofrailwaytravelWenchengHuang1,2,3BinShuai1,2Received:20October2017/Revised:2January2018/Accepted:5January2018/Publishedonline:5February2018TheAuthor(s)2018.
ThisarticleisanopenaccesspublicationAbstractAcomfortableenvironmentinrailwaypassengercoachescanberegardedasaresourceforsocialcon-sumptionduringthetransportprocess.
Railwaypassengercomfortbenets(RPCBs)canberegardedasaspecialgeneralizedcost.
Inthispaper,weselectaseriesofobjectiveandsubjectiveindexestoformulateaquantitativemethodofcalculatingtheRPCBwithconsideringticketfares.
Thismethodincludesthreesteps:maketheinitialdatadimensionless,calculatetheweightofeachindex,andnallycalculatetheRPCBs.
Theproposedmethodwasvalidatedwiththedatacollectedfromtwotypesoftrains:G13fromBeijingSouthtoShanghaiHongqiaoandT109fromBeijingtoShanghai.
Also,questionnairesurveywasconductedinbothtrains.
Afterdataprocessing,theresultsshowthatthereisalinearrelationshipbetweentheRPCBandticketfarewithacorrelationcoefcientof0.
9616.
KeywordsRailwaytransportationeconomyComfortbenetQuantitativecalculationPassengerticketfaresTwo-phaseAHP1IntroductionWiththerapideconomicgrowthandhigh-speedrailnet-workexpandinginChina,peoplearemorewillingtotravelbytrain,andthus,thereisanincreasingrequirementforpassengercomfortoftraintravel.
Railwaypassengercomfortisdeterminedbyacombinationofphysicalandpsychologicalfactors.
Acomfortableenvironmentinrail-waycoachescanberegardedasaresourceforsocialconsumption,andrailwaypassengercomfortbenets(RPCBs)canberegardedasaspecialgeneralizedcost.
Fromtheperspectiveofpassengers,theychoosetotravelbytrainbecausetheycantakearestandhandletheirbusinessesinacomfortablepassengercoach.
Moreover,duringandafterjourney,passengerswillspendlesstimetogetridoftravelfatigue.
Thismeansthatprovidingcom-fortabletransportserviceisoneofthemostimportantmeasurestoattractthepassengers.
Comfort-relatedindexeshavebeenappliedtoevaluatethepassengertransportser-vicequality[1–3].
InChina,RailwayConstructionProjectEconomicEval-uationMethodsandParameters(ThirdEdition,inChinese)[4]isaguidancetoinvestingprojectsofnewrailwaylines.
Itpointsoutthattheimprovementinpassengercomfortben-etsisoneofthemostimportantevaluationindexesneededtobecalculated.
Buttheimprovementvalueisneglectedinpractice,becausethecalculationapproachisincompleteandthebasicdataarehardtoobtain.
Mostofthecurrenttheo-reticalresearchesaredevotedtoestablishingtheindexsys-temwhichinuencesthepassengercomfort[5,6],exploringthecomfortrangeofoneexactfactor[7],introducingsomehightechnologiesandfacilitiesthatarehelpfultoobtainthepassengercomfortparametersaccuratelyandeasily[8,9],orstudyingtherelationshipbetweenthepassengercomfortandtransportationmanagement[10].
Therearenoquantitative&WenchengHuang1261992248@qq.
com1SchoolofTransportationandLogistics,SouthwestJiaotongUniversity,Chengdu610031,Sichuan,China2NationalUnitedEngineeringLaboratoryofIntergratedandIntelligentTransportation,SouthwestJiaotongUniversity,Chengdu610031,Sichuan,China3TrafcandTransportationEngineeringExperimentandComprehensiveInnovationCenter,SouthwestJiaotongUniversity,Chengdu610031,Sichuan,China123J.
Mod.
Transport.
(2018)26(2):107–118https://doi.
org/10.
1007/s40534-018-0157-ycalculationapproachestocalculatepassengercomfortben-ets,soitisimportanttondoutanewapproach,whichcanbeusedbothintheoreticalresearchandengineeringpractice.
InthispaperwefocusonthequantitativecalculationapproachandapplicationofRPCBsconsideringticketfares.
Theremainderofthispaperisorganizedasfollows:InSect.
2wegiveabriefliteraturereviewaboutpassengercomfort.
InSect.
3weintroducethedatathatwillbeusedtoformulatethequantitativecalculationapproach.
NextinSect.
4wegiveadetailedformulationabouttheproposedquantitativecalculationapproachconsideringpassengerticketfare.
TheninSect.
5,inordertotesttheperformanceofthemethodologypresentedinthispaper,anumericalexperimentiscarriedoutbytakingtheexamplesofBei-jing-Shanghaiordinary-speedraillineandBeijing-Shang-haihigh-speedraillineinChina.
Finally,Sect.
6presentsthemajorconclusionsandanoutlineoffutureresearch.
2Literaturereview2.
1PreviousresearchesonpassengercomfortIn1970s,someresearchesbegantoestablishtheindexsystemthatinuencesthepassengercomfort,andtriedtoobtaintheassessmentresultswithquestionnairesurveysorothermethods.
OborneandClarke[11]carriedoutaquestionnairesurveyfromSwanseaanddiscussedhowtoobtainthequantitativeassessmentdatafromthesurveyeffectively.
Ref.
[12]studiedthetechniquesforthepas-sengercomfortassessment,whichincludedtwoparts:transportationsystemaspects,suchasridingcomfort,localcomfort,andorganizationalcomfort,andthebehavioralaspects.
Moreover,Ref.
[13]presentedanoverviewaboutpassengercomfort,theconceptofcomfort,anditsrela-tionshiptothepassenger'sothertravelexperienceswhichwerediscussedandsomefactorsthatinuencecomfortwereintroduced,includingtemperature,ventilation,illu-mination,photicstimulation,pressurechangesontheear,travellength,andtaskimpairment.
Richardsetal.
[14]thoughtthatanindividual'sreactiontoavehicleenviron-mentdependedonboththephysicalinputsandtheindi-vidualcharacteristics,whichmeansthatbothobjectivefactorsandsubjectivefactorsshouldbeconsideredwhenevaluatingthepassengercomfort.
Vinketal.
[15]usedmorethan10,000internettripreportsand153passengerinterviewstogatheropinionsaboutaspects,whichneedtobeimprovedinordertodesignamorecomfortableaircraftinterior.
Theyfoundclearrelationshipsbetweencomfortandlegroom,hygiene,crewattentionandseat/personalspace,andpassengerrateinthenewerplanessignicantlybetterthanthoseinolderones,indicatingthatattentiontodesignforcomfortwaseffective,andrudeightattendantsandbadhygienereducedthecomfortexperiencedrasti-cally.
Nan[5]thoughtthefactorsaffectingpassengercomfortincludedspacepercapita,traveltime,environmentinvehicle,servicelevels.
Passengerswithdifferentoccu-pationsandtravelpurposeshaddifferentdemandincom-fort.
Wang[6]dividedthewholecomfortevaluationfactorsintotwoparts:objectivefactorsandsubjectivefactors,andacomfortevaluationmodelbasedonthemixingparametersofsupportvectormachinewasestablished.
Someotherresearchesfocusedonexploringthecomfortrangeoffactorsthatinuencethepassengercomfort,forexample,thecomfortrangeofvibration,temperature,noise,airpressure.
Refs.
[16,17]studiedtherelationshipbetweenthevibrationandpassengercomfort;bothwhole-bodyvibrationinhumansandvibrationinvehiclewereinvolved.
Also,Cilogluetal.
[18]investigatedandassessedthewhole-bodyvibrationandthedynamicseatcomfortofaircraftseatsunderusingaverageweightedvibration,vibrationdosevalues,andthetransmissibilitydata.
Ref.
[19]gaveabriefreviewofbotheldandlaboratorystudiesonhumanreactiontovibration.
Thelaboratory-basedstudieswereusedtopredictcomfortlevelsforpassengervehicles.
Asaresult,somesuggestionsweremadeforvibrationinpassengertransportvehicleswithinaccept-ablerange.
Thermalcomfort(thetemperaturefactor)inpassengercoachhasbeenstudiedforalongtime,inordertodeneatestingandcalculationmodelforthermalcomfortassessmentofabusHVACdesignandtocompareeffectsofchangingparametersonpassengerthermalcomfort.
PalaandOz[20]carriedoutacombinedtheo-reticalandexperimentalworkduringheatingperiodinsideacoach,temperatures,airhumidity,andairvelocitiesweremeasuredtoinvestigateeffectsoffasttransientconditionsonpassengers'physiologyandthermalcomfort,andthegraphsofpassengersthermalsensationandthermaldis-comfortlevelwereusedtoevaluatethestudy.
Ref.
[21]indicatedthatsolarradiation,poorinteriorinsulation,thenon-uniformityoftheaverageradianttemperatureaffectedthethermalcomfortinvehicles,andthemostpopularmethodsforassessingthermalcomfortwerereviewed.
Forabetterunderstandingofthermalcomfortinapassengercoachbyconsideringthespectralsolarradiation,Moonetal.
[22]usedcommercialsoftware(ANSYSFluentV.
13.
0)topredictthermalandoweldsundertheoperatingconditionsofaheating,ventilation,andair-conditioningsystem.
Asaresult,theyfoundthattheestimatedtemper-aturenearthedriverandpassengersincreasedbyapprox-imately1–2°Cwhenconsideringthespectralsolarradiation.
Inaddition,itwasfoundthatthepredictedmeanvotebyconsideringthespectralradiationwashigherthanthatofthecasewithoutconsideringthespectralradiation.
Exceptforthethermalcomfortresearchesdevotedto108W.
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(2018)26(2):107–118passengercoaches,andsomeresearchersalsotriedtoexplorethethermalcomfortintransportterminals.
Forexample,inordertondoutthethermalperception,preference,andcomfortrequirementsofpassengersandterminalstaffinthreeairportterminalsintheUK,researchers[23]monitoredtheindoorenvironmentalcon-ditionsindifferentterminalareasandconductedques-tionnaire-guidedinterviewswith3087terminalusers.
Theyfoundthattheneutralandpreferredtemperaturesforpas-sengerswerelowerthanforemployeesandconsiderablylowerthanthemeanindoortemperature,andpassengersdemonstratedhighertolerancetothethermalconditionsandconsistentlyawiderrangeofcomforttemperatures,whereasthelimitedadaptivecapacityforstaffallowedforanarrowercomfortzone.
Furthermore,Ref.
[24]indicatedthatexceptfortemperature,someotherclimateparameterssuchashumidityandairmovementwerealsoimportanttopassengerthermalcomfort.
Thus,airtemperaturehadthelargestweightforcomfortpredictions;humidityandairdraftalsohadsignicanteffectsandshouldnotbeneglected.
Noiseannoyanceisanotherimportantfactorwhichinuencesthepassenger'scomfort,Parketal.
[25]evaluatedthenoiseannoyanceinpassengercoachesofhigh-speedtrain,andtheevaluationwasundertakenindifferentconditionssuchasthestationarynoise,unsteadysuddenvariationinsound,short-termnoise.
Ahmadpouretal.
[26]analyzedwhetherthefactorsunderlyingthepassengers'experienceofcomfortdifferedfromthoseofdiscomfort.
Theresultsshowedthattherewerenosigni-cantdifferencesbetweenthecomfortanddiscomfortrat-ingsonthepre-givingfactors.
Anotherinuencingfactorforpassengercomfortinpassengercoachisairpressure.
Schwanitzetal.
[7]conductedaquestionnairesurveywith262passengerswhichrevealedthatpressurevariationsareratedlessimportantforridingcomfortthanclimaticandspatialaspects(study1).
Also,alaboratoryexperiment(study2)inthepressurechamberattheDLRInstituteofAerospaceMedicinewith31subjectsinvestigatedtheeffectsofsystematicpressurevariationsondiscomfort,tondoutairpressurevariationsinsidetrainsandreducepressurecomfortforrailwaypassengers,whiletrainswerepassingthroughtunnels.
Similarcomparativetestwasconductedagain[27],aeldstudyonthehigh-speedrailwaytrackCologne–Frankfurt/Mainaswellasasimu-lationstudyintheirpressurechamberTITAN(DLRInstituteofAerospaceMedicine)with31subjectstoinvestigatepressurecomfortforpassengers.
Theyfoundthatbesideattributesofinstantaneouspressurechanges,pressureeventsofthelattersignicantlyinuencedcurrentdiscomfort.
Thendingsinthetwopapersmayinformdesignengineerstoimprovetrainandtunneldesign.
Inordertoobtainthepassengercomfortparametersaccuratelyandeasily,somehightechnologyandfacilitieshavealsobeenapplied.
Forexample,atriaxialaccelerometer[8]wasusedtomeasuretheaccelerationandglobalpositioningsystem(GPS)wasusedtoobtainposi-tiondetection.
Afterdatacollection,theydesignedanembeddedsystem(hardware,rmware,andsoftware)toassessthedynamicmotionfactorsthataffectthecomfortinpublictransportationsystems.
Lin[9]conductedanexperimentusingtheHigh-SpeedTrainGeneralizedComfortResearchPlatforminSouthwestJiaotongUniversityRailLaboratory.
ADelphi–AHPmethodwasusedtodeterminetheweightforeachfactor;then,theexperimentwasdesignedtotestandverifycorrectnessandfeasibilityofthepassengercomfortevaluationprocess.
Silveiraetal.
[28]comparedtwodifferenttypesofshockabsorbers'behavior,symmetrical(linear)andasymmetri-cal(nonlinear),whichwereusedonpassengervehicles.
Thenalresultsshowedthattheasymmetricalsystemwithnonlinearcharacteristicstendstohaveasmootherandmoreprogressiveperformance,forbothverticalandangularmovements.
Alowerlevelofaccelerationisessentialforimprovedridecomfort.
Theuseofasymmet-ricalsystemsforvibrationsandimpactabsorptioncanbeamoreadvantageouschoiceforpassengervehicles.
Higherpassengercomforthasalsobeenconsideredasanecessaryoperationfactorintrafcandtransportationmanagement,becausethemanagerswanttoprovideabetterservicetoattractmorepassengers.
Todeterminewhetherbuspassengercomfortwasinuencedbydrivingstyle,especiallythedifferenceexpectedtooccuraftertrainingofdriversineconomical(fuelefcient)driving,Af[10]didaeldstudyandfoundthataftertrainingofdri-vers,passengersexperiencedmorecomfortable,whichmeansbetterdrivingstyleishelpfultoimprovethecom-fort.
Toensurethepassengercomfortandthecargosafety,Tezdoganetal.
[29]usedasea-keepinganalysisapproachtocalculatetheoperabilityindexofhigh-speedpassengerships.
Theevaluationparametersincluded:thedynamicresponsesoftheshiptoregularwaves,waveclimateoftheseaaroundtheship'sroute,andassignedmissionsofthevessel.
[30]analyzedtheinuencethatperceptionsofsafetyandcomfortofservicehaveonthechoiceofrivertransportbypassengersusinghybridchoicemodelsincorporatinglatentvariables.
Theresultsindicatedthatolderworkersattachlessimportancetothehullconditionandsafety;comfortwasmorevaluedbyyoungworkersandbythoseuserswithahighereducationallevel;thespacebetweenseatsanddevelopingstrategiestoimprovethebehaviorofotheruserssignicantlyincreasedtheperceivedcomfortoftheserviceprovided.
Marquezetal.
[31]usedonlinesurveywith244respondentstodeterminewhichfactorscontributetocomfortwhenridingabicycleandfoundthatcomfortisinuencedbyfactorsrelatedtobicyclecomponents(specicallytheframe,saddle,andAmethodologyforcalculatingthepassengercomfortbenetsofrailwaytravel109123J.
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(2018)26(2):107–118handlebar),aswellasenvironmentalfactors(typeorroad,weatherconditions)andthecyclist(position,adjustments,bodyparts).
Respondentsindicatedthatcomfortwasaconcernwhenridingabicycleinmostsituationsandtheybelievedthatcomfortwascompatiblewithperformance.
Aftersummarizingandanalyzingthepreviousresear-chesabove,threerulesareadoptedinthiswork:(i)Theindexsystemthataffectsthepassengercomfortincludesbothobjectiveandsubjectivefactors.
(ii)Thethresholdsforoneexactfactorthatinuencethepassengercomfortaredened.
(iii)Wecanusethemeasurementdevicessuchasvibrationsensor,airpressuresensor,thermometer,andautomatedpassengercountingtoobtainthedataofbasicobjectiveparametersofthepassengercoaches.
Questionnairesurveyisawaytoobtaintheinitialdataofthesubjectiveindicators.
2.
2MethodofcalculatingtheimprovedrailwaypassengercomfortbenetsinChinaThecalculationapproachfortheimprovedrailwaypas-sengercomfortbenetsIRPCBsintheEconomicEvalua-tionMethodsandParametersforConstructionProject[4]referstothewholepassengertransportprocess.
Itcanalsobeseenasthepassengercomfortbenetdifferencebeforeandaftertheconstructionofnewrailwayproject.
Intheapproach,bothsubjectiveandobjectivefactorsareusedtocalculateit.
Theobjectivefactorsincludespacepercapita,vibration,noise,pressurechanges,temperatureforarail-waypassengercoach.
Subjectivefactorsarethesubjectivefeelingsofpeopleinarailwaypassengercoach,suchasseatcomfortdegree,interior,informationservices,foodservices,andhealthconditions.
TheIRPCBVIRPCBisdenedasVIRPCBXm;ij2PijQdij;mXl2P0mETij;m;lSPij;m;lb#ij;m;lXl2P1mETij;m;lSPij;m;lb#ij;m;l24351wherePijisthesetoforiginanddestinationOD(i,j),whichisrelatedtothenewrailwayproject;misthepassengercoachtypes;Qij,mdisthenumberoftransferpassengersindifferenttransportmodesandfordifferenttransportroutesinonetransportmodeaswell;Pm0isthesetofpassengertransportrouteswithoutnewlybuiltprojects;Pm1isthesetofpassengertransportrouteswithnewprojects;lisageneralizedlineforpathPm0orpathPm1,whichrepresentsbothoneactuallineandoneconnectinglinebetweenthestartingpointandarrivalpoint;Tij,m,lrepresentsthetimeonthelbetweenanyOD(i,j);SPij,m,listhespacepercapitaonthelbetweenanyOD(i,j);#ij,m,lrepresentstheadditionalgeneralizedcostperhouroftheotherrelatedinuentialfactorsexceptspacepercapitaonthelbetweenanyOD(i,j),whichisgenerallyignoredinpractice;Eandbarethefactorsneedtobedemarcatedduringthecalculationprocess.
Afteranalyzingthisformula,wecanndthefollowingdisadvantages:(i)Exceptforspacepercapita,otherobjectivefactorsarenotconsidered,whichmeansthatitisnotapreciseformula.
(ii)Usually,itishardtobeappliedinpracticebecausetheindexessuchas#ij,m,l,E,andbaredifculttoobtain.
3IndexadoptionandinitialdatameasurementAccordingtotheactualpracticeandtheoreticalresearches,bothobjectiveindicatorsandsubjectiveindicatorshavecrucialimpactsonRPCBs.
Objectiveindicatorsbelongtophysicalfactorsduringthewholetransportprocess,forexample,areapercapitainpassengercoach,vibration,noise,pressurechanges,temperature.
Subjectiveindicatorsarerelatedtothepassengers'subjectivefeelings,suchasseatcomfort,interiordecorationofthepassengercoach,informationservices,cateringservices.
3.
1ObjectiveindicatorsWeobtainedthedataofobjectiveindicatorsbymeasure-mentdevices,suchasthevibrationsensor,airpressuresensor,temperaturesensor,noisetester,tapemeasure,automatedpassengercounting,andpassengercoachdesigndrawings.
Thefollowingsixindicatorsweremeasured.
(1)AreapercapitainpassengercoachAreapercapitainpassengercoachisafactorthatdirectlyaffectspassengertravelcomfortduringtherailtransportprocess,andalargeareapercapitaforpassengermeanshighpassengertravelcomfort.
Thespecicstandardsareclearlydenedinthedesignspecicationsforeachkindoftransportmode.
Forexample,accordingtothestatisticaldata,theareapercapitais0.
57m2whentheseatutilizationrateis100%inChina[5,6].
Inaddition,theareapercapitainrailwaypassengercoachinothercountriesislistedinTable1.
Table1Railwaypassengerareapercapitaindifferentcountries(m2)[5,6]GermanySwedenSpainFranceGreatBritainJapanChina1.
181.
011.
080.
860.
850.
820.
57110W.
Huang,B.
Shuai123J.
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(2018)26(2):107–118Thedataofareapercapitainpassengercoachxm1wereobtainedbythecombinationoftapemeasurement,auto-matedpassengercounting,andpassengercoachdesigndrawings,forthedifferenttypesofrailwaycoaches.
(2)VibrationVibrationexistsineachtransportmode.
Itisalsoamajorfactoraffectingpassengercomfort.
Vibrationisgenerallydividedintolateralandverticalvibrations.
Humansaremoresensitivetolateralvibration.
Inthispaper,welettheratiooflateralvibrationbe0.
7andratioofverticalvibrationbe0.
3[6,18].
Thevibrationisusedtoformulatetheoperationstabilityxm2.
x2m7:080:7Xni1AhiFfhi=fhi10q0:3&Xni1AciFfci=fci10q';2whereAihandAicinms2arethelateralvibrationaccel-erationandverticalvibrationacceleration;fihandficinHzrepresentthelateralvibrationfrequencyandverticalvibrationfrequency;F(fih)andF(fic)arethevibrationfre-quencycorrectionterms,listedinTable2.
Weusedthevibrationsensorstoobtainthevibrationaccelerationandfrequencyinthepassengercoach.
Thevibrationsensorsrecordedthedataduringthewholetestingprocess,andtheaveragedvaluesofvibrationaccelerationandfrequencyareappliedincalculation.
(3)PressurechangesTheairpressureintherailwaypassengercoachwillchangeduringthetrainoperation,andintensepressureuctuationscancausepassengerdiscomfortandevendamagetothebody,suchasrupturedeardrum.
Inthispaper,therateofairpressurechangeisintroduced[5,6]:x3mDpRT273:15=V3wherexm3inPa=sistheairpressurechangerateandDpinPa=sthemaximumpressurechange.
Also,Tin°Cisthetemperatureintherailwaycoach,Visthepassengercoachvolumeinm3,andRisMolargasconstant.
Table3showsthedesignvaluesofthemaximumpressurechangeandmaximumpressurechangerateinsomecountries.
Pressureandtemperatureweremeasuredbypressuresensorsandtemperaturesensors.
Thepassengercoachvolumewasobtainedaccordingtocoachdesigndrawings.
(4)NoiseHighspeedusuallycausesmorenoiseinthepassengercoach.
Noisepollutionhaspotentiallyadverseimpactonpassengers'health,suchashearingimpairment,headache,andneurasthenia.
Duringthetrainoperationprocess,noiseandspeedhavealinearrelationship,i.
e.
,whenthespeedincreases10km/h,noiselevelwillincrease1–2dB,correspondingly.
Eachkindoftransportmodehasitsownmaximumnoiselevellimitation.
Asforthetrainoperation,ifthetrainspeedis80km/h,thenoiselevelinthepassengercoachshouldbelimitedat68dB.
InternationalUnionofRailways(UIC)requiresthenoiseinpassengertrainshouldnotexceed65dB[5,6].
Also,theaverageoperationspeedofTGV-AinFranceisover300km/h,butthenoiseinpassengercoachis66dB.
Weusedthenoisetesterstoobtaintheactualnoiselevelintherailwaypassengercoaches.
(5)TemperatureInrecentyears,passengercoachesaregenerallyequippedwithair-conditioningsystems.
Accordingtopassengers'feedback,thereisagreattemperaturedifferencebetweenthepassengercoachandexternalenvironment.
Poorair-conditioningandventilationaresourceofpassengerdiscomfort,forexample,dizziness,sneezing,fatigue,memoryloss,muscleandjointpain.
IS07730temperaturesettingstandardiswidelyusedinEuropeancountries,whichrequiresthetemperaturerangeofhumanthermalcomforttobe21–24°C.
Also,thestandardASHRAE55-92usedintheUSAinsiststherangeofthermalcomforttemperaturetobe20–23.
6°C.
Furthermore,thepredeter-minedtemperatureboundariesofhumanskinfeelingforhotandcoldconditionare20–25°C.
Thecomforttemperaturerangeis17–28°CinChina[5–6,9].
WeusedTable2Frequencycorrectionterms[6]LateralvibrationfrequencycorrectiontermF(fih)/HzVerticalvibrationfrequencycorrectiontermF(fic)/HzIf0:5fhi5:9Hz;Ffhi0:325fhi2If0:5fci5:4Hz;Ffci0:8fci2If5:9\fhi20Hz;Ffhi400=fhi2If5:4\fci26Hz;Ffci400=fci2Iffhi[20Hz;Ffhi1Iffci[26Hz;Ffci1Table3Railwaypressurecomfortrangeindifferentcountries(Pa/s)[6,9,18]JapanEnglandGermanyUSAChinaxm32001000300–400410200Dp1000400010007001000Amethodologyforcalculatingthepassengercomfortbenetsofrailwaytravel111123J.
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(2018)26(2):107–118thetemperaturetesterstoobtaintheaveragetemperatureinthepassengercoaches,andthetestdatawereusedtocalculatetheairpressurechangerate.
(6)PassengertraveltimeErgonomicsresearch[6,9]showsthatifthetraveltimeexceeds6h,thepassengerswillfeeluncomfortable.
Some-times,thetrainmaybedelayed,whichcanalsocausethediscomfortofpassengers.
Weobtainedthetraveltimeaccordingtothe12,306RailwayPassengerServiceCenter.
3.
2SubjectiveindicatorsTherearevekindsofsubjectiveindicatorsofinterest:healthconditions,interiordecorationofpassengercoaches,informationservices,seatcomfort,andcateringservices.
Thevemainindicatorsinclude16subindexesuj,j=1,2,…,16asshowninTable4.
Wecollectedtheinitialpassengerevaluationdatabyconductingquestionnairesurveyinthepassengercoaches.
Therearemkindsofticketfare,sothecomprehensivesubjectiveindicatordataxm7canbeformulatedasfollows:x7mX16j1ajmXNmi1hm;ji,Nm!
;4whereamjistheweightforeachsubindex,forthemkindsofticketfare;Nmisthenumberofpassengerssurveyed,andhim,jisthescoreofeachsurveyedpassengertowardeachsubindex,therangeofhim,jbeing0–100;if0Bhi-m,j\60,itmeansthatthesurveyedpassengerregardsthisitemasanuncomfortablesource;if60Bhim,jB100,thisitemisseenasacomfortablesource.
Welettheaveragesurveyeddatahjm,hjmPNmi1hm;jiNm.
Furthermore,if0Bxm7\60,thecomprehensivesubjectiveindexisregardedasanuncomfortablefactor;if60Bxm7B100,itisacomfortablefactorforpassengers.
Theweightingcoefcientamjcanbeobtainedusingtheanalytichierarchyprocess(AHP)[32].
Here,weusedthetwo-phaseAHPtoconstructthejudgmentmatrixthatcanmeettheconsistencyrequirement[33]and[34].
Thepro-cedureispresentedasfollows:(i)ConstructingthesubindexjudgmentscalingmatrixIntherstphase,afterthepairwisecomparisonofallsubindexesthroughathree-scalemethod(withvaluesof0,1,and2),webuiltacomparisonmatrixtocalculatetherankingindexofthesubindexes.
Inthissection,weusei,jtorepresentthesubindexes.
H=(hi,j)={0,1,2}isthejudgmentscaleset,inwhichhi,j=0meansthatsubindexiislessimportantthansubindexj;hi,j=1meansthatsubindexiisasimportantassubindexj;andhi,j=2meansthatsubindexiismoreimportantthansubindexj.
(ii)ConstructingthesubindexjudgmentmatrixInthesecondphase,weconstructedthejudgmentmatrixusingtherangemethod.
Ifaijistheratiooftheimportanceofsubindexitotheimportanceofsubindexj,then1/aijistheratiooftheimportanceofjtothatofi.
Accordingtotherangemethod:fbi;bjaijabibjBb;5whereAaijconstitutestheconsistencyjudgmentmatrix;abisthegivenrelativeimportanceofthepairofrangeelements,basedonacertainstandard,andalwaysgenerallyassignedaconstantvalueofab=9[35].
biP16j1aij;Bmaxbiminbi.
Theweightingcoefcientak,mjcanbeobtainedbyajmY16j1aij16vuut,X16i1Y16j1aij16vuut;6X16j1ajm1;8m:7Finally,weconductedaconsistencytestfortheobtainedweights.
Thenalresultsaboutthe16subindexweight-mnarepresentedinTable7.
Table4Classicationofthesubjectiveindicators[5,6,9,18]HealthconditionsToilethygieneInteriordecorationDecorationmaterialsafetySmokingroomhygieneDecorationmaterialcolorWashroomhygieneDecorationmaterialstyleconsistencyDrinkingwaterhygieneInformationservicesMobilephonecommunicationcapabilitySeatregionalhygieneMultimediaservice(TV,newspaper,etc.
)SeatcomfortSeatshapeCateringservicesServicespeedofcateringBodypressuredistributiononseatQualityoffoodanddrinkSeatelasticpropertiesCateringstaffservicelevels112W.
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(2018)26(2):107–1184RPCBcalculationapproachTheeldresearchontravelersinShanghai[36]showedthatunderthesametravelingtimeconditions,morethan86%ofpassengerswerewillingtopaymoreforamorecomfortabletravelingenvironment.
TheRPCBisregardedasanobjectivefactorwhenpassengersarechoosingtheirtravelmode.
Shietal.
[37]thoughtthatthereisadirectlyproportionalrelationshipbetweenpassengercomfortandtravelexpenses,butwiththeincreaseintraveltimeandtravelcosts,theRPCBgrowthrateisreducing.
AccordingtothepricingstrategyofpassengerticketsinChina,ingeneral,longerdistancemeanshigherticketcost,butlessunitticketprice.
Figure1showstherelationshipbetweentraveltimeandpassengerticketcost(a),andtherelation-shipamongthetraveltime,passengerticketcost,andRPCB(b).
PropertyTheRPCBisrelatedtobothtraveltimeandpassengerticketcost;wecanusethefollowingcompositefunctiontoformulatetheRPCB:VRPCBFc;fc:8ProofFigure1ashowsthat,ingeneral,longertraveldistancemeansmoretraveltime,soweusetimetoreplacedistance;ift3-t2=t2-t1,thenc3-c2\c2-c1;wecanusethefollowingfunctiontoformulatetherelationshipbetweenthetraveltimeandpassengerticketcost:tfc:9Figure1bshowsthat,fortheexacttraveltimet2,ifticketpricec3[c1,thenF(c3,t2)[F(c1,t2).
Ift3-t2=t2-t1,thenwecanobtainc3-c2\c4-c3;wecanusethefollowingfunctiontodescribetherelationshipbetweentheRPCB,traveltime,andpassengerticketcost:VRPCBFc;t:10RemarkWhenwecombinet=f(c)andF(c,t),wecanusethecompositefunction[23]mentionedabovetodescribetherelationshipbetweentheRPCBandthepassengertransportticketfare.
Passengerticketcostandcomfortdegreevarywiththetypesofseats.
Forexample,therearethreetypesofticketsinChina'shigh-speedtrains:rst-classseat,business-classseat,andordinary-classseat.
TheRPCBlossduetotraindelayisvariedforthepassengersindifferentseats,becausetherst-classseatpassengersspendmoremoneytobuythetickets,expectingbetterserviceandhigherRPCB.
Thepassengercomfortbenetisincreasedorreducedbytheticketfares.
WecollectedtheinformationofthepassengerticketpricesfromtheRailwayCustomerServiceCenterofChina(RCSCC).
Thepassengershavemtypesofticketfares,suchas1748CNY(forabusiness-classseat),933CNY(forarst-classseat),and553CNY(forasecond-classseat)inonehigh-speedtrainfromBeijingSouthtoShanghaiHongqiao.
Thoughtheticketpriceisdifferent,thepassengersononetrainhavetoexperiencethesamevibration,pressurechange,temperature,andoperationtime.
Theareapercapitainpassengercoach,however,isquitedifferent,becausedifferenttypesofseatcorrespondtodifferenttrainfacilitiesandequipmentsettingandservice.
Inordertoachievethenon-dimensionalizationofinitialdata,wedividealltheobjectiveandsubjectiveindexesintothreecategories:(1)areapercapitainpassengercoach,(2)vibration,noise,pressurechanges,temperature,and1t2t3t1c2c3c4cRPCBincreasingdirection(),Fct/PassengerticketcostCNY/Travellingtimehour1t2t3t1c2c3c()tfc=/Travellingtimehour/PassengerticketcostCNY(a)(b)Fig.
1RelationshipamongRPCB,travelingtime,andpassengerticketcostAmethodologyforcalculatingthepassengercomfortbenetsofrailwaytravel113123J.
Mod.
Transport.
(2018)26(2):107–118operationtime,and(3)subjectiveindexes.
Forthemtypesofseats,thequantitativecalculationprocessoftheRPCBisorganizedasthreesteps.
Step1Non-dimensionalizationofinitialdataTherearesevenkindsofobtainedinitialdataxmn,n=1,2,…,7,whichneedtobenon-dimensionalized.
(i)AreapercapitainpassengercoachX1mx1m0:570:57;8m;11wherexm1representstheinitialareapercapitainpassengercoach.
IfXm1[0,itisacomfortfactorforpassengers;otherwise,itisnothelpfultoimprovethenalRPCB.
Weletthecomfortthresholdaboutareapercapitainpassengercoachxm1C0.
57.
(ii)Vibration,noise,pressurechanges,temperature,andoperationtimeXnmxnmxnmxnmxnm;ifxnmxnmxnm2xnmxnmxnmxnm;ifxnm[xnmxnm2(;8m;8n2;3;612wherexnm;xnm;8m;8n2;3;6showsthecomfortrangeforeachindex.
Also,itishelpfultoincreasetheRPCBifXmn[0;otherwise,itwilldecreasethenalRPCB.
Inthispaper,letthecomfortablerangeofrailwayvibration0Bxm2B7,whichmeansifxm2[7,thevibrationwillbecomeanintolerablefactorforpassengersintherailwaycoach.
Thecomfortablerangeaboutairpressurechangeis0Bxm3B200Pa=s.
Alsowesetthatthecomfortablerangeofthenoiseis0Bxm4B65dB,thecomfortabletemperaturerangeinpassengercoachis17Bxm5B28°C,andthecomfortablerailwaytraveltimerangeis0\xm6B6h.
(iii)SubjectiveindexX7mx7m6060;8m:13ThenaldataofthesubjectiveindexwillincreasetheRPCBif60\xm7B100;otherwise,itwilldecreasetheRPCBif0Bxm7B60.
Step2CalculatetheweightofeachindexThetwo-phaseAHPwillbeusedtoobtaintheweight-mnofeachindexn.
ThenalresultsaboutthesevenindexweightsarepresentedinTable7.
Step3CalculateRPCBWeusetheproductofthepassengerticketpricePm(CNY)andcomprehensiveevaluationcoefcientgmtorepresentthepassengercomfortbenetvalue,whichisjustforanunitcalculationresult.
gmXnXnm-nm;8m;14VmRPCBPmgm;8m:155Numericalexperimentandresultsdiscussion5.
1InitialdataOverthepasttwelveyears,Chinabuiltalotofrailwaylinestomeetthehugeandgrowingpassengertransporta-tiondemand.
Thishasresultedinthelargestordinary-speedrailway(OSR)networkandhigh-speedrailway(HSR)networkintheworld,withtotallinesinoperationnearly120,000kmbytheendof2015.
Inadditiontothis,con-tinuoushighinvestmentshavepromptedtheexpandingofChinarailwaynetwork.
Thus,theevaluationofpassengercomfortbenetforthesenewrailwayprojectsbecomesimportant.
ThebasicoperationinformationofthetwotrainsofG13andT109(G13isahigh-speedtrain,andT109isaordinarytrain)iscollectedfromtheChinaRailwayPassengerServiceNetwork(www.
12306.
com)totesttheproposedRPCBcalculationmethod,includingtrainoperationtime,seattypes,andticketprices.
DetailedinformationisshowninTable5.
TherearefourkindsofblocksinG13,includingbusi-ness-classseat(BS),principalseat(PS),rst-classseat(FCS),andsecond-classseat(SCS),andfourkindsofblocksinT109,includingluxurysoftsleeper(LSS),softsleeper(SS),hardsleeper(HS),andordinaryseat(OS).
Thetestperiodisthetrainoperationtime,4.
92hforG13and15.
2hforT109,respectively.
WearrangedeightpersonsfortheG13groupandeightpersonsforT109group.
Fortheeightpersonsineachgroup,fourofthemuseddevicestocollectthebasicoperationdata.
Eachofthemhasavibrationsensor,anairpressuresensor,atemperaturesensor,anoisetester,atapemeasure,anautomatedpassengercounting.
ThedataoftheseobjectiveindexesarepresentedinTable6.
Otherfourpersonscon-ductedthequestionnairesurvey.
Accordingtothenumberofpassengerspayingfordifferentseats,differentnumbersofquestionnairesweredelivered:50inBS,100inPS,100inFCS,and200inSCS,and50inLSS,100inSS,200inHS,and300inOS.
Finally,weobtained423validques-tionnairesforG13and605validquestionnairesforT109.
Duetospacelimitations,weonlypresentthenaldatainTable6,notincludingtheinitialsurveydata.
Onlypas-sengerstravelingfromBeijingtoShanghaiwerechosenasrespondents.
Asaresult,foreachkindofseat,weonlypresenttheaveragevalueshjminTable7.
Therstrow114W.
Huang,B.
Shuai123J.
Mod.
Transport.
(2018)26(2):107–118Table5InitialoperationaldataaboutG13andT109OperationinformationG13fromBeijingSouthtoShanghaiHongqiaoT109fromBeijingtoShanghaiOperationtime(h)4.
9215.
2Operationdistance(km)13181463Averagespeed(km/h)267.
8993.
38PassengercoachvolumeV(m3)5,044.
805,858.
08Table6ObjectivedatainG13andT109IndexesG13fromBeijingSouthtoShanghaiHongqiaoT109fromBeijingtoShanghaiBSPSFCSSCSLSSSSHSOSPm1,7481,053933553879.
5476.
5304.
5177.
5xm12.
221.
980.
610.
502.
321.
521.
140.
49Aih0.
1360.
1360.
1360.
1362.
5242.
5242.
5242.
524Aic0.
2570.
2570.
2570.
2572.
9132.
9132.
9132.
913fih2.
972.
972.
972.
975.
755.
755.
755.
75fic3.
313.
313.
313.
315.
215.
215.
215.
21Dp207.
8207.
8207.
8207.
8425.
6425.
6425.
6425.
6T24.
424.
424.
424.
425.
725.
725.
725.
7xm435.
936.
239.
943.
647.
247.
655.
267.
9Table7SubjectivedatainG13andT109G13fromBeijingSouthtoShanghaiHongqiaoT109fromBeijingtoShanghaiBSPSFCSSCSLSSSSHSOShjm=ajmj=1,2,3,…,1680.
2/0.
08182.
4/0.
07975.
9/0.
07178.
4/0.
07985.
4/0.
08074.
2/0.
08059.
7/0.
06945.
8/0.
08088.
7/0.
06487.
1/0.
06785.
2/0.
05181.
0/0.
05684.
5/0.
06681.
1/0.
06777.
2/0.
05058.
2/0.
06590.
5/0.
08190.
2/0.
08489.
5/0.
08288.
7/0.
09190.
8/0.
08488.
7/0.
08174.
1/0.
08151.
4/0.
08189.
5/0.
07388.
1/0.
06687.
5/0.
08284.
1/0.
09288.
1/0.
07784.
5/0.
05975.
4/0.
08065.
5/0.
09098.
7/0.
05594.
5/0.
07191.
2/0.
06389.
8/0.
07892.
5/0.
05691.
1/0.
07084.
2/0.
08067.
7/0.
08095.
1/0.
02886.
1/0.
03176.
4/0.
05271.
4/0.
01489.
9/0.
03487.
4/0.
03476.
6/0.
05079.
4/0.
03481.
1/0.
03782.
3/0.
02585.
7/0.
04990.
2/0.
04988.
8/0.
03787.
4/0.
03089.
6/0.
05084.
5/0.
05097.
4/0.
01891.
2/0.
01995.
4/0.
03789.
4/0.
06181.
4/0.
02172.
0/0.
02177.
1/0.
04469.
4/0.
05781.
7/0.
08180.
2/0.
07480.
4/0.
07480.
4/0.
04577.
1/0.
08174.
2/0.
07871.
1/0.
07060.
0/0.
04198.
7/0.
08181.
2/0.
07468.
7/0.
06255.
1/0.
09890.
8/0.
07571.
5/0.
07156.
6/0.
06645.
7/0.
06594.
5/0.
06485.
9/0.
06867.
8/0.
07456.
1/0.
04794.
1/0.
06768.
1/0.
07071.
2/0.
07242.
3/0.
05092.
8/0.
07385.
2/0.
07164.
6/0.
07351.
2/0.
05694.
3/0.
07175.
1/0.
06966.
6/0.
07247.
1/0.
05191.
2/0.
07390.
2/0.
06561.
5/0.
07151.
1/0.
03992.
3/0.
07089.
9/0.
07067.
9/0.
07044.
1/0.
04087.
4/0.
04681.
2/0.
06385.
5/0.
04583.
2/0.
03687.
4/0.
03984.
1/0.
06156.
6/0.
05055.
1/0.
06074.
1/0.
06470.
5/0.
05976.
3/0.
03459.
7/0.
09868.
6/0.
05870.
5/0.
06158.
9/0.
04145.
2/0.
09587.
5/0.
08184.
2/0.
08469.
4/0.
08057.
1/0.
06181.
1/0.
08480.
0/0.
07849.
0/0.
05539.
7/0.
061-mn,n=1,2,3,…,70.
1250.
1320.
1670.
1570.
1350.
1430.
1460.
1820.
1430.
1320.
1250.
0980.
1350.
1220.
1040.
1090.
0890.
1130.
1250.
0980.
1150.
1430.
1250.
0910.
1790.
1700.
1460.
1760.
1730.
1630.
1670.
1820.
1430.
1510.
1670.
1760.
1540.
1630.
1670.
1640.
1780.
1700.
1450.
1770.
1540.
1630.
2080.
1820.
1430.
1320.
1250.
1180.
1340.
1030.
0830.
090P-mn1.
0001.
0001.
0001.
0001.
0001.
0001.
0001.
000Amethodologyforcalculatingthepassengercomfortbenetsofrailwaytravel115123J.
Mod.
Transport.
(2018)26(2):107–118showstheaveragesurveyeddatahjmanditscorrespondingweightamjaboutthe16subindexes.
5.
2CalculationresultsanddiscussionAccordingtotheproposedRPCBcalculationprocesses,weobtainthefollowingcalculationresults,showninTable8.
Thebusiness-classseatinG13providesthemostcom-fortabletravelingcondition,buthasthemostexpensivefare.
TheRPCBforordinary-speedtrainseatsislowerthanthatforhigh-speedrailwaytraingenerally.
TheRPCBofLSSishigherthanRPCBofSCSandFCS,becausetheservicesofluxurysoftsleeper(LSS)inT109arebetterthanofSCSandFCS,passengershavearelativelyinde-pendentpersonalspacethantheotherseats,andtheyhavelessdisturbingfactorsduringthetravel,sothetheywillspendlesstimetogetridoftravelfatigue.
Thenegativevaluesforbothhardsleeperandordinaryseatmeanthatthereisnocomfortforpassengers,andpassengerswillneedmoretimetorecoverfromtiredness.
Furthermore,thehigh-speedrailwayhasanadvantageintime-saving.
Fig-ure2ashowsthecomparisonoftheRPCBandpassengerticketfarebetweenthehigh-speedtrainandordinary-speedtrain;Fig.
2bshowsthelinearrelationshipbetweentheRPCBandticketfarewithcorrelationcoefcientR2=0.
9616,whichcanbeformulatedasVRPCB4e7c30:0014c20:5837c25:832;16wherecistheticketfare.
6ConclusionandfurtherworksByconsideringthepassengerticketfare,aquantitativecalculationapproachforrailwaypassengertravelcomfortbenetwasformulated.
Afterchoosingtheobjectiveandsubjectiveindexes,weusedmeasurementdevicestocollectTable8FinalcalculationresultsG13fromBeijingSouthtoShanghaiHongqiaoT109fromBeijingtoShanghaiBSPSFCSSCSLSSSSHSOSxmn/Xmn,n=1,2,3,…,72.
22/2.
891.
98/2.
470.
61/0.
070.
50/-0.
122.
32/3.
071.
52/1.
671.
14/1.
000.
49/-0.
146.
09/0.
136.
09/0.
136.
09/0.
136.
09/0.
138.
51/-0.
228.
51/-0.
228.
51/-0.
228.
51/-0.
22101.
9/0.
49101.
9/0.
49101.
9/0.
49101.
9/0.
49180.
5/0.
10180.
5/0.
10180.
5/0.
10180.
5/0.
1035.
9/0.
4536.
2/0.
4439.
9/0.
3943.
6/0.
3247.
2/0.
2747.
6/0.
2755.
2/0.
1567.
9/-0.
0424.
4/0.
3324.
4/0.
3324.
4/0.
3324.
4/0.
3325.
7/0.
2125.
7/0.
2125.
7/0.
2125.
7/0.
214.
92/0.
184.
92/0.
184.
92/0.
184.
92/0.
1815.
2/-1.
5315.
2/-1.
5315.
2/-1.
5315.
2/-1.
5388.
82/0.
4884.
95/0.
4278.
00/0.
3073.
26/0.
2286.
77/0.
4579.
80/0.
3369.
78/0.
1655.
54/-0.
07gm0.
6520.
6090.
2650.
2140.
3000.
089-0.
109-0.
298RPCB1139.
70641.
28247.
25118.
34263.
8542.
41-33.
19-52.
90Fig.
2Comparison(a)andlinearrelationship(b)betweenRPCBandpassengerticketfare116W.
Huang,B.
Shuai123J.
Mod.
Transport.
(2018)26(2):107–118thedataoftheobjectiveindexesfromtwotypesofrailwaytrains,ahigh-speedtrainofG13fromBeijingSouthtoShanghaiHongqiaoandanordinary-speedtrainofT109fromBeijingtoShanghai.
Alsoquestionnairesweredeliveredtoobtaintheinitialdataofsubjectiveindexes.
Then,weprocessedtheinitialdatawiththreestepsandanalyzedtheobtainedresults,ndingalinearrelationshipbetweentheRPCBandticketfare.
ThepresentedRPCBcalculationprocesscanbeusedtocalculatetheeconomicalbenetofscalebymultiplyingthetotalnumberofpas-sengers.
Furthermore,thepassengercomfortbenetcal-culationprocessissuitableforotherkindsoftransportmodes,buttheindexesmaybedifferent,soexploringotherapplicationofthecalculationprocesswillbemeaningfulandnecessaryforthefutureworks.
AcknowledgementsThisresearchwasjointlysupportedbytheTrafcandTransportationEngineeringExperimentandCompre-hensiveInnovationCenter,SchoolofTransportationandLogistics,SouthwestJiaotongUniversity,ChengduSichuan,andsubsidizedbyNationalNaturalScienceFoundationofChina(71173177),ChinaStateRailwayAdministrationofScienceandTechnologyLegalDivision(KF2013-020),and2015GraduateInnovativeExperimentalandPracticeProgram(YC201507103),SouthwestJiaotongUniver-sity.
Alsotheauthorswouldliketothanktheanonymousrefereesfortheirvaluablecommentsandsuggestions.
OpenAccessThisarticleisdistributedunderthetermsoftheCreativeCommonsAttribution4.
0InternationalLicense(http://creativecommons.
org/licenses/by/4.
0/),whichpermitsunrestricteduse,distribution,andreproductioninanymedium,providedyougiveappropriatecredittotheoriginalauthor(s)andthesource,providealinktotheCreativeCommonslicense,andindicateifchangesweremade.
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(2018)26(2):107–118
ThisarticleisanopenaccesspublicationAbstractAcomfortableenvironmentinrailwaypassengercoachescanberegardedasaresourceforsocialcon-sumptionduringthetransportprocess.
Railwaypassengercomfortbenets(RPCBs)canberegardedasaspecialgeneralizedcost.
Inthispaper,weselectaseriesofobjectiveandsubjectiveindexestoformulateaquantitativemethodofcalculatingtheRPCBwithconsideringticketfares.
Thismethodincludesthreesteps:maketheinitialdatadimensionless,calculatetheweightofeachindex,andnallycalculatetheRPCBs.
Theproposedmethodwasvalidatedwiththedatacollectedfromtwotypesoftrains:G13fromBeijingSouthtoShanghaiHongqiaoandT109fromBeijingtoShanghai.
Also,questionnairesurveywasconductedinbothtrains.
Afterdataprocessing,theresultsshowthatthereisalinearrelationshipbetweentheRPCBandticketfarewithacorrelationcoefcientof0.
9616.
KeywordsRailwaytransportationeconomyComfortbenetQuantitativecalculationPassengerticketfaresTwo-phaseAHP1IntroductionWiththerapideconomicgrowthandhigh-speedrailnet-workexpandinginChina,peoplearemorewillingtotravelbytrain,andthus,thereisanincreasingrequirementforpassengercomfortoftraintravel.
Railwaypassengercomfortisdeterminedbyacombinationofphysicalandpsychologicalfactors.
Acomfortableenvironmentinrail-waycoachescanberegardedasaresourceforsocialconsumption,andrailwaypassengercomfortbenets(RPCBs)canberegardedasaspecialgeneralizedcost.
Fromtheperspectiveofpassengers,theychoosetotravelbytrainbecausetheycantakearestandhandletheirbusinessesinacomfortablepassengercoach.
Moreover,duringandafterjourney,passengerswillspendlesstimetogetridoftravelfatigue.
Thismeansthatprovidingcom-fortabletransportserviceisoneofthemostimportantmeasurestoattractthepassengers.
Comfort-relatedindexeshavebeenappliedtoevaluatethepassengertransportser-vicequality[1–3].
InChina,RailwayConstructionProjectEconomicEval-uationMethodsandParameters(ThirdEdition,inChinese)[4]isaguidancetoinvestingprojectsofnewrailwaylines.
Itpointsoutthattheimprovementinpassengercomfortben-etsisoneofthemostimportantevaluationindexesneededtobecalculated.
Buttheimprovementvalueisneglectedinpractice,becausethecalculationapproachisincompleteandthebasicdataarehardtoobtain.
Mostofthecurrenttheo-reticalresearchesaredevotedtoestablishingtheindexsys-temwhichinuencesthepassengercomfort[5,6],exploringthecomfortrangeofoneexactfactor[7],introducingsomehightechnologiesandfacilitiesthatarehelpfultoobtainthepassengercomfortparametersaccuratelyandeasily[8,9],orstudyingtherelationshipbetweenthepassengercomfortandtransportationmanagement[10].
Therearenoquantitative&WenchengHuang1261992248@qq.
com1SchoolofTransportationandLogistics,SouthwestJiaotongUniversity,Chengdu610031,Sichuan,China2NationalUnitedEngineeringLaboratoryofIntergratedandIntelligentTransportation,SouthwestJiaotongUniversity,Chengdu610031,Sichuan,China3TrafcandTransportationEngineeringExperimentandComprehensiveInnovationCenter,SouthwestJiaotongUniversity,Chengdu610031,Sichuan,China123J.
Mod.
Transport.
(2018)26(2):107–118https://doi.
org/10.
1007/s40534-018-0157-ycalculationapproachestocalculatepassengercomfortben-ets,soitisimportanttondoutanewapproach,whichcanbeusedbothintheoreticalresearchandengineeringpractice.
InthispaperwefocusonthequantitativecalculationapproachandapplicationofRPCBsconsideringticketfares.
Theremainderofthispaperisorganizedasfollows:InSect.
2wegiveabriefliteraturereviewaboutpassengercomfort.
InSect.
3weintroducethedatathatwillbeusedtoformulatethequantitativecalculationapproach.
NextinSect.
4wegiveadetailedformulationabouttheproposedquantitativecalculationapproachconsideringpassengerticketfare.
TheninSect.
5,inordertotesttheperformanceofthemethodologypresentedinthispaper,anumericalexperimentiscarriedoutbytakingtheexamplesofBei-jing-Shanghaiordinary-speedraillineandBeijing-Shang-haihigh-speedraillineinChina.
Finally,Sect.
6presentsthemajorconclusionsandanoutlineoffutureresearch.
2Literaturereview2.
1PreviousresearchesonpassengercomfortIn1970s,someresearchesbegantoestablishtheindexsystemthatinuencesthepassengercomfort,andtriedtoobtaintheassessmentresultswithquestionnairesurveysorothermethods.
OborneandClarke[11]carriedoutaquestionnairesurveyfromSwanseaanddiscussedhowtoobtainthequantitativeassessmentdatafromthesurveyeffectively.
Ref.
[12]studiedthetechniquesforthepas-sengercomfortassessment,whichincludedtwoparts:transportationsystemaspects,suchasridingcomfort,localcomfort,andorganizationalcomfort,andthebehavioralaspects.
Moreover,Ref.
[13]presentedanoverviewaboutpassengercomfort,theconceptofcomfort,anditsrela-tionshiptothepassenger'sothertravelexperienceswhichwerediscussedandsomefactorsthatinuencecomfortwereintroduced,includingtemperature,ventilation,illu-mination,photicstimulation,pressurechangesontheear,travellength,andtaskimpairment.
Richardsetal.
[14]thoughtthatanindividual'sreactiontoavehicleenviron-mentdependedonboththephysicalinputsandtheindi-vidualcharacteristics,whichmeansthatbothobjectivefactorsandsubjectivefactorsshouldbeconsideredwhenevaluatingthepassengercomfort.
Vinketal.
[15]usedmorethan10,000internettripreportsand153passengerinterviewstogatheropinionsaboutaspects,whichneedtobeimprovedinordertodesignamorecomfortableaircraftinterior.
Theyfoundclearrelationshipsbetweencomfortandlegroom,hygiene,crewattentionandseat/personalspace,andpassengerrateinthenewerplanessignicantlybetterthanthoseinolderones,indicatingthatattentiontodesignforcomfortwaseffective,andrudeightattendantsandbadhygienereducedthecomfortexperiencedrasti-cally.
Nan[5]thoughtthefactorsaffectingpassengercomfortincludedspacepercapita,traveltime,environmentinvehicle,servicelevels.
Passengerswithdifferentoccu-pationsandtravelpurposeshaddifferentdemandincom-fort.
Wang[6]dividedthewholecomfortevaluationfactorsintotwoparts:objectivefactorsandsubjectivefactors,andacomfortevaluationmodelbasedonthemixingparametersofsupportvectormachinewasestablished.
Someotherresearchesfocusedonexploringthecomfortrangeoffactorsthatinuencethepassengercomfort,forexample,thecomfortrangeofvibration,temperature,noise,airpressure.
Refs.
[16,17]studiedtherelationshipbetweenthevibrationandpassengercomfort;bothwhole-bodyvibrationinhumansandvibrationinvehiclewereinvolved.
Also,Cilogluetal.
[18]investigatedandassessedthewhole-bodyvibrationandthedynamicseatcomfortofaircraftseatsunderusingaverageweightedvibration,vibrationdosevalues,andthetransmissibilitydata.
Ref.
[19]gaveabriefreviewofbotheldandlaboratorystudiesonhumanreactiontovibration.
Thelaboratory-basedstudieswereusedtopredictcomfortlevelsforpassengervehicles.
Asaresult,somesuggestionsweremadeforvibrationinpassengertransportvehicleswithinaccept-ablerange.
Thermalcomfort(thetemperaturefactor)inpassengercoachhasbeenstudiedforalongtime,inordertodeneatestingandcalculationmodelforthermalcomfortassessmentofabusHVACdesignandtocompareeffectsofchangingparametersonpassengerthermalcomfort.
PalaandOz[20]carriedoutacombinedtheo-reticalandexperimentalworkduringheatingperiodinsideacoach,temperatures,airhumidity,andairvelocitiesweremeasuredtoinvestigateeffectsoffasttransientconditionsonpassengers'physiologyandthermalcomfort,andthegraphsofpassengersthermalsensationandthermaldis-comfortlevelwereusedtoevaluatethestudy.
Ref.
[21]indicatedthatsolarradiation,poorinteriorinsulation,thenon-uniformityoftheaverageradianttemperatureaffectedthethermalcomfortinvehicles,andthemostpopularmethodsforassessingthermalcomfortwerereviewed.
Forabetterunderstandingofthermalcomfortinapassengercoachbyconsideringthespectralsolarradiation,Moonetal.
[22]usedcommercialsoftware(ANSYSFluentV.
13.
0)topredictthermalandoweldsundertheoperatingconditionsofaheating,ventilation,andair-conditioningsystem.
Asaresult,theyfoundthattheestimatedtemper-aturenearthedriverandpassengersincreasedbyapprox-imately1–2°Cwhenconsideringthespectralsolarradiation.
Inaddition,itwasfoundthatthepredictedmeanvotebyconsideringthespectralradiationwashigherthanthatofthecasewithoutconsideringthespectralradiation.
Exceptforthethermalcomfortresearchesdevotedto108W.
Huang,B.
Shuai123J.
Mod.
Transport.
(2018)26(2):107–118passengercoaches,andsomeresearchersalsotriedtoexplorethethermalcomfortintransportterminals.
Forexample,inordertondoutthethermalperception,preference,andcomfortrequirementsofpassengersandterminalstaffinthreeairportterminalsintheUK,researchers[23]monitoredtheindoorenvironmentalcon-ditionsindifferentterminalareasandconductedques-tionnaire-guidedinterviewswith3087terminalusers.
Theyfoundthattheneutralandpreferredtemperaturesforpas-sengerswerelowerthanforemployeesandconsiderablylowerthanthemeanindoortemperature,andpassengersdemonstratedhighertolerancetothethermalconditionsandconsistentlyawiderrangeofcomforttemperatures,whereasthelimitedadaptivecapacityforstaffallowedforanarrowercomfortzone.
Furthermore,Ref.
[24]indicatedthatexceptfortemperature,someotherclimateparameterssuchashumidityandairmovementwerealsoimportanttopassengerthermalcomfort.
Thus,airtemperaturehadthelargestweightforcomfortpredictions;humidityandairdraftalsohadsignicanteffectsandshouldnotbeneglected.
Noiseannoyanceisanotherimportantfactorwhichinuencesthepassenger'scomfort,Parketal.
[25]evaluatedthenoiseannoyanceinpassengercoachesofhigh-speedtrain,andtheevaluationwasundertakenindifferentconditionssuchasthestationarynoise,unsteadysuddenvariationinsound,short-termnoise.
Ahmadpouretal.
[26]analyzedwhetherthefactorsunderlyingthepassengers'experienceofcomfortdifferedfromthoseofdiscomfort.
Theresultsshowedthattherewerenosigni-cantdifferencesbetweenthecomfortanddiscomfortrat-ingsonthepre-givingfactors.
Anotherinuencingfactorforpassengercomfortinpassengercoachisairpressure.
Schwanitzetal.
[7]conductedaquestionnairesurveywith262passengerswhichrevealedthatpressurevariationsareratedlessimportantforridingcomfortthanclimaticandspatialaspects(study1).
Also,alaboratoryexperiment(study2)inthepressurechamberattheDLRInstituteofAerospaceMedicinewith31subjectsinvestigatedtheeffectsofsystematicpressurevariationsondiscomfort,tondoutairpressurevariationsinsidetrainsandreducepressurecomfortforrailwaypassengers,whiletrainswerepassingthroughtunnels.
Similarcomparativetestwasconductedagain[27],aeldstudyonthehigh-speedrailwaytrackCologne–Frankfurt/Mainaswellasasimu-lationstudyintheirpressurechamberTITAN(DLRInstituteofAerospaceMedicine)with31subjectstoinvestigatepressurecomfortforpassengers.
Theyfoundthatbesideattributesofinstantaneouspressurechanges,pressureeventsofthelattersignicantlyinuencedcurrentdiscomfort.
Thendingsinthetwopapersmayinformdesignengineerstoimprovetrainandtunneldesign.
Inordertoobtainthepassengercomfortparametersaccuratelyandeasily,somehightechnologyandfacilitieshavealsobeenapplied.
Forexample,atriaxialaccelerometer[8]wasusedtomeasuretheaccelerationandglobalpositioningsystem(GPS)wasusedtoobtainposi-tiondetection.
Afterdatacollection,theydesignedanembeddedsystem(hardware,rmware,andsoftware)toassessthedynamicmotionfactorsthataffectthecomfortinpublictransportationsystems.
Lin[9]conductedanexperimentusingtheHigh-SpeedTrainGeneralizedComfortResearchPlatforminSouthwestJiaotongUniversityRailLaboratory.
ADelphi–AHPmethodwasusedtodeterminetheweightforeachfactor;then,theexperimentwasdesignedtotestandverifycorrectnessandfeasibilityofthepassengercomfortevaluationprocess.
Silveiraetal.
[28]comparedtwodifferenttypesofshockabsorbers'behavior,symmetrical(linear)andasymmetri-cal(nonlinear),whichwereusedonpassengervehicles.
Thenalresultsshowedthattheasymmetricalsystemwithnonlinearcharacteristicstendstohaveasmootherandmoreprogressiveperformance,forbothverticalandangularmovements.
Alowerlevelofaccelerationisessentialforimprovedridecomfort.
Theuseofasymmet-ricalsystemsforvibrationsandimpactabsorptioncanbeamoreadvantageouschoiceforpassengervehicles.
Higherpassengercomforthasalsobeenconsideredasanecessaryoperationfactorintrafcandtransportationmanagement,becausethemanagerswanttoprovideabetterservicetoattractmorepassengers.
Todeterminewhetherbuspassengercomfortwasinuencedbydrivingstyle,especiallythedifferenceexpectedtooccuraftertrainingofdriversineconomical(fuelefcient)driving,Af[10]didaeldstudyandfoundthataftertrainingofdri-vers,passengersexperiencedmorecomfortable,whichmeansbetterdrivingstyleishelpfultoimprovethecom-fort.
Toensurethepassengercomfortandthecargosafety,Tezdoganetal.
[29]usedasea-keepinganalysisapproachtocalculatetheoperabilityindexofhigh-speedpassengerships.
Theevaluationparametersincluded:thedynamicresponsesoftheshiptoregularwaves,waveclimateoftheseaaroundtheship'sroute,andassignedmissionsofthevessel.
[30]analyzedtheinuencethatperceptionsofsafetyandcomfortofservicehaveonthechoiceofrivertransportbypassengersusinghybridchoicemodelsincorporatinglatentvariables.
Theresultsindicatedthatolderworkersattachlessimportancetothehullconditionandsafety;comfortwasmorevaluedbyyoungworkersandbythoseuserswithahighereducationallevel;thespacebetweenseatsanddevelopingstrategiestoimprovethebehaviorofotheruserssignicantlyincreasedtheperceivedcomfortoftheserviceprovided.
Marquezetal.
[31]usedonlinesurveywith244respondentstodeterminewhichfactorscontributetocomfortwhenridingabicycleandfoundthatcomfortisinuencedbyfactorsrelatedtobicyclecomponents(specicallytheframe,saddle,andAmethodologyforcalculatingthepassengercomfortbenetsofrailwaytravel109123J.
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(2018)26(2):107–118handlebar),aswellasenvironmentalfactors(typeorroad,weatherconditions)andthecyclist(position,adjustments,bodyparts).
Respondentsindicatedthatcomfortwasaconcernwhenridingabicycleinmostsituationsandtheybelievedthatcomfortwascompatiblewithperformance.
Aftersummarizingandanalyzingthepreviousresear-chesabove,threerulesareadoptedinthiswork:(i)Theindexsystemthataffectsthepassengercomfortincludesbothobjectiveandsubjectivefactors.
(ii)Thethresholdsforoneexactfactorthatinuencethepassengercomfortaredened.
(iii)Wecanusethemeasurementdevicessuchasvibrationsensor,airpressuresensor,thermometer,andautomatedpassengercountingtoobtainthedataofbasicobjectiveparametersofthepassengercoaches.
Questionnairesurveyisawaytoobtaintheinitialdataofthesubjectiveindicators.
2.
2MethodofcalculatingtheimprovedrailwaypassengercomfortbenetsinChinaThecalculationapproachfortheimprovedrailwaypas-sengercomfortbenetsIRPCBsintheEconomicEvalua-tionMethodsandParametersforConstructionProject[4]referstothewholepassengertransportprocess.
Itcanalsobeseenasthepassengercomfortbenetdifferencebeforeandaftertheconstructionofnewrailwayproject.
Intheapproach,bothsubjectiveandobjectivefactorsareusedtocalculateit.
Theobjectivefactorsincludespacepercapita,vibration,noise,pressurechanges,temperatureforarail-waypassengercoach.
Subjectivefactorsarethesubjectivefeelingsofpeopleinarailwaypassengercoach,suchasseatcomfortdegree,interior,informationservices,foodservices,andhealthconditions.
TheIRPCBVIRPCBisdenedasVIRPCBXm;ij2PijQdij;mXl2P0mETij;m;lSPij;m;lb#ij;m;lXl2P1mETij;m;lSPij;m;lb#ij;m;l24351wherePijisthesetoforiginanddestinationOD(i,j),whichisrelatedtothenewrailwayproject;misthepassengercoachtypes;Qij,mdisthenumberoftransferpassengersindifferenttransportmodesandfordifferenttransportroutesinonetransportmodeaswell;Pm0isthesetofpassengertransportrouteswithoutnewlybuiltprojects;Pm1isthesetofpassengertransportrouteswithnewprojects;lisageneralizedlineforpathPm0orpathPm1,whichrepresentsbothoneactuallineandoneconnectinglinebetweenthestartingpointandarrivalpoint;Tij,m,lrepresentsthetimeonthelbetweenanyOD(i,j);SPij,m,listhespacepercapitaonthelbetweenanyOD(i,j);#ij,m,lrepresentstheadditionalgeneralizedcostperhouroftheotherrelatedinuentialfactorsexceptspacepercapitaonthelbetweenanyOD(i,j),whichisgenerallyignoredinpractice;Eandbarethefactorsneedtobedemarcatedduringthecalculationprocess.
Afteranalyzingthisformula,wecanndthefollowingdisadvantages:(i)Exceptforspacepercapita,otherobjectivefactorsarenotconsidered,whichmeansthatitisnotapreciseformula.
(ii)Usually,itishardtobeappliedinpracticebecausetheindexessuchas#ij,m,l,E,andbaredifculttoobtain.
3IndexadoptionandinitialdatameasurementAccordingtotheactualpracticeandtheoreticalresearches,bothobjectiveindicatorsandsubjectiveindicatorshavecrucialimpactsonRPCBs.
Objectiveindicatorsbelongtophysicalfactorsduringthewholetransportprocess,forexample,areapercapitainpassengercoach,vibration,noise,pressurechanges,temperature.
Subjectiveindicatorsarerelatedtothepassengers'subjectivefeelings,suchasseatcomfort,interiordecorationofthepassengercoach,informationservices,cateringservices.
3.
1ObjectiveindicatorsWeobtainedthedataofobjectiveindicatorsbymeasure-mentdevices,suchasthevibrationsensor,airpressuresensor,temperaturesensor,noisetester,tapemeasure,automatedpassengercounting,andpassengercoachdesigndrawings.
Thefollowingsixindicatorsweremeasured.
(1)AreapercapitainpassengercoachAreapercapitainpassengercoachisafactorthatdirectlyaffectspassengertravelcomfortduringtherailtransportprocess,andalargeareapercapitaforpassengermeanshighpassengertravelcomfort.
Thespecicstandardsareclearlydenedinthedesignspecicationsforeachkindoftransportmode.
Forexample,accordingtothestatisticaldata,theareapercapitais0.
57m2whentheseatutilizationrateis100%inChina[5,6].
Inaddition,theareapercapitainrailwaypassengercoachinothercountriesislistedinTable1.
Table1Railwaypassengerareapercapitaindifferentcountries(m2)[5,6]GermanySwedenSpainFranceGreatBritainJapanChina1.
181.
011.
080.
860.
850.
820.
57110W.
Huang,B.
Shuai123J.
Mod.
Transport.
(2018)26(2):107–118Thedataofareapercapitainpassengercoachxm1wereobtainedbythecombinationoftapemeasurement,auto-matedpassengercounting,andpassengercoachdesigndrawings,forthedifferenttypesofrailwaycoaches.
(2)VibrationVibrationexistsineachtransportmode.
Itisalsoamajorfactoraffectingpassengercomfort.
Vibrationisgenerallydividedintolateralandverticalvibrations.
Humansaremoresensitivetolateralvibration.
Inthispaper,welettheratiooflateralvibrationbe0.
7andratioofverticalvibrationbe0.
3[6,18].
Thevibrationisusedtoformulatetheoperationstabilityxm2.
x2m7:080:7Xni1AhiFfhi=fhi10q0:3&Xni1AciFfci=fci10q';2whereAihandAicinms2arethelateralvibrationaccel-erationandverticalvibrationacceleration;fihandficinHzrepresentthelateralvibrationfrequencyandverticalvibrationfrequency;F(fih)andF(fic)arethevibrationfre-quencycorrectionterms,listedinTable2.
Weusedthevibrationsensorstoobtainthevibrationaccelerationandfrequencyinthepassengercoach.
Thevibrationsensorsrecordedthedataduringthewholetestingprocess,andtheaveragedvaluesofvibrationaccelerationandfrequencyareappliedincalculation.
(3)PressurechangesTheairpressureintherailwaypassengercoachwillchangeduringthetrainoperation,andintensepressureuctuationscancausepassengerdiscomfortandevendamagetothebody,suchasrupturedeardrum.
Inthispaper,therateofairpressurechangeisintroduced[5,6]:x3mDpRT273:15=V3wherexm3inPa=sistheairpressurechangerateandDpinPa=sthemaximumpressurechange.
Also,Tin°Cisthetemperatureintherailwaycoach,Visthepassengercoachvolumeinm3,andRisMolargasconstant.
Table3showsthedesignvaluesofthemaximumpressurechangeandmaximumpressurechangerateinsomecountries.
Pressureandtemperatureweremeasuredbypressuresensorsandtemperaturesensors.
Thepassengercoachvolumewasobtainedaccordingtocoachdesigndrawings.
(4)NoiseHighspeedusuallycausesmorenoiseinthepassengercoach.
Noisepollutionhaspotentiallyadverseimpactonpassengers'health,suchashearingimpairment,headache,andneurasthenia.
Duringthetrainoperationprocess,noiseandspeedhavealinearrelationship,i.
e.
,whenthespeedincreases10km/h,noiselevelwillincrease1–2dB,correspondingly.
Eachkindoftransportmodehasitsownmaximumnoiselevellimitation.
Asforthetrainoperation,ifthetrainspeedis80km/h,thenoiselevelinthepassengercoachshouldbelimitedat68dB.
InternationalUnionofRailways(UIC)requiresthenoiseinpassengertrainshouldnotexceed65dB[5,6].
Also,theaverageoperationspeedofTGV-AinFranceisover300km/h,butthenoiseinpassengercoachis66dB.
Weusedthenoisetesterstoobtaintheactualnoiselevelintherailwaypassengercoaches.
(5)TemperatureInrecentyears,passengercoachesaregenerallyequippedwithair-conditioningsystems.
Accordingtopassengers'feedback,thereisagreattemperaturedifferencebetweenthepassengercoachandexternalenvironment.
Poorair-conditioningandventilationaresourceofpassengerdiscomfort,forexample,dizziness,sneezing,fatigue,memoryloss,muscleandjointpain.
IS07730temperaturesettingstandardiswidelyusedinEuropeancountries,whichrequiresthetemperaturerangeofhumanthermalcomforttobe21–24°C.
Also,thestandardASHRAE55-92usedintheUSAinsiststherangeofthermalcomforttemperaturetobe20–23.
6°C.
Furthermore,thepredeter-minedtemperatureboundariesofhumanskinfeelingforhotandcoldconditionare20–25°C.
Thecomforttemperaturerangeis17–28°CinChina[5–6,9].
WeusedTable2Frequencycorrectionterms[6]LateralvibrationfrequencycorrectiontermF(fih)/HzVerticalvibrationfrequencycorrectiontermF(fic)/HzIf0:5fhi5:9Hz;Ffhi0:325fhi2If0:5fci5:4Hz;Ffci0:8fci2If5:9\fhi20Hz;Ffhi400=fhi2If5:4\fci26Hz;Ffci400=fci2Iffhi[20Hz;Ffhi1Iffci[26Hz;Ffci1Table3Railwaypressurecomfortrangeindifferentcountries(Pa/s)[6,9,18]JapanEnglandGermanyUSAChinaxm32001000300–400410200Dp1000400010007001000Amethodologyforcalculatingthepassengercomfortbenetsofrailwaytravel111123J.
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Transport.
(2018)26(2):107–118thetemperaturetesterstoobtaintheaveragetemperatureinthepassengercoaches,andthetestdatawereusedtocalculatetheairpressurechangerate.
(6)PassengertraveltimeErgonomicsresearch[6,9]showsthatifthetraveltimeexceeds6h,thepassengerswillfeeluncomfortable.
Some-times,thetrainmaybedelayed,whichcanalsocausethediscomfortofpassengers.
Weobtainedthetraveltimeaccordingtothe12,306RailwayPassengerServiceCenter.
3.
2SubjectiveindicatorsTherearevekindsofsubjectiveindicatorsofinterest:healthconditions,interiordecorationofpassengercoaches,informationservices,seatcomfort,andcateringservices.
Thevemainindicatorsinclude16subindexesuj,j=1,2,…,16asshowninTable4.
Wecollectedtheinitialpassengerevaluationdatabyconductingquestionnairesurveyinthepassengercoaches.
Therearemkindsofticketfare,sothecomprehensivesubjectiveindicatordataxm7canbeformulatedasfollows:x7mX16j1ajmXNmi1hm;ji,Nm!
;4whereamjistheweightforeachsubindex,forthemkindsofticketfare;Nmisthenumberofpassengerssurveyed,andhim,jisthescoreofeachsurveyedpassengertowardeachsubindex,therangeofhim,jbeing0–100;if0Bhi-m,j\60,itmeansthatthesurveyedpassengerregardsthisitemasanuncomfortablesource;if60Bhim,jB100,thisitemisseenasacomfortablesource.
Welettheaveragesurveyeddatahjm,hjmPNmi1hm;jiNm.
Furthermore,if0Bxm7\60,thecomprehensivesubjectiveindexisregardedasanuncomfortablefactor;if60Bxm7B100,itisacomfortablefactorforpassengers.
Theweightingcoefcientamjcanbeobtainedusingtheanalytichierarchyprocess(AHP)[32].
Here,weusedthetwo-phaseAHPtoconstructthejudgmentmatrixthatcanmeettheconsistencyrequirement[33]and[34].
Thepro-cedureispresentedasfollows:(i)ConstructingthesubindexjudgmentscalingmatrixIntherstphase,afterthepairwisecomparisonofallsubindexesthroughathree-scalemethod(withvaluesof0,1,and2),webuiltacomparisonmatrixtocalculatetherankingindexofthesubindexes.
Inthissection,weusei,jtorepresentthesubindexes.
H=(hi,j)={0,1,2}isthejudgmentscaleset,inwhichhi,j=0meansthatsubindexiislessimportantthansubindexj;hi,j=1meansthatsubindexiisasimportantassubindexj;andhi,j=2meansthatsubindexiismoreimportantthansubindexj.
(ii)ConstructingthesubindexjudgmentmatrixInthesecondphase,weconstructedthejudgmentmatrixusingtherangemethod.
Ifaijistheratiooftheimportanceofsubindexitotheimportanceofsubindexj,then1/aijistheratiooftheimportanceofjtothatofi.
Accordingtotherangemethod:fbi;bjaijabibjBb;5whereAaijconstitutestheconsistencyjudgmentmatrix;abisthegivenrelativeimportanceofthepairofrangeelements,basedonacertainstandard,andalwaysgenerallyassignedaconstantvalueofab=9[35].
biP16j1aij;Bmaxbiminbi.
Theweightingcoefcientak,mjcanbeobtainedbyajmY16j1aij16vuut,X16i1Y16j1aij16vuut;6X16j1ajm1;8m:7Finally,weconductedaconsistencytestfortheobtainedweights.
Thenalresultsaboutthe16subindexweight-mnarepresentedinTable7.
Table4Classicationofthesubjectiveindicators[5,6,9,18]HealthconditionsToilethygieneInteriordecorationDecorationmaterialsafetySmokingroomhygieneDecorationmaterialcolorWashroomhygieneDecorationmaterialstyleconsistencyDrinkingwaterhygieneInformationservicesMobilephonecommunicationcapabilitySeatregionalhygieneMultimediaservice(TV,newspaper,etc.
)SeatcomfortSeatshapeCateringservicesServicespeedofcateringBodypressuredistributiononseatQualityoffoodanddrinkSeatelasticpropertiesCateringstaffservicelevels112W.
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(2018)26(2):107–1184RPCBcalculationapproachTheeldresearchontravelersinShanghai[36]showedthatunderthesametravelingtimeconditions,morethan86%ofpassengerswerewillingtopaymoreforamorecomfortabletravelingenvironment.
TheRPCBisregardedasanobjectivefactorwhenpassengersarechoosingtheirtravelmode.
Shietal.
[37]thoughtthatthereisadirectlyproportionalrelationshipbetweenpassengercomfortandtravelexpenses,butwiththeincreaseintraveltimeandtravelcosts,theRPCBgrowthrateisreducing.
AccordingtothepricingstrategyofpassengerticketsinChina,ingeneral,longerdistancemeanshigherticketcost,butlessunitticketprice.
Figure1showstherelationshipbetweentraveltimeandpassengerticketcost(a),andtherelation-shipamongthetraveltime,passengerticketcost,andRPCB(b).
PropertyTheRPCBisrelatedtobothtraveltimeandpassengerticketcost;wecanusethefollowingcompositefunctiontoformulatetheRPCB:VRPCBFc;fc:8ProofFigure1ashowsthat,ingeneral,longertraveldistancemeansmoretraveltime,soweusetimetoreplacedistance;ift3-t2=t2-t1,thenc3-c2\c2-c1;wecanusethefollowingfunctiontoformulatetherelationshipbetweenthetraveltimeandpassengerticketcost:tfc:9Figure1bshowsthat,fortheexacttraveltimet2,ifticketpricec3[c1,thenF(c3,t2)[F(c1,t2).
Ift3-t2=t2-t1,thenwecanobtainc3-c2\c4-c3;wecanusethefollowingfunctiontodescribetherelationshipbetweentheRPCB,traveltime,andpassengerticketcost:VRPCBFc;t:10RemarkWhenwecombinet=f(c)andF(c,t),wecanusethecompositefunction[23]mentionedabovetodescribetherelationshipbetweentheRPCBandthepassengertransportticketfare.
Passengerticketcostandcomfortdegreevarywiththetypesofseats.
Forexample,therearethreetypesofticketsinChina'shigh-speedtrains:rst-classseat,business-classseat,andordinary-classseat.
TheRPCBlossduetotraindelayisvariedforthepassengersindifferentseats,becausetherst-classseatpassengersspendmoremoneytobuythetickets,expectingbetterserviceandhigherRPCB.
Thepassengercomfortbenetisincreasedorreducedbytheticketfares.
WecollectedtheinformationofthepassengerticketpricesfromtheRailwayCustomerServiceCenterofChina(RCSCC).
Thepassengershavemtypesofticketfares,suchas1748CNY(forabusiness-classseat),933CNY(forarst-classseat),and553CNY(forasecond-classseat)inonehigh-speedtrainfromBeijingSouthtoShanghaiHongqiao.
Thoughtheticketpriceisdifferent,thepassengersononetrainhavetoexperiencethesamevibration,pressurechange,temperature,andoperationtime.
Theareapercapitainpassengercoach,however,isquitedifferent,becausedifferenttypesofseatcorrespondtodifferenttrainfacilitiesandequipmentsettingandservice.
Inordertoachievethenon-dimensionalizationofinitialdata,wedividealltheobjectiveandsubjectiveindexesintothreecategories:(1)areapercapitainpassengercoach,(2)vibration,noise,pressurechanges,temperature,and1t2t3t1c2c3c4cRPCBincreasingdirection(),Fct/PassengerticketcostCNY/Travellingtimehour1t2t3t1c2c3c()tfc=/Travellingtimehour/PassengerticketcostCNY(a)(b)Fig.
1RelationshipamongRPCB,travelingtime,andpassengerticketcostAmethodologyforcalculatingthepassengercomfortbenetsofrailwaytravel113123J.
Mod.
Transport.
(2018)26(2):107–118operationtime,and(3)subjectiveindexes.
Forthemtypesofseats,thequantitativecalculationprocessoftheRPCBisorganizedasthreesteps.
Step1Non-dimensionalizationofinitialdataTherearesevenkindsofobtainedinitialdataxmn,n=1,2,…,7,whichneedtobenon-dimensionalized.
(i)AreapercapitainpassengercoachX1mx1m0:570:57;8m;11wherexm1representstheinitialareapercapitainpassengercoach.
IfXm1[0,itisacomfortfactorforpassengers;otherwise,itisnothelpfultoimprovethenalRPCB.
Weletthecomfortthresholdaboutareapercapitainpassengercoachxm1C0.
57.
(ii)Vibration,noise,pressurechanges,temperature,andoperationtimeXnmxnmxnmxnmxnm;ifxnmxnmxnm2xnmxnmxnmxnm;ifxnm[xnmxnm2(;8m;8n2;3;612wherexnm;xnm;8m;8n2;3;6showsthecomfortrangeforeachindex.
Also,itishelpfultoincreasetheRPCBifXmn[0;otherwise,itwilldecreasethenalRPCB.
Inthispaper,letthecomfortablerangeofrailwayvibration0Bxm2B7,whichmeansifxm2[7,thevibrationwillbecomeanintolerablefactorforpassengersintherailwaycoach.
Thecomfortablerangeaboutairpressurechangeis0Bxm3B200Pa=s.
Alsowesetthatthecomfortablerangeofthenoiseis0Bxm4B65dB,thecomfortabletemperaturerangeinpassengercoachis17Bxm5B28°C,andthecomfortablerailwaytraveltimerangeis0\xm6B6h.
(iii)SubjectiveindexX7mx7m6060;8m:13ThenaldataofthesubjectiveindexwillincreasetheRPCBif60\xm7B100;otherwise,itwilldecreasetheRPCBif0Bxm7B60.
Step2CalculatetheweightofeachindexThetwo-phaseAHPwillbeusedtoobtaintheweight-mnofeachindexn.
ThenalresultsaboutthesevenindexweightsarepresentedinTable7.
Step3CalculateRPCBWeusetheproductofthepassengerticketpricePm(CNY)andcomprehensiveevaluationcoefcientgmtorepresentthepassengercomfortbenetvalue,whichisjustforanunitcalculationresult.
gmXnXnm-nm;8m;14VmRPCBPmgm;8m:155Numericalexperimentandresultsdiscussion5.
1InitialdataOverthepasttwelveyears,Chinabuiltalotofrailwaylinestomeetthehugeandgrowingpassengertransporta-tiondemand.
Thishasresultedinthelargestordinary-speedrailway(OSR)networkandhigh-speedrailway(HSR)networkintheworld,withtotallinesinoperationnearly120,000kmbytheendof2015.
Inadditiontothis,con-tinuoushighinvestmentshavepromptedtheexpandingofChinarailwaynetwork.
Thus,theevaluationofpassengercomfortbenetforthesenewrailwayprojectsbecomesimportant.
ThebasicoperationinformationofthetwotrainsofG13andT109(G13isahigh-speedtrain,andT109isaordinarytrain)iscollectedfromtheChinaRailwayPassengerServiceNetwork(www.
12306.
com)totesttheproposedRPCBcalculationmethod,includingtrainoperationtime,seattypes,andticketprices.
DetailedinformationisshowninTable5.
TherearefourkindsofblocksinG13,includingbusi-ness-classseat(BS),principalseat(PS),rst-classseat(FCS),andsecond-classseat(SCS),andfourkindsofblocksinT109,includingluxurysoftsleeper(LSS),softsleeper(SS),hardsleeper(HS),andordinaryseat(OS).
Thetestperiodisthetrainoperationtime,4.
92hforG13and15.
2hforT109,respectively.
WearrangedeightpersonsfortheG13groupandeightpersonsforT109group.
Fortheeightpersonsineachgroup,fourofthemuseddevicestocollectthebasicoperationdata.
Eachofthemhasavibrationsensor,anairpressuresensor,atemperaturesensor,anoisetester,atapemeasure,anautomatedpassengercounting.
ThedataoftheseobjectiveindexesarepresentedinTable6.
Otherfourpersonscon-ductedthequestionnairesurvey.
Accordingtothenumberofpassengerspayingfordifferentseats,differentnumbersofquestionnairesweredelivered:50inBS,100inPS,100inFCS,and200inSCS,and50inLSS,100inSS,200inHS,and300inOS.
Finally,weobtained423validques-tionnairesforG13and605validquestionnairesforT109.
Duetospacelimitations,weonlypresentthenaldatainTable6,notincludingtheinitialsurveydata.
Onlypas-sengerstravelingfromBeijingtoShanghaiwerechosenasrespondents.
Asaresult,foreachkindofseat,weonlypresenttheaveragevalueshjminTable7.
Therstrow114W.
Huang,B.
Shuai123J.
Mod.
Transport.
(2018)26(2):107–118Table5InitialoperationaldataaboutG13andT109OperationinformationG13fromBeijingSouthtoShanghaiHongqiaoT109fromBeijingtoShanghaiOperationtime(h)4.
9215.
2Operationdistance(km)13181463Averagespeed(km/h)267.
8993.
38PassengercoachvolumeV(m3)5,044.
805,858.
08Table6ObjectivedatainG13andT109IndexesG13fromBeijingSouthtoShanghaiHongqiaoT109fromBeijingtoShanghaiBSPSFCSSCSLSSSSHSOSPm1,7481,053933553879.
5476.
5304.
5177.
5xm12.
221.
980.
610.
502.
321.
521.
140.
49Aih0.
1360.
1360.
1360.
1362.
5242.
5242.
5242.
524Aic0.
2570.
2570.
2570.
2572.
9132.
9132.
9132.
913fih2.
972.
972.
972.
975.
755.
755.
755.
75fic3.
313.
313.
313.
315.
215.
215.
215.
21Dp207.
8207.
8207.
8207.
8425.
6425.
6425.
6425.
6T24.
424.
424.
424.
425.
725.
725.
725.
7xm435.
936.
239.
943.
647.
247.
655.
267.
9Table7SubjectivedatainG13andT109G13fromBeijingSouthtoShanghaiHongqiaoT109fromBeijingtoShanghaiBSPSFCSSCSLSSSSHSOShjm=ajmj=1,2,3,…,1680.
2/0.
08182.
4/0.
07975.
9/0.
07178.
4/0.
07985.
4/0.
08074.
2/0.
08059.
7/0.
06945.
8/0.
08088.
7/0.
06487.
1/0.
06785.
2/0.
05181.
0/0.
05684.
5/0.
06681.
1/0.
06777.
2/0.
05058.
2/0.
06590.
5/0.
08190.
2/0.
08489.
5/0.
08288.
7/0.
09190.
8/0.
08488.
7/0.
08174.
1/0.
08151.
4/0.
08189.
5/0.
07388.
1/0.
06687.
5/0.
08284.
1/0.
09288.
1/0.
07784.
5/0.
05975.
4/0.
08065.
5/0.
09098.
7/0.
05594.
5/0.
07191.
2/0.
06389.
8/0.
07892.
5/0.
05691.
1/0.
07084.
2/0.
08067.
7/0.
08095.
1/0.
02886.
1/0.
03176.
4/0.
05271.
4/0.
01489.
9/0.
03487.
4/0.
03476.
6/0.
05079.
4/0.
03481.
1/0.
03782.
3/0.
02585.
7/0.
04990.
2/0.
04988.
8/0.
03787.
4/0.
03089.
6/0.
05084.
5/0.
05097.
4/0.
01891.
2/0.
01995.
4/0.
03789.
4/0.
06181.
4/0.
02172.
0/0.
02177.
1/0.
04469.
4/0.
05781.
7/0.
08180.
2/0.
07480.
4/0.
07480.
4/0.
04577.
1/0.
08174.
2/0.
07871.
1/0.
07060.
0/0.
04198.
7/0.
08181.
2/0.
07468.
7/0.
06255.
1/0.
09890.
8/0.
07571.
5/0.
07156.
6/0.
06645.
7/0.
06594.
5/0.
06485.
9/0.
06867.
8/0.
07456.
1/0.
04794.
1/0.
06768.
1/0.
07071.
2/0.
07242.
3/0.
05092.
8/0.
07385.
2/0.
07164.
6/0.
07351.
2/0.
05694.
3/0.
07175.
1/0.
06966.
6/0.
07247.
1/0.
05191.
2/0.
07390.
2/0.
06561.
5/0.
07151.
1/0.
03992.
3/0.
07089.
9/0.
07067.
9/0.
07044.
1/0.
04087.
4/0.
04681.
2/0.
06385.
5/0.
04583.
2/0.
03687.
4/0.
03984.
1/0.
06156.
6/0.
05055.
1/0.
06074.
1/0.
06470.
5/0.
05976.
3/0.
03459.
7/0.
09868.
6/0.
05870.
5/0.
06158.
9/0.
04145.
2/0.
09587.
5/0.
08184.
2/0.
08469.
4/0.
08057.
1/0.
06181.
1/0.
08480.
0/0.
07849.
0/0.
05539.
7/0.
061-mn,n=1,2,3,…,70.
1250.
1320.
1670.
1570.
1350.
1430.
1460.
1820.
1430.
1320.
1250.
0980.
1350.
1220.
1040.
1090.
0890.
1130.
1250.
0980.
1150.
1430.
1250.
0910.
1790.
1700.
1460.
1760.
1730.
1630.
1670.
1820.
1430.
1510.
1670.
1760.
1540.
1630.
1670.
1640.
1780.
1700.
1450.
1770.
1540.
1630.
2080.
1820.
1430.
1320.
1250.
1180.
1340.
1030.
0830.
090P-mn1.
0001.
0001.
0001.
0001.
0001.
0001.
0001.
000Amethodologyforcalculatingthepassengercomfortbenetsofrailwaytravel115123J.
Mod.
Transport.
(2018)26(2):107–118showstheaveragesurveyeddatahjmanditscorrespondingweightamjaboutthe16subindexes.
5.
2CalculationresultsanddiscussionAccordingtotheproposedRPCBcalculationprocesses,weobtainthefollowingcalculationresults,showninTable8.
Thebusiness-classseatinG13providesthemostcom-fortabletravelingcondition,buthasthemostexpensivefare.
TheRPCBforordinary-speedtrainseatsislowerthanthatforhigh-speedrailwaytraingenerally.
TheRPCBofLSSishigherthanRPCBofSCSandFCS,becausetheservicesofluxurysoftsleeper(LSS)inT109arebetterthanofSCSandFCS,passengershavearelativelyinde-pendentpersonalspacethantheotherseats,andtheyhavelessdisturbingfactorsduringthetravel,sothetheywillspendlesstimetogetridoftravelfatigue.
Thenegativevaluesforbothhardsleeperandordinaryseatmeanthatthereisnocomfortforpassengers,andpassengerswillneedmoretimetorecoverfromtiredness.
Furthermore,thehigh-speedrailwayhasanadvantageintime-saving.
Fig-ure2ashowsthecomparisonoftheRPCBandpassengerticketfarebetweenthehigh-speedtrainandordinary-speedtrain;Fig.
2bshowsthelinearrelationshipbetweentheRPCBandticketfarewithcorrelationcoefcientR2=0.
9616,whichcanbeformulatedasVRPCB4e7c30:0014c20:5837c25:832;16wherecistheticketfare.
6ConclusionandfurtherworksByconsideringthepassengerticketfare,aquantitativecalculationapproachforrailwaypassengertravelcomfortbenetwasformulated.
Afterchoosingtheobjectiveandsubjectiveindexes,weusedmeasurementdevicestocollectTable8FinalcalculationresultsG13fromBeijingSouthtoShanghaiHongqiaoT109fromBeijingtoShanghaiBSPSFCSSCSLSSSSHSOSxmn/Xmn,n=1,2,3,…,72.
22/2.
891.
98/2.
470.
61/0.
070.
50/-0.
122.
32/3.
071.
52/1.
671.
14/1.
000.
49/-0.
146.
09/0.
136.
09/0.
136.
09/0.
136.
09/0.
138.
51/-0.
228.
51/-0.
228.
51/-0.
228.
51/-0.
22101.
9/0.
49101.
9/0.
49101.
9/0.
49101.
9/0.
49180.
5/0.
10180.
5/0.
10180.
5/0.
10180.
5/0.
1035.
9/0.
4536.
2/0.
4439.
9/0.
3943.
6/0.
3247.
2/0.
2747.
6/0.
2755.
2/0.
1567.
9/-0.
0424.
4/0.
3324.
4/0.
3324.
4/0.
3324.
4/0.
3325.
7/0.
2125.
7/0.
2125.
7/0.
2125.
7/0.
214.
92/0.
184.
92/0.
184.
92/0.
184.
92/0.
1815.
2/-1.
5315.
2/-1.
5315.
2/-1.
5315.
2/-1.
5388.
82/0.
4884.
95/0.
4278.
00/0.
3073.
26/0.
2286.
77/0.
4579.
80/0.
3369.
78/0.
1655.
54/-0.
07gm0.
6520.
6090.
2650.
2140.
3000.
089-0.
109-0.
298RPCB1139.
70641.
28247.
25118.
34263.
8542.
41-33.
19-52.
90Fig.
2Comparison(a)andlinearrelationship(b)betweenRPCBandpassengerticketfare116W.
Huang,B.
Shuai123J.
Mod.
Transport.
(2018)26(2):107–118thedataoftheobjectiveindexesfromtwotypesofrailwaytrains,ahigh-speedtrainofG13fromBeijingSouthtoShanghaiHongqiaoandanordinary-speedtrainofT109fromBeijingtoShanghai.
Alsoquestionnairesweredeliveredtoobtaintheinitialdataofsubjectiveindexes.
Then,weprocessedtheinitialdatawiththreestepsandanalyzedtheobtainedresults,ndingalinearrelationshipbetweentheRPCBandticketfare.
ThepresentedRPCBcalculationprocesscanbeusedtocalculatetheeconomicalbenetofscalebymultiplyingthetotalnumberofpas-sengers.
Furthermore,thepassengercomfortbenetcal-culationprocessissuitableforotherkindsoftransportmodes,buttheindexesmaybedifferent,soexploringotherapplicationofthecalculationprocesswillbemeaningfulandnecessaryforthefutureworks.
AcknowledgementsThisresearchwasjointlysupportedbytheTrafcandTransportationEngineeringExperimentandCompre-hensiveInnovationCenter,SchoolofTransportationandLogistics,SouthwestJiaotongUniversity,ChengduSichuan,andsubsidizedbyNationalNaturalScienceFoundationofChina(71173177),ChinaStateRailwayAdministrationofScienceandTechnologyLegalDivision(KF2013-020),and2015GraduateInnovativeExperimentalandPracticeProgram(YC201507103),SouthwestJiaotongUniver-sity.
Alsotheauthorswouldliketothanktheanonymousrefereesfortheirvaluablecommentsandsuggestions.
OpenAccessThisarticleisdistributedunderthetermsoftheCreativeCommonsAttribution4.
0InternationalLicense(http://creativecommons.
org/licenses/by/4.
0/),whichpermitsunrestricteduse,distribution,andreproductioninanymedium,providedyougiveappropriatecredittotheoriginalauthor(s)andthesource,providealinktotheCreativeCommonslicense,andindicateifchangesweremade.
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老鹰主机HawkHost是个人比较喜欢的海外主机商，如果没有记错的话，大约2012年左右的时候算是比较早提供支付宝付款的主机商。当然这个主机商成立时间更早一些的，由于早期提供支付宝付款后，所以受众用户比较青睐，要知道我们早期购买海外主机是比较麻烦的，信用卡和PAYPAL还没有普及，大家可能只有银联和支付宝，很多人选择海外主机还需要代购。虽然如今很多人建站少了，而且大部分人都用云服务器。但是老鹰主机...
7月RAKsmart独立服务器和站群服务器多款促销 G口不限量更低
如果我们熟悉RAKsmart商家促销活动的应该是清楚的，每个月的活动看似基本上一致。但是有一些新品或者每个月还是有一些各自的特点的。比如七月份爆款I3-2120仅30美金、V4新品上市，活动期间5折、洛杉矶+硅谷+香港+日本站群恢复销售、G口不限流量服务器比六月份折扣力度更低。RAKsmart 商家这个月依旧还是以独立服务器和站群服务器为主。当然也包括有部分的低至1.99美元的VPS主机。第一、I...
王小玉网-美国洛杉矶2核4G 20元/月,香港日本CN2 2核2G/119元/季,美国300G高防/80元/月!
活动方案：美国洛杉矶 E5 2696V2 2核4G20M带宽100G流量20元/月美国洛杉矶E5 2696V2 2核4G100M带宽1000G流量99元/季香港CN2 E5 2660V2 2核2G30M CN2500G流量119元/季日本CN2E5 2660 2核2G30M CN2 500G流量119元/季美国300G高防 真实防御E5 2696V2 2核2G30M...
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