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10420108JournalofTrafficandTransportationEngineeringVol110No14Aug.2010:2010204216:863(2007AA11Z248);(2007E226):(19782),,,,,:167121637(2010)04200912061,1,2,1,3,1(11,710064;21,710064;31,710055):,Alonso,,,,,,:,,10%:;;;;:U491.227:AImpactofrailtransitonpriceincreaseofresidentialrealestateMAChao2qun1,YANGFu2she1,2,WANGYu2ping1,3,LIXue2jun1(1.SchoolofHighway,ChangpanUniversity,Xipan710064,Shaanxi,China;2.SchoolofScience,ChangpanUniversity,Xipan710064,Shaanxi,China;3.SchoolofCivilEngineering,XipanUniversityofArchitectureandTechnology,Xipan710055,Shaanxi,China)Abstract:Theinternalmechanismandcontributoryfactorsontheimpactofrailtransitonthepriceofresidentialrealestatealongsiderailtransitwereanalyzed,andaquantitativemodelwasproposedtomeasuretheinfluencebasedonAlonsopsResidentialLocationTheory.Inthismodel,thelowestlivingcostsofresidentsweretakenasequilibriumcondition,housingcostsandtripcostswereexchanged,andtheirdifferencesofdefrayingtimesweretakenintoaccount.Thepriceincreaseofresidentialrealestatecausedbyrailtransitoperationwasmeasuredbyusingincomecapitalizationapproach,andtheproposedmodelwasusedinXipanMetroLine2.Calculationresultshowsthatthelongerthedistancefromurbancenteris,thehigherthepriceincreaseofresidentialrealestatealongsiderailtransitis,andtheimpactofXipanMetroLine2onthepriceincreaseofrealestateis10%averagely.3tabs,5figs,11refs.Keywords:railtransit;priceincreaseofrealestate;residentiallocationtheory;generaltripcost;timevalueAuthorresume:MAChao2qun(19782),male,lecturer,PhD,+86229282334636,machaoqun314@163.com.0,,,,,,:,,Voith,,614%[1];Benjamin,,160m,215%[2];Knaap,,800m31%,1600m10%[3];Pior,Joban[4],1,,1[5];,,132km267,414%[6],,(Alonso),11.1,,,,,[7],,,,,11,P,Q,S,D1,D01Fig.1Impactofrailtransitonrealestateprice1,,,,Q0Q1,D0D1,,P0P11.2,2km,,,,,,100m,100200m,100m,,,,2920102(Alonso),,2.12:,,,;,,Y=O+P(x)G+K(x)(1):Y();O();P(x)x(m-2);G(m2);K(x)x()2.2,,YOG,,,,2Fig.2Exchangeoftransportcostandresidentialrealestateprice,(2),P(x)=P1(x)-P0(x)=[K0(x)-K1(x)]/G(2):P(x)x(m-2);P0(x)P1(x)x(m-2);K0(x)K1(x)x(),,(70)(),P(x)Gni=1(1+i)=ni=1[Ki(x)nj=i+1(1+j)](3)n+1=0Ki(x)=K0i(x)-K1i(x):ii;n;Ki(x)ix();K1i(x)i();K0i(x)i(),iK1i(x)K0i(x),i=(4)Ki(x)=K0i(x)-K1i(x)=K(x)(5)(3)P(x)G(1+)n=K(x)ni=1(1+)n-i(6)P(x)=K(x)G1-11+n(7)2.3:,,,,()[8],,[9],(),()[10211],,1100,1120,()1.25,2.00,l,394,:C=bBfb+bBretbe+aArwtaw+rdtad+rvtav(8):Cl();al;Al;bl;Bl;fbb();,(h-1);tada(h);tbeb(h);tava(h);tawa(h);rd,1120;re,1125;rv,1100;rw,2100,K(x)=365[C0(x)-C1(x)](9):K(x)x();(d-1);C1(x)C0(x)x()3,,3.13Fig.3StationlayoutofXipanMetroLine22614km,21,,,,,,,(3)3.2,2814m2,3,G8512m2,13%;,18963,[2008]3,8187,8187h-1tad,65s,,25s,:++,,++++,2530s,,5s,,55stav,2008,20kmh-1(),54kmh-1,,35kmh-1taw,1/2,5min,2mintbe,6min,4minfb,110,015,015,5210,612310,13410,2008,2134,3,7102d-1n,703.3(8)(9),,12,12,,12,,34920101Tab.1Transportcostsfromstationstocitycenterwithoutrailtransit/km/min/min/min///(-1)/(-1)12.838.519.55.010.60.511.128536.510.330.915.25.08.70.59.223678.18.023.910.85.06.90.57.419047.15.315.86.55.05.00.55.514006.92.57.63.35.03.20.53.79413.81.95.82.25.02.70.53.28250.42.98.84.35.03.60.54.110383.95.516.47.65.05.30.55.814738.38.726.011.95.07.40.57.920347.011.835.416.35.09.60.510.125887.513.239.620.65.011.00.511.529427.02Tab.2Transportcostsfromstationstocitycenterwithrailtransit/km/min/min/min///(-1)/(-1)12.814.38.32.04.23.07.218361.110.311.46.42.03.43.06.416457.98.08.84.62.02.73.05.714638.85.35.82.82.01.92.03.910105.92.52.80.92.01.22.03.28118.41.92.10.92.01.12.03.17870.02.93.31.82.01.42.03.48712.25.56.13.72.02.13.05.113173.58.79.65.52.03.03.06.015354.711.813.17.32.03.83.06.817510.613.214.78.32.04.23.07.218508.53Tab.3PriceincreasesofresidentialrealestatesalongsideXipanMetroLine2/km/(-1)/(m-2)12.810175.3918.510.37220.2651.88.04408.3397.95.33901.0352.12.51295.3116.91.9380.334.32.91671.8150.95.51564.8141.28.74992.3450.611.88376.9756.213.210918.5985.6,,,4Fig.4FittingcurveofpriceincreasesforresidentialrealestatesalongsideXipanMetroLine24,91815m-298516m-2,10%,594,:,,,,,100m,,2km,2km0,5,5,P(m-2),Pmax(m-2),d(m)5Fig.5Priceincreasecurveofresidentialrealestate4(Alonso),,,,,;,,,,:References:[1]VOITHR.Transportation,sortingandhousevalues[J].JournaloftheAmericanRealEstateandUrbanEconomicsAssociation,1991,19(2):1172137.[2]BENJAMINJD,SIRMANSGS.Masstransportation,apartmentrentandpropertyvalues[J].TheJournalofRealEstateResearch,1996,12(1):128.[3]KNAAPGJ,DINGC,HOPKINSLD.Doplansmatter?theeffectsoflightrailplansonlandvaluesinstationareas[J].JournalofPlanningEducationandResearch,2001,21(1):32239.[4]PIORMY,SHIMIZUE.GIS2aidedevaluationsystemforinfrastructureimprovements:focusingonsimplehedonicandRosenpstwo2stepapproaches[J].Computers,EnvironmentandUrbanSystems,2001,25(3):2232246.[5],,.1[J].,2007,10(2):28231.JIANGYong,YEXia2fei,WANGZhi.ImpactareaofShanghaiRailTransitLine1ondevelopmentbenefits[J].UrbanMassTransit,2007,10(2):28231.(inChinese)[6],,.[J].,2007,40(4):982103.LIANGQing2huai,KONGLing2yang,DENGWen2bin.ImpactofURTonrealestatevalue:thecaseofBeijingMetroLine13[J].ChinaCivilEngineeringJournal,2007,40(4):982103.(inChinese)