Coupling Research on Land Use and Travel Behaviors Along the Tram Based on Accessibility Measurement—Taking Nanjing Chilin Tram Line 1 As an Example

sustainability

Article Coupling Research on Land Use and Travel Behaviors Along the Tram Based on Accessibility Measurement—Taking Nanjing Chilin Tram Line 1 as an Example

Yang Zhou, Caiyun Qian *, Han Xiao , Jiachen Xin, Zixiong Wei and Qing Feng School of Architecture, Nanjing Tech University, Nanjing 211800, China; [email protected] (Y.Z.); [email protected] (H.X.); [email protected] (J.X.); [email protected] (Z.W.); [email protected] (Q.F.) * Correspondence: [email protected]; Tel.: +86-025-5813-9459

Received: 2 March 2019; Accepted: 31 March 2019; Published: 5 April 2019

Abstract: The expansion of urban space makes citizens more dependent on cars, resulting in various urban environmental and traffic problems. Advocating low-carbon travel and building a sustainable low-carbon city are the major trends of urban development. Many scholars have pointed out that the urban spatial environment will lead residents to change their travel modes, but the residents’ travel patterns will also have an impact on the urban spatial layout. Based on the interaction between the two, most of the studies have been evaluated and studied from the level of rail transit and normal bus transit. The traffic volume level of trams lies between the rail transit and the normal public transit. However, the research and discussion on the relationship between the surrounding land use and residents’ travel behaviors are not yet perfect domestically. This paper takes Nanjing Chilin Tram Line 1 in China as the research object, combines the research of the the social attributes of the passengers who live along the tram line and the psychological accessing threshold of different travel purposes, provides analysis and evaluations of the coupling degree between the present situation of land use around its various stations and the residents’ actual travel demand with the measure of accessibility. The traffic volume level of trams lies between the rail transit and the normal public transit. However, the research and discussion on the relationship between the surrounding land use and residents’ travel behaviors are not yet perfect domestically. Taking Nanjing Chilin Tram Line 1 in China as the research object, this paper combines the research of the the social attributes of the passengers who live along the tram line and the psychological accessing threshold of different travel purposes. Furthermore, based on the measure of accessibility, it provides the analysis and evaluations of the coupling degree between the present situation of land use around its various stations and the residents’ actual travel demand. The research method of this paper is divided into three parts. Firstly, based on the questionnaire and OD survey, the coupling degree between the type of the station along the tram line and the distribution of passenger flow and the purpose of passenger travel is analyzed. Secondly, the KLP model is used to calculate and determine the effective influence range of the tram through the critical accessing distance for pedestrians psychologically. Based on different psychological thresholds for different purposes, the land use index within the influence range of the station is evaluated and analyzed, and the controlled circle of land use around each type of station is defined. Finally, the coupling degree between the actual land use status in each circle and residents’ psychological threshold with different purposes is analyzed, and the optimization strategy is proposed from the coupling degree between the overall station type & passenger flow along the line and the land use layout around the station & the residents’ psychological threshold.

Keywords: Chilin Tram Line 1; accessibility; travel behaviors; the KLP model; land use

Sustainability 2019, 11, 2034; doi:10.3390/su11072034 www.mdpi.com/journal/sustainability Sustainability 2019, 11, 2034 2 of 33

1. Introduction “The New Town” usually refers to a group of tectonic plates that can realize urban function and spatial expansion in a certain distance from the central city during the process of continuous spatial expansion of space in a large city, relying on certain resource conditions [1]. In order to maintain the sustainable competitiveness of the new town, it is essential to make intensive use of urban land [2], strengthen the coordinated development of land use and urban transportation, and effectively construct the urban public transportation system that will lead residents to choose low-carbon travel. The tram system, as a transportation system with the traffic volume level between subways and buses, can effectively improve the accessibility of the previous “metro+bus”-based transportation models in many large cities, and promote the construction of a multilevel low-carbon public transportation system [3]. Trams will become an important mode of public transport in developing countries. In China, the total mileage of trams has reached 10378 km. It is necessary and of theoretical and practical value to study trams. Condon P believed that the urban public transit system such as trams should be regarded as a kind of developing mode of urban space and the overall planning of transportation, and the principles of interconnecting transportation network and diversified land use should be combined with this mode to promote the sustainable development of the city [4]. By analyzing the case of trams in Sweden, Svensson T argued that it needed to stimulate the potential of trams and to with the help of strong support and promotion from more favorable urban planning policies [5]. In some large cities with dense population and more developed subway system, the capacity of trams makes it definite that they are suitable for accessing the surrounding satellite cities with the main urban areas [6]. For example, three tram lines in the south of central London serve the satellite city of Croydon. The tram line distributed in the suburbs of Paris intersects with many subways and RER, and a multilevel transportation network system is thus constructed. Suzhou Tram Line 1 serves as an extended tram, which effectively strengthens the traffic connection between the high-tech zone and the old town. These cases all show that trams play an important role in the public transportation system of the new town. As large cities expand rapidly, the increasingly prominent issues of transportation and environmental problems have made the research on low-carbon transportation more and more concerned. The development of urban traffic system and land use patterns interact with each other [7]. Based on the relationship between them, Martínez put forward that the accessibility of urban space, which is related to urban spatial form, urban traffic and land use, plays a significant role in determining the scale of urban land use, the intensity of development and land use layout [8]. For example, Abigail L, Bristow A L and others proposed that the land use which encourages high-density and non-motorized travel is one of the measures to realize low-carbon travel [9]. After the research, Cervero [10], Levinson and Kumar [11], Schwanen et al. [12] pointed out that the compact development, which is characterized by high density, high volume ratio, and high balanced degree of jobs-housing balance distance and compact urban space form, would increase the accessibility of residents to all kinds of travel modes, reducing the residents’ travel distance and the use of private cars. Jiang Y.H and others proposed that the smoothness of the trip road, the accessibility of the destination, the perfection of the transportation facilities and the fairness of travel mode are the important indicators to describe the travel behaviors [13]. Shen [14] defined accessibility as an indicator of the depth and breadth of urban space, which is also proved by the research of scholars such as Pan et al. [15]. The construction of rail transit has promoted the accessibility of transportation and location advantage of the areas along the line, which have great impact on the value of land use. Cervero R confirmed that transit ridership can strongly influence the increase of land value around the stations through multiple regression analysis [16]. Mohammad et al. pointed out that many factors of the rail like the type of land use, the type of rail service can increase the impact of rail on land value changes through the meta-analysis [17]. Połom et al. studied the accessibility of the space along the railway through GIS, direct measurements of passenger flow and public opinion, arguing that there is a need to connect railway lines to urban transport systems and to plan more residential projects around them Sustainability 2019, 11, 2034 3 of 33 in order to attract more potential passengers [18]. Sutcliffe E analyzed eight cases of rail transit and concluded that mature rail transit had high passenger source, good corridor effect and strong impact on land use, which was supported by relatively scientific related policies and relatively consistent surrounding transportation system [19]. In order to change the negative effect of urban sprawl development, more and more scholars put forward the development modes like community development oriented by public transport and new urbanism. The study of urban built environment and traffic travel behaviors provides empirical basis for the implementation of these models [20]. travel behaviors are the foundation of urban traffic flow, and low-carbon travel is a manifestation of low-carbon behavior. By using travel diary data and land-use records in the San Francisco Bay Area, Cervero R and Kockelman K analyzed the impact of 3Ds (density, diversity, and design) of the built environment on trip rates and mode choice of residents [21]. Zhang L and Levinson D M found that different travel purposes have various determinants, and travel time has a more significant impact on commuting, the degree of commercialization is the decisive factor for consumers, and roadside esthetics landscape is more important to travelling for recreational trips [22]. In order to explore which kind of built environment factors plays a decisive role in travel behaviors, Cervero R and Ewing R H summarize the relevant research in the 20th century and draw a conclusion: Trip lengths mostly depend on the built environment, and trip mode choices depend on both the built environment and socioeconomics [23]. They also found that walking is most strongly related to measures of land use diversity, intersection density, and the number of destinations within walking distance. Bus and train use are equally related to proximity to transit and street network design variables, with land use diversity a secondary factor [24]. It can be seen that the urban spatial environment will lead to the choice of travel mode, and the travel behaviors mode will also have an impact on urban spatial form, which are interrelated and developed dynamically. In the above studies, from the perspective of urban space and travel behaviors, the domestic and foreign scholars studied the methods to lead and promote low-carbon travel to reduce the negative impact of urban traffic through a variety of ways, especially through the use of models and empirical researches. Therefore, based on the measure of accessibility, the author believes that analyzing and evaluating the coupling between land use (the mixed degree, land use layout, and development intensity) and residents’ travel behaviors along the tram line and studying the land use development mode along the line which can meet the travel demands of residents can provide reference for leading citizens to choose low-carbon travel transportation mode, which has positive significance for the sustainable development of the city. At present, the research results on urban space and public transit at home and abroad are mostly concentrated on the areas along the rail transit lines such as subways and light rails, and the research on the land use along the tram line is relatively less.Based on the existing theory and research review, this paper analyzes the relationship between land use and the behavior of tram-takers along the line of Nanjing Chilin Tram Line 1, and explores the coupling development of land use and travel behaviors along the tram line from the perspective of the users. Compared with the existing research, the main contributions of this paper include three aspects:

• Object of study: Compared with mass transit and low-capacity conventional public transit, this paper studies the coupling relationship between land use and residents’ travel behaviors from the tram with traffic volume between them. • The influence scope of tram stations: In general, the research on the area of influence of trams mainly refers to subway stations whose influence is mainly discussed at the theoretical level by analyzing the empirical value and the practical investigation, or by adopting the theoretical modeling. The tram, as the rail transit with medium and low volume, cannot be compared with the conventional subway station. Therefore, the Kishi’s Logit PSM (Price Sensitivity Measurement) model is used in this paper to determine the effective range of influence by calculating the psychological threshold of the pedestrians access to tram stations along the tram line. Sustainability 2019, 11, 2034 4 of 33

• Nanjing Chilin Tram Line 1 is located in Nanjing Chilin New Town, which is a typical extended tram accessing the new town and the main urban area of a large city. In this research, the evaluation of coupling degrees between residents’ travel behaviors and land use along the tram line have deﬁnite typicality, whose research method can be used for reference for the trams of the same type to develop the areas along the tram line.

2. Research Methods In this research, Nanjing Chilin Tram Line 1 and the areas along the line are taken as research samples, and its surrounding built-up environment and the passengers are studied through field observation, questionnaires and interviews to obtain the data of the residents’ travel behaviors and social attributes, and the present situation of built-up environment along the tram. Through statistical calculation and analysis of the data, this paper evaluates the coupling between different types of stations and the residents’ travel demand, and between the land use around all types of stations and the psychological threshold of residents’ travel demand respectively. The research is divided into three steps: Firstly, through the questionnaire survey, the social attributes, travel purposes and paths, the time consumption of each travel and the travel mode of the passengers living along the tram line, and the psychological distance threshold for pedestrians access to the tram stations are obtained. Through the information of urban planning with relevant control, constructive detailed planning and design provided by the urban planning commission, which is combined with the field research of built environment, the data such as the built environment, land use property and the plot ratio of the areas along Chilin Tram Line 1 are determined. After that, the coupling between passengers’ travel behaviors and land use along the tram line is analyzed from two aspects. On the one hand, by investigating the OD trajectory of passengers with different travel purposes, the passenger flow intensity is calculated, and the correlation between the passengers’ travel demand and the type of stations is analyzed. On the other hand, based on the psychological distance threshold for pedestrians’ access to the tram stations through questionnaires, the Kishi’s Logit PSM (KLP) model is used to delineate the radiation range of the actual influence of each station that was studied, and to evaluate and analyze the coupling between the land use index & the rules for change within the influencing circle and the psychological threshold of residents’ travel demand. Among them, the land use index includes the degree of mixed land use, dominance index of land use and the diversity index of land use. Besides, since Chilin New Town stands for the development area of the new town that is still under construction, there are quite some similarities among the width of the road, the width of the sidewalk, and the form of the road cross-section around the stations (Figure1). Through measurement and research, these areas around stations have the same standard for scale, cross-section and green design on the same level of road. Therefore these indexes are thus not considered as the main influencing factors in this research, with only the accessibility, the density of road network and the attractiveness of land use property taken in consideration. Finally, based on the previous analysis, this research evaluates the coupling degree between land use and residents’ travel behaviors along Chilin Tram Line 1 from the perspectives of the coupling between the station types and the passengers’ travel demand, and the coupling between the land use situation around the stations and the psychological threshold of residents’ travel demand. Sustainability 2019, 11, x FOR PEER REVIEW 4 of 30

 Nanjing Chilin Tram Line 1 is located in Nanjing Chilin New Town, which is a typical extended tram accessing the new town and the main urban area of a large city. In this research, the evaluation of coupling degrees between residents’ travel behaviors and land use along the tram line have definite typicality, whose research method can be used for reference for the trams of the same type to develop the areas along the tram line.

2. Research Methods In this research, Nanjing Chilin Tram Line 1 and the areas along the line are taken as research samples, and its surrounding built-up environment and the passengers are studied through field observation, questionnaires and interviews to obtain the data of the residents’ travel behaviors and social attributes, and the present situation of built-up environment along the tram. Through statistical calculation and analysis of the data, this paper evaluates the coupling between different types of stations and the residents’ travel demand, and between the land use around all types of stations and the psychological threshold of residents’ travel demand respectively. The research is divided into three steps: Firstly, through the questionnaire survey, the social attributes, travel purposes and paths, the time consumption of each travel and the travel mode of the passengers living along the tram line, and the psychological distance threshold for pedestrians access to the tram stations are obtained. Through the information of urban planning with relevant control, constructive detailed planning and design provided by the urban planning commission, which is combined with the field research of built environment, the data such as the built environment, land use property and the plot ratio of the areas along Chilin Tram Line 1 are determined. After that, the coupling between passengers’ travel behaviors and land use along the tram line is analyzed from two aspects. On the one hand, by investigating the OD trajectory of passengers with different travel purposes, the passenger flow intensity is calculated, and the correlation between the passengers’ travel demand and the type of stations is analyzed. On the other hand, based on the psychological distance threshold for pedestrians’ access to the tram stations through questionnaires, the Kishi’s Logit PSM (KLP) model is used to delineate the radiation range of the actual influence of each station that was studied, and to evaluate and analyze the coupling between the land use index & the rules for change within the influencing circle and the psychological threshold of residents’ travel demand. Among them, the land use index includes the degree of mixed land use, dominance index of land use and the diversity index of land use. Besides, since Chilin New Town stands for the development area of the new town that is still under construction, there are quite some similarities among the width of the road, the width of the sidewalk, and the form of the road cross-section around the stations (Figure 1). Through measurement and research, these areas around stations have the same standard for scale, cross-section and green design on the same level of road. Therefore these indexes are thus not considered as the main influencing factors in this research, with only the accessibility,Sustainability 2019 the, 11 ,density 2034 of road network and the attractiveness of land use property taken5 of in 33 consideration.

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Figure 1. RoadRoad environment along Nanjing Chilin Tram 1.1. ( (aa)) Road environment around No.4 Beiwanying StreetStreet station; station; (b ) Road(b) Road environment environment around around No.8 Qidi No.8 Street Qidi station; Street (c) Roadstation; environment (c) Road aroundenvironment No11. around Shujiefang No11. station; Shujiefang (d) Road station; environment (d) Road around environment No13. Shiyang around RoadNo13. station. Shiyang Road station. 3. Research Content

3.1. OverviewFinally, based of the on Research the previous Area analysis, this research evaluates the coupling degree between land use and residents’ travel behaviors along Chilin Tram Line 1 from the perspectives of the coupling betweenIn July the 2010,station Nanjing types and Chilin the Hi-techpassengers’ Innovation travel demand, Park, also and known the coupling as Chilin between New Town the land started use itssituation construction around officially, the stations which and isthe the psycholo newly developedgical threshold urban of area,residents’ located travel in the demand. east of the main city, with superior location, good ecological environment, and rich historical and cultural resources (Figure3. Research2). Chilin Content New Town is defined as an ecological comprehensive new town, of which the function orientation is given priority to the scientific and technological research and development, while the comprehensive3.1. Overview of functionsthe Research such Area as residence, commerce and education are complementary. The overall development intensity is not too high and can be defined as the medium development intensity. In July 2010, Nanjing Chilin Hi-tech Innovation Park, also known as Chilin New Town started With a total of 13 stations, the overall length of Chilin Tram Line 1 is about 8.95 km, the average its construction officially, which is the newly developed urban area, located in the east of the main station spacing is 728 m, and the time consumption of one-way travel is about 26 min. As the entrance city, with superior location, good ecological environment, and rich historical and cultural resources of Chilin New Town, Maqun Station, the original station of Chilin Tram Line 1, is connected to Maqun (Figure 2). Chilin New Town is defined as an ecological comprehensive new town, of which the subway station of Nanjing Metro Line 2. The tram improved the rail transit network in the east part function orientation is given priority to the scientific and technological research and development, of Nanjing, and at the same time promoted the development and construction of the land along the while the comprehensive functions such as residence, commerce and education are complementary. tram line. The overall development intensity is not too high and can be defined as the medium development The types and layout of land use along and around the tram line have generated the corresponding intensity. travel behaviors of the residents to meet different needs, which is an essential way to evaluate the coupling degree between land use layout and passengers’ travel behaviors along the tram line. Sustainability 2019, 11, 2034 6 of 33

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Figure 2. The location of Nanjing Chilin Hi-tech Innovation Park. Figure 2. The location of Nanjing Chilin Hi-tech Innovation Park.

3.2. SelectionWith a total of Research of 13 stations, Samples the overall length of Chilin Tram Line 1 is about 8.95km, the average station spacing is 728m, and the time consumption of one-way travel is about 26min. As the entrance In order to truly understand the travel behaviors characteristics and land use characteristics data of Chilin New Town, Maqun Station, the original station of Chilin Tram Line 1, is connected to Maqun of residents along Chilin Tram Line 1, the author conducted a survey on the travel characteristics of subway station of Nanjing Metro Line 2. The tram improved the rail transit network in the east part residents and land use layout of the research area in October 2018. The scope of this research was of Nanjing, and at the same time promoted the development and construction of the land along the mainly composed of the 1km areas along the tram line, which is surrounded by Nanjing-Hangzhou tram line. Highway, Dongqi Road, Xinyun Road-Magao Road and Shanghai-Chengdu Expressway. This research The types and layout of land use along and around the tram line have generated the classiﬁes the 13 stations along the line according to the land use characteristics around the stations corresponding travel behaviors of the residents to meet different needs, which is an essential way to (Table1), and numbers the selected stations from the origin station to the terminal station sequentially evaluate the coupling degree between land use layout and passengers’ travel behaviors along the to make it clear (Figure3). tram line.

Table 1. Classification of Chilin Tram Line 1 Stations. 3.2. Selection of Research Samples Stations Types Quantity Station Name In order to truly understand the travel behaviors characteristics and land use characteristics data Accessing station 1 No1. Maqun of residents along Chilin Tram Line 1, the author conducted a survey on the travel characteristics of residents and land use layout of the research area in OctoberNo2. 2018. Baishuiqiao The scope Road; Noof 4.this Beiwanying research was Residence 5 Street; No 5. Tianquan Road; No 7. Tianxing Function-oriented mainly composed of the 1km areas along the tram line, which is surroundedRoad; No 13. Shuijiefangby Nanjing-Hangzhou stations Highway, Dongqi Road, XinyunPublic service Road-Magao Ro 2ad and No 3.Shanghai-Chengdu Magao Road; No 6. Nanwanying Expressway. Street This research classifies the 13Scientific stations research along office the line according 2 Noto the 10. Guanghualand use Road; characteristics No 12. Zhihui around Road the stations (TableGroup 1), developmentand numbers stations the selected stations 2 from the No origin 8. Qidi Street;station No to 13. the Shiyang terminal Road station sequentially toSpecial make functionit clear station (Figure 3). 1 No 9. Chilin Ecological Park

Table 1. Classification of Chilin Tram Line 1 Stations. In this research, the tram is divided into upper and lower ends. The upper section is called Chilin residentialStations section (No.Types 1–7), along which Quantity the land is basically used Stationfor residence Name with relatively small block scale.Accessing The lower station section is called 1 Chilin Hi-tech Innovation No1. Park Maqun section (No. 8–13), along No 2. Baishuiqiao Road; No 4. Beiwanying Street; No 5. which the land is basicallyResidence used for scientiﬁc5 research and design. According to the classiﬁcation Tianquan Road; No 7. Tianxing Road; No 13. Shuijiefang orientedFunction- by different functions of land use, the stations along the tram line are divided into four Public service 2 No 3. Magao Road; No 6. Nanwanying Street types:oriented the stations accessing station, function-oriented stations, group development stations and the special Scientific 2 No 10. Guanghua Road; No 12. Zhihui Road function station. Theresearch accessing office station is designed to connect the stations which are important metro transportationGroup development hubs, so thestations P&R (Park & 2 Ride) function of No bus 8. Qidi stations Street; and No rail13. Shiyang transit stationsRoad should Special function station 1 No 9. Chilin Ecological Park Sustainability 2019, 11, x FOR PEER REVIEW 7 of 30

In this research, the tram is divided into upper and lower ends. The upper section is called Chilin residential section (No. 1–7), along which the land is basically used for residence with relatively small block scale. The lower section is called Chilin Hi-tech Innovation Park section (No. 8–13), along which the land is basically used for scientific research and design. According to the classification oriented by different functions of land use, the stations along the tram line are divided into four types: the accessing station, function-oriented stations, group development stations and the special function station.Sustainability The accessing2019, 11, 2034 station is designed to connect the stations which are important metro7 of 33 transportation hubs, so the P&R (Park & Ride) function of bus stations and rail transit stations should be properlybe properly matched. matched. Group Group development development stations stations are are defined defined as thethe group-levelgroup-level public public service service center, center,which which is mainly is mainly surrounded surrounded by commercialby commercial buildings buildings and and large large public public service service facilities. facilities. At the At same the sametime, time, the groupthe group development development stations stations will will be be the the public public transit transit hub hub in in urban urban areas. areas. The land land use use typestypes around around function-oriented function-oriented stations stations are are mainly mainly undertake undertake a a certain certain kind kind of of function function within within the the community.community. According toto thethe survey,survey, this this paper pape subdividesr subdivides the the stations stations into into the residence-orientedthe residence- orientedstations stations which which are dominated are dominated by residential by residential communities, communities, the public the service-orientedpublic service-oriented stations that stationsundertake that undertake the public the activities, public activities, education ed anducation scientific and researchscientific and research other and public other services public in the servicescommunity, in the community, and the scientific and the research scientific office-oriented research office-oriented stations that stations meet the that needs meet of residentsthe needs for of their residentsjobs. Amongfor their them, jobs. theAmong level them, of the the public level service of the facilities public aroundservice thefacilities group around development the group stations developmentis higher stations than that is ofhigher the function-oriented than that of the fu stationsnction-oriented which undertakestations which the publicundertake service the functionpublic in servicethe function community. in the community. AccordingAccording to the to typicality the typicality of each of eachstation station type, type, six representative six representative stations stations of different of different types types were were selectedselected as asthe the research research object,object, andand their their passengers passengers were investigatedwere investigated through through interview interview questionnaire. questionnaire.These stations These are stations No. 1 Maqunare No. station1 Maqun which station is accessingwhich is accessing station, No. station, 2 Baishuiqiao No. 2 Baishuiqiao Road Station Roadand Station No. 5and Tianquan No. 5 Road Tianquan Station Road which Station are residence-oriented which are residence-orie stations, No.6nted Nanwanyingstations, No.6 Street NanwanyingStation which Street is Station public which service-oriented is public servic station,e-oriented No.10 Guanghuastation, No.10 Road Guanghua Station and Road No. Station 12 Zhihui and No.Road 12 Station Zhihui whichRoad Station are scientific which are research scientific office-oriented research office-oriented stations (Figure stations3). Qidi(Figure Street 3). Qidi Station, StreetShiyang Station, Road Shiyang Station Road and Station Magao and Road Magao Station Road are Station typical stationsare typical of somestations kind of withsome a kind certain with degree a certainof representativeness, degree of representativeness, but they are but not they taken are asnot the taken research as the objectsresearch for objects the time for the being time because being the becauseconstruction the construction of surrounding of surrounding areas has ar noteas beenhas not basically been basically completed completed yet. yet.

Figure 3. The research area and the station numbers. Figure 3. The research area and the station numbers. 3.3. Content

3.3.1. Content of Questionnaires and Interviews The data collection of passengers’ travel at the typical stations can be mainly divided into three types: 1. Residents’ socio-economic attributes and travel purposes. 2. travel demand of the travelers. 3. The psychological threshold of pedestrians’ access to the tram stations. Research method: Based on the questionnaires, this survey is recorded through questionnaires in the form of face-to-face interviews with travelers. The researchers, with a total of 6 people, went to the selected typical tram stations in 5–6 days. As a new town under construction with low development Sustainability 2019, 11, 2034 8 of 33 intensity of the land, Nanjing Chilin New Town has far less local population than that of the central urban areas and it’s rather difﬁcult to get a large number of interview questionnaires, so each station was issued 50 questionnaires, and a total of 300 questionnaires were distributed, of which 289 effective questionnaires were received. The research objects of the study are randomly selected residents who live along the tram line and walk to the corresponding tram stations to take the tram. The time for the research was for both weekdays and holidays in good weather. The questionnaires were mainly in the form of multiple-choice questions and blank ﬁlling.

A. The socio-economic attributes: The socio-economic attributes include gender, age, educational background, family car ownership and dwelling state. B. The travel demand: The travel demand mainly includes the travel purpose of the residents, the time consumption of one-way travel, the focus on choosing the common travel modes, and the origin-destination stations (OD), The distance threshold of pedestrians’ access to the tram stations. This paper mainly studies the distance threshold of pedestrians’ access to the tram stations, including the actual distance threshold of accessing to the origin-destination stations and the most acceptable distance threshold which can be accepted psychologically by the pedestrians.

3.3.2. Research on the Built Environment The research contents include the general situation of land use, the width of the road, the width of the sidewalk, and the form of the road cross-section around the stations. The acquisition of the data was mainly based on the topographic map and the vector map of the land use situation in Nanjing which were obtained from Nanjing Urban Planning and Research Center. At the same time, the data were checked and corrected with the information of the drawings according to the on-site observation and measurement, so as to supplement and improve the parts of the drawings which were missing and needed to be updated. On this basis, the data were analyzed and obtained with the help of AutoCAD, EXCEL and other software.

4. The Passengers’ Demands Satisﬁed by Various Types of Stations

4.1. Coupling Analysis of Passenger Flow Intensity and Station Type Based on Origin-Destination Survey In this research, we compared and analyzed the different station types and the passenger flow intensity among different types of stations by counting the number of passengers who took the six sample stations as their original stations and went to other stations, so as to analyze the attractiveness of different types of stations to passengers. In this research, the six stations are regarded as the original stations to calculate passenger flow of origin-destination stations, the destination stations were classified according to station types, and the number of passengers arriving at different types of stations from the six stations was calculated, which was called the mean value of OD (the class mean) from the stations to different types of stations is calculated, which is compared with the average value of OD (the grand mean) from this station to the other stations of the whole line, thus we can get the class mean/the grand mean [25], and the distribution results of passenger flow intensity between different types of stations as shown in Figure4 are obtained. Sustainability 2019, 11, 2034 9 of 33

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Figure 4. Passenger flow intensity between different types of stations. Figure 4. Passenger ﬂow intensity between different types of stations.

4.1.1. The4.1.1. Accessing The Accessing Station Station There is a distribution of passenger flow between the accessing station and other types of There is a distribution of passenger flow between the accessing station and other types of stations. stations. The intensity of passenger flow to scientific research office-oriented stations is higher, The intensityfollowed ofby passengerresident-oriented flow stations, to scientific and there research is no obvious office-oriented distribution stations of passenger is higher, flow in followed other by resident-orientedstations. Most stations, passengers and leaving there their is no homes obvious will distribution travel from ofShiyang passenger Road flowStation in to other Maqun stations. Most passengersStation, while leaving the reverse their passenger homes willflow travelis less. from Shiyang Road Station to Maqun Station, while the reverse passenger flow is less. 4.1.2. Residence-oriented Stations 4.1.2. Residence-OrientedThe passenger travel Stations characteristics of two stations under investigation are obviously consistent. TheThe passenger passenger flow travel intensity characteristics between residence-orien of two stationsted under stations investigation and the accessing are obviously station is much consistent. higher than that of other types of stations, and there is a passenger flow distribution among residence- The passenger flow intensity between residence-oriented stations and the accessing station is much oriented stations, the public service-oriented station and scientific research office-oriented stations higherwith than low that intensity, of other and there types is no of passenger stations, flow and between there residence-oriented is a passenger stations flow distribution and the special among residence-orientedfunction station. stations, No significant the public passenger service-oriented flow distribution station is found and in scientific other stations. research office-oriented stations with low intensity, and there is no passenger flow between residence-oriented stations and the special4.1.3. function The Public station. Service-oriented No significant Station passenger flow distribution is found in other stations. Passenger travel characteristics have certain similarities with residence-oriented stations. The 4.1.3. Thetraffic Public flow intensity Service-Oriented towards the Station accessing station is the strongest. The relationship of passenger flow Passengerbetween scientific travel research characteristics office-oriented have stations certain and similarities residence-oriented with residence-oriented stations is significantly stations. stronger. The traffic flow intensity towards the accessing station is the strongest. The relationship of passenger4.1.4. flowScientific between Research scientific Office-oriented research Stations office-oriented stations and residence-oriented stations is significantly stronger. The distribution of passenger flow between the two research stations has obvious consistency. 4.1.4. ScientificThe passenger Research flow distribution Office-Oriented between Stations scientific research office-oriented stations and the accessing station is the highest, followed by residence-oriented stations. However, compared with the Thepassenger distribution flow intensity of passenger between flowother betweentypes of stat theions two and research the accessing stations station, has the obvious passenger consistency. flow The passengerintensity is flow relatively distribution lower. between scientific research office-oriented stations and the accessing station is theAccording highest, to followed the above by analysis, residence-oriented the overall dist stations.ribution However,of the passenger compared flow intensity with the along passenger flow intensitythe line is between extremely other uneven. types The of flow stations of passenger and thes accessing from other station, types of the stations passenger to the flow accessing intensity is station is much stronger than other types of stations. The overall passenger flow mainly moves relatively lower. towards Maqun Station but less towards Shiyang Road Station, which shows that Chilin Tram Line According1 in the interior to the of abovethe new analysis, town is relatively the overall less distributionattractive to passengers. of the passenger Among them, flow intensitythe passenger along the line isflow extremely intensity uneven. between The the flow accessing of passengers station and from scientific other typesresearch of stationsoffice-oriented to the stations accessing is stationthe is muchhighest, stronger followed than other by residence-orie types of stations.nted stations. The overall The passenger passenger flow flow is generated mainly movesbetween towards each type Maqun Station but less towards Shiyang Road Station, which shows that Chilin Tram Line 1 in the interior of the new town is relatively less attractive to passengers. Among them, the passenger flow intensity between the accessing station and scientific research office-oriented stations is the highest, followed by residence-oriented stations. The passenger flow is generated between each type of stations and Sustainability 2019, 11, 2034 10 of 33 residence-oriented stations. Public service-oriented stations and scientific research office-oriented stations mainly have a close relationship with the accessing station and residence-oriented stations. Because of the insufficiency of the status quo, group development stations and the special function station become the weakest stations in the whole tram line, which is less attractive to passengers. There is almost no passenger flow among the same types of stations. It is thus clear that the functions of different types of stations are complementary, which can better attract the passenger flow. To sum up, there are great differences in the OD travel volume between different types of original and destination stations, and the passenger travel characteristics of the same type of stations have obvious similarities.

4.2. The Travel Demand of Various Station Types Based on Questionnaire Investigation By calculating the distribution law of passenger ﬂow intensity, it is shown that the distribution of passenger ﬂow is obviously affected by the type of stations, which means the type of land use around the station determines the station property, affecting the travel characteristics of passengers. On this basis, this study will continue to subdivide the social attributes and travel behaviors of passengers with different types of stations as the original and destination stations, and analysis the relationship between station types and passengers’ travel demand.

4.2.1. Analysis of the Questionnaire Survey Regarding Passengers’ Travel (1) Passengers’ Social Attributes

(a) Age structure: The residents under 18 and over 60 years old account for 5.54%, and the residents aged between 19- and 30-years old account for more than a half. The research data are basically consistent with cognitive observation, which shows that the majority of tram-takers are young and middle-aged people, while the retired, unemployed and underage residents are less willing to take trams (Table2). (b) Economic level: Among the tram-takers, 37.72% of whom have no cars at home, 65.4% are permanent residents, 27.68% are tenants, and 6.92% are temporary residents, among which 93.42% of the passengers live along the tram line. It can be seen that the accessing of Chilin Tram Line 1 with the mass transit system has great attraction to the choice of living places for middle- and low-income families living in the residential areas along the tram line. (c) Educational background: Nearly 70% of the passengers have college and bachelor degree or above. The residents are relatively well educated. (d) Economic level: Among the tram passengers, 37.72% of whom have no cars at home, 65.4% are permanent residents, 27.68% are tenants. The temporary residents only account for 6.92%, which is relatively small. Among the investigation samples, 93.42% of the passengers live along the tram line. It can be seen that Chilin Tram Line 1 is highly efﬁcient in connecting the rail transit that has large capacity, which has rather great attractions to the residents living along the tram line when choosing their travel modes. (2) Passenger Travel Characteristics

(a) Travel purpose: Passengers commuting for work and study account for the highest proportion, followed by consumption and entertainment, showing that Chilin Tram Line 1 is mainly responsible for daily commuter travel needs of passengers, followed by the residents’ demand for commercial shopping, consumption and entertainment along the line, which is less attractive to the travelers who have needs for ﬁtness and recreation. (b) Time consumption of one-way travel: More than 70% of the passengers travel within 40 min (including arrival and off-site threshold). After weighted average calculation, we can learn that the average travel time is 33.74 min. The result shows that the majority of Sustainability 2019, 11, 2034 11 of 33

travelers tend to take trams when the overall travel time is within the range of 35 min. In order to increase the attention of residents along the line to the tram, it is suggested that the travel purposes and needs of passengers should be met as far as possible in the urban space along the line within the above time consumption. (c) Transport mode preference: As shown in Figure5, about 80% of the passengers choose trams for daily commuting, while only 60% of the passengers who have the needs for consumption, entertainment, ﬁtness, recreation and other purposes choose trams, paying less attention to trams compared to commuters. It can be seen that travel purposes have a certain impact on residents’ choice of daily transport. The author believes that appropriately strengthening the construction of commercial and recreational facilities along the line is helpful to increase the attention of the residents to the tram.

Table 2. Passengers’ travel demand.

Passenger Travel Demand Classification and Proportion 45–60 ≥60 Classification ≤18 years old 19–30 years old 30–45 years old years old years old Age Quantity 16 164 69 24 16 Proportion 5.54% 56.75% 23.88% 8.30% 5.54% Classification Male Female Sex Quantity 151 138 Proportion 52.25% 47.83% Social Junior high school Junior college or Master or Classification High school attributes Educational and below undergraduate above background Quantity 16 48 184 41 Proportion 5.54% 16.61% 63.67% 14.19% Independent Classification Settle in Nanjing Rent sharing Others rental housing Dwelling state Quantity 189 33 47 20 Proportion 65.40% 11.42% 16.26% 6.92% Classification 0 vehicle 1 vehicle 2 vehicles ≥3 vehicles Number of cars owned by families Quantity 109 145 27 7 Proportion 37.83% 50.33% 9.33% 2.50% working and shopping and fitness and Other Classification studying consuming recreation purposes Travel purpose Travel Quantity 157 74 30 28 characteristics Proportion 54.33% 25.61% 10.38% 9.69% Time Classification ≤20 min 20–40 min 40–60 min ≥60 min consumption of Quantity 86 123 46 34 Sustainabilityone-way 2019, 11 travel, x FOR PEER REVIEW 12 of 30 Proportion 29.76% 42.56% 15.92% 11.76% 1) OD Trajectory Analysis of Passengers with Different Travel Demand

other purposes

fitness and recreation

shopping and consuming

working and studying

0.00% 10.00% 20.00% 30.00% 40.00% 50.00% 60.00% 70.00% 80.00% 90.00%100.00% Walking Shared bicycle Bicycle Bus Tram Metro Taxi Private car

FigureFigure 5. 5.Transport Transport mode mode preference. preference. As shown in Figures 6–9, there are the OD diagrams of the origin-destination stations for passengers with different travel purposes. The abscissa is the original station x, and the ordinate is the destination station y, and (x, y) represents an OD data pair. The darker the dots in the figures, the stronger the connection between the stations.  Travelling for Working and Studying Daily commuters mostly travel to Station 1, 10 and 12, starting from Station 1 to 7 basically, which demonstrates the strong attraction of scientific research office-oriented stations to commuters along the line. The number of commuters travelling to the periphery of Station 1 accounts for 29.93% of the total commuting population (Figure 6). It can be seen that the surrounding areas of the accessing station should provide more job opportunities, attracting a large number of passengers.  Travelling for Shopping and Consuming Among the passengers who have the needs of shopping and consuming, 78.38% of the passengers choose to finish shopping and consuming along the tram line. As can be seen from Figure 7, more than half of the passengers choose to go to Station 1 and 15.52% of the passengers go to Station 6 from Station 1 and 2. It is thus clear that the accessing station not only meets the working and accessing needs of the residents along the tram line, but also undertake the consuming and entertaining needs of most residents along the line.

Figure 6. OD trajectory analysis of passengers for working and studying. Sustainability 2019, 11, x FOR PEER REVIEW 12 of 30

1) OD Trajectory Analysis of Passengers with Different Travel Demand

other purposes

fitness and recreation

shopping and consuming

working and studying

0.00% 10.00% 20.00% 30.00% 40.00% 50.00% 60.00% 70.00% 80.00% 90.00%100.00% Walking Shared bicycle Bicycle Bus Tram Metro Taxi Private car

Figure 5. Transport mode preference.

As shown in Figures 6–9, there are the OD diagrams of the origin-destination stations for passengers with different travel purposes. The abscissa is the original station x, and the ordinate is the destination station y, and (x, y) represents an OD data pair. The darker the dots in the figures, the stronger the connection between the stations.  Travelling for Working and Studying Daily commuters mostly travel to Station 1, 10 and 12, starting from Station 1 to 7 basically, which demonstrates the strong attraction of scientific research office-oriented stations to commuters along the line. The number of commuters travelling to the periphery of Station 1 accounts for 29.93% Sustainabilityof the total2019 commuting, 11, 2034 population (Figure 6). It can be seen that the surrounding areas of12 ofthe 33 accessing station should provide more job opportunities, attracting a large number of passengers.

4.2.2. Correlation Travelling Analysis for Shopping of Passengers’ and Consuming Travel Demand and OD Stations (1)Among OD Trajectory the passengers Analysis of who Passengers have the with needs Different of shopping Travel Demand and consuming, 78.38% of the passengers choose to finish shopping and consuming along the tram line. As can be seen from Figure As shown in Figures6–9, there are the OD diagrams of the origin-destination stations for 7, more than half of the passengers choose to go to Station 1 and 15.52% of the passengers go to Station passengers with different travel purposes. The abscissa is the original station x, and the ordinate is 6 from Station 1 and 2. It is thus clear that the accessing station not only meets the working and the destination station y, and (x, y) represents an OD data pair. The darker the dots in the ﬁgures, the accessing needs of the residents along the tram line, but also undertake the consuming and stronger the connection between the stations. entertaining needs of most residents along the line.

Figure 6. OD trajectory analysis of passengers for working and studying. Sustainability 2019, 11,Figure x FOR PEER 6. OD REVIEW trajectory analysis of passengers for working and studying. 13 of 30

FigureFigure 7. 7. ODOD trajectory trajectory analysis analysis of of passen passengersgers for for shopping shopping and consuming.

Figure 8. OD trajectory analysis of passengers for fitness and recreation.

Figure 9. OD trajectory analysis of passengers for other purposes. Sustainability 2019, 11, x FOR PEER REVIEW 13 of 30

Sustainability 2019, 11, 2034 13 of 33 Figure 7. OD trajectory analysis of passengers for shopping and consuming.

Figure 8. ODOD trajectory trajectory analysis analysis of passen passengersgers for fitness ﬁtness and recreation.

Figure 9. ODOD trajectory analysis of pa passengersssengers for other purposes.

• Travelling for Working and Studying Daily commuters mostly travel to Station 1, 10 and 12, starting from Station 1 to 7 basically, which demonstrates the strong attraction of scientific research office-oriented stations to commuters along the line. The number of commuters travelling to the periphery of Station 1 accounts for 29.93% of the total commuting population (Figure6). It can be seen that the surrounding areas of the accessing station should provide more job opportunities, attracting a large number of passengers. • Travelling for Shopping and Consuming Among the passengers who have the needs of shopping and consuming, 78.38% of the passengers choose to finish shopping and consuming along the tram line. As can be seen from Figure7, more than half of the passengers choose to go to Station 1 and 15.52% of the passengers go to Station 6 from Station 1 and 2. It is thus clear that the accessing station not only meets the working and accessing needs of the residents along the tram line, but also undertake the consuming and entertaining needs of most residents along the line. • Travelling for Fitness and Recreation Sustainability 2019, 11, 2034 14 of 33

In this research, the number of passengers who have the needs of fitness and recreation is relatively small (Figure8). Most passengers travelling for fitness and recreation mainly start from Station 2, 5 and 6 to Station 1, 6 and 9. Station 9 is a special function station and Station 6 is a public service-oriented station, which are surrounded by public service facilities such as grassroots community centers, having certain attractions to passengers. • Travelling for Other Purposes As can be seen from Figure9, passengers travelling for other purposes mainly go to Stations 1, most of whom come from Station 2, 5, 6, and 7. A few passengers go to Station 2. (2) Summary of Travel Trajectory Analysis There is a certain similarity between the original and destination stations of passengers for the same travel purpose. Commuters mainly come from Station 1~7, to whom Station 1, 10 and 12 have strong attraction. Stations 1, 6, and 12 have certain attraction to the passengers with shopping needs, especially Station 1 shows a strong appeal. There are few passengers travelling for fitness and recreation, who mainly go to Station 1 and 9.

• The accessing station: The number of users far exceeds that of other types of stations, attracting more types of passengers to travel, and the surrounding land use facilities can basically meet more travel needs of residents along the tram line. • Residence-oriented stations: They are more attractive to passengers returning home. The passengers from residence-oriented stations mainly go to the accessing station and other function-oriented stations, showing a high demand for working and shopping. • The public service-oriented station: It shows certain attraction to passengers travelling for shopping and consumption. There is no lack of residents around the station to go to scientific research office-oriented stations and the accessing station to meet commuting or consuming demand. • Scientific research office-oriented stations: The passengers who are attracted by scientific research office-oriented stations have simple purposes, mainly for commuting to work, most of whom come from residence-oriented stations. The connection between scientific research office-oriented stations and the accessing station is relatively weak compared with other stations, which indicates that most of the passengers attracted by scientific research office-oriented stations are the residents who live along the line and are close to Chilin Hi-tech Innovation Park section.

5. The Characteristics of Land Use Around the Stations within the Range of the Psychological Threshold of Pedestrians’ Access to the Tram Stations From the above analysis, it can be seen that passengers with various travel purposes will go to different original and destination stations, whose travel purposes are strongly affected by the type of destination stations. The type of station is mainly determined by the type of land use around the stations. Therefore, based on the the psychological threshold of pedestrians’ access to the tram stations, this paper will deﬁne the effective inﬂuence range of the stations through calculation, classify the arrival and departure psychological time threshold of passengers arriving at each type of stations according to their travel purposes. According to the weighted average time threshold, the land use around the stations is divided into different time circles, and the related land use indexes are evaluated. On this basis, the coupling degree between the actual situation of land use within each circle and the psychological threshold of residents’ travel demand is analyzed.

5.1. Calculation of Stations’ Influence Range As a medium volume rail transit, the tram has lower traffic volume and speed than conventional mass transit and light rail transit, whose empiric value of the influence on surrounding areas and the attraction region of conventional rail transit cannot be generalized. In this paper, Kishi’s Logit Sustainability 2019, 11, 2034 15 of 33

PSM (Price Sensitivity Measurement) is used to calculate the reasonable time and space threshold of pedestriansSustainability 2019 access, 11, x toFOR the PEER tram REVIEW along the line as the actual attraction range of the tram line 1 15 to of the 30 surrounding areas. attraction region of conventional rail transit cannot be generalized. In this paper, Kishi’s Logit PSM 5.1.1.(Price Calculation Sensitivity ofMeasurement) Psychological is Distance used to Threshold calculate forthe Pedestrians reasonable Accesstime and to the space Tram threshold of pedestrians access to the tram along the line as the actual attraction range of the tram line 1 to the (1) Kishi’s Logit PSM (KLP) surrounding areas. KLP comes from Price Sensitivity Measurement (PSM). The basic principle of PSM is to reasonably determine5.1.1. Calculation the commodity of Psychological price based Distance on consumers’ Threshold subjectivefor Pedestrians perception Access of to the the commodity Tram price. Respondents1) Kishi’s answered Logit PSM four (KLP) questions that they thought: “cheap”, “expensive”, “too expensive to buy” and “too cheap to buy”. Calculate the frequency and the cumulative percentage of the frequency at differentKLP price comes points from and Price establish Sensitivity the relevant Measurement cumulative (PSM). frequency The basic curve. principle The intersection of PSM pointis to ofreasonably the curves determine is the relevant the commodity price threshold price point. based The on psychological consumers’ pricesubjective curve inperception the PSM modelof the regressedcommodity by price. the disaggregate Respondents model answered is the KLPfour modelquestions (Figure that 10they)[26 thought:,27], as shown“cheap”, in Equations“expensive”, (1) and“too (2): expensive to buy” and “too cheap to buy”. Calculate the frequency and the cumulative percentage of the frequency at different price points 1and establish the relevant cumulative frequency Ti = (1) curve. The intersection point of the curves is 1th+e exprelevantFi(x) price threshold point. The psychological

price curve in the PSM model regressed byFi( xthe) = disaggregateax + b model is the KLP model (Figure 10)(2) [26,27], as shown in Equations (1) and (2):

FigureFigure 10.10. KLP reference price.price.

Among them, Ti is the relevant cumulative1 frequency, i = 1, 2, 3, 4; Fi(x) is the price function: 𝑇 = x is the price; a and b are parameters. T1, F1(x) represent “should be cheaper (no more expensive)”; 1+exp𝐹(𝑥) (1) T2, F2(x) represent “should be more expensive”; T3, F3(x) represent “too expensive to buy”; T4, F4(x) represent “too cheap to buy”. 𝐹(𝑥) =𝑎𝑥+𝑏 Yan H et al. used the KLP model to calculate the psychological threshold of pedestrians’ and(2) cyclists’ access to rail transit service [28]. He J et al. used the KLP model to quantify and evaluate the reasonableAmong transfer them, distanceTi is the inrelevant rail transit cumulative stations frequency, [29]. Qin H.M i = 1,2,3,4; et al. used Fi(x) the is the KLP price model function: to analyze x is thethe maximumprice; a and transfer b are thresholdparameters. that T1 the, F1 passengers(x) represent can “should accept tobe go cheaper to the park(no more and ride expensive)”; facilities [30 T2]., F2(x) represent “should be more expensive”; T3, F3(x) represent “too expensive to buy”; T4, F4(x) represent “too cheap to buy”. (2) Calculation of Passengers’ Psychological Distance Threshold for Taking the Tram Yan H et al. used the KLP model to calculate the psychological threshold of pedestrians’ and cyclists’Based access on the to relevantrail transit researches service [28]. of some He J scholars,et al. used this the paper KLP believesmodel to that quantify the distance and evaluate range that the travelersreasonable can transfer bear when distance access in to rail the transit tram on stations foot is [29]. similar Qin to H.M consumers’ et al. used feelings the KLP on commodity model to analyze prices. Therefore,the maximum the KLP transfer model threshold is used tothat quantitatively the passengers analyze can accept the psychological to go to the threshold park and of ride pedestrians’ facilities accessing[30]. distance.The author makes two distance-related cumulative frequency curves based on the actual2) Calculation pedestrians’ of Passengers’ accessing distancePsychological (T1) ofDistance the respondents Threshold andfor Taking the maximum the Tram pedestrians’ accessing distance (T2) psychologically acceptable to the respondents, and take the intersection of Based on the relevant researches of some scholars, this paper believes that the distance range that travelers can bear when access to the tram on foot is similar to consumers’ feelings on commodity prices. Therefore, the KLP model is used to quantitatively analyze the psychological threshold of pedestrians’ accessing distance.The author makes two distance-related cumulative frequency curves based on the actual pedestrians’ accessing distance (T1) of the respondents and the maximum Sustainability 2019, 11, x FOR PEER REVIEW 16 of 30 SustainabilitySustainability 20192019,, 1111,, x 2034 FOR PEER REVIEW 1616 of of 30 33 pedestrians’ accessing distance (T2) psychologically acceptable to the respondents, and take the pedestrians’ accessing distance (T2) psychologically acceptable to the respondents, and take the intersection of the two cumulative frequency curves as the upper limit of pedestrians’ accessing intersectionthe two cumulative of the two frequency cumulative curves frequency as the upper curves limit as ofthe pedestrians’ upper limit accessing of pedestrians’ distance, accessing so as to distance, so as to reflect the effective influence range of the stations under investigation. The distance,reﬂect the so effective as to inﬂuencereflect the range effective of the influenc stations undere range investigation. of the stations The questionnaireunder investigation. is valid whenThe questionnaire is valid when the actual pedestrians’ accessing distance is less than the maximum questionnairethe actual pedestrians’ is valid when accessing the actual distance pedestrians’ is less than accessing the maximum distance pedestrians’ is less than accessing the maximum distance pedestrians’ accessing distance acceptable to the respondents psychologically. pedestrians’acceptable to accessing the respondents distance psychologically. acceptable to the respondents psychologically. Using Matlab7.0 and ordinary least square (OLS) method to calibrate the parameters of the UsingUsing Matlab7.0 Matlab7.0 and and ordinary ordinary least least square square (OLS (OLS)) method method to to calibrate calibrate the the parameters parameters of of the the equation, we can obtain 𝑎 = 0.0019, 𝑏 = 1.6755, 𝑎 = −0.0014, 𝑏 = 3.997, thus we can get two equation,equation, we we can can obtain obtain 𝑎a1 == 0.00190.0019,, 𝑏b1 == 1.67551.6755, , 𝑎a2 == −0.0014−0.0014, , 𝑏b1 == 3.9973.997,, thus thus we we can can get get two two images of linear equations with one variable (Figure 11): imagesimages of of linear linear equations equations with with one one variable variable (Figure (Figure 11):11): 𝐿(𝑥) = 0.0019𝑥 + 1.6755 𝐿(𝑥) = 0.0019𝑥 + 1.6755 (3) L1(x) = 0.0019x + 1.6755(3) (3) 𝐿 (𝑥) == −0.0014𝑥 + 3.997 𝐿 (𝑥) == −0.0014𝑥 + 3.997 L2(x) = −0.0014x + 3.997 (4) (4) (4)

FigureFigure 11. 11. TwoTwo kinds kinds of of distance distance scatter scatter fitting ﬁtting lines. lines. Figure 11. Two kinds of distance scatter fitting lines. TheThe intersection intersection point point of of the the two two cumulative cumulative fr frequencyequency curves curves is is 686 686 m, m, which which means means that that the the The intersection point of the two cumulative frequency curves is 686 m, which means that the psychologicalpsychological distance distance threshold ofof pedestrianspedestrians accessaccess to to Chilin Chilin Tram Tram Line Line 1 is1 is 686 686 m m (Figure (Figure 12 ).12). If theIf psychological distance threshold of pedestrians access to Chilin Tram Line 1 is 686 m (Figure 12). If thedistance distance exceeds exceeds 686 686 m, them, the number number of pedestrians of pedestri willans will be signiﬁcantly be significantly reduced reduced or the or accessing the accessing mode the distance exceeds 686 m, the number of pedestrians will be significantly reduced or the accessing modewill be will changed. be changed. mode will be changed.

FigureFigure 12. 12. TwoTwo kinds kinds of of distance distance fitting ﬁtting cumulative cumulative frequency frequency curves. curves. Figure 12. Two kinds of distance fitting cumulative frequency curves. 5.1.2.5.1.2. Calculation Calculation of of the the Actual Actual Influence Inﬂuence Range Range of of Each Each Station Station 5.1.2. Calculation of the Actual Influence Range of Each Station (1)1) Pedestrian Pedestrian Route Route Directness Directness around around Each Each Station Station 1) Pedestrian Route Directness around Each Station AsAs shown shown in in Figure Figure 13, 13 ,the the author author takes takes the the tram tram station station as as the the center center and and 800m 800 m as as the the radius radius of of As shown in Figure 13, the author takes the tram station as the center and 800m as the radius of thethe circular circular area area to to calculate calculate the the pedestrian pedestrian rout routee directness directness (PRD) (PRD) of of the the road road network network around around the the the circular area to calculate the pedestrian route directness (PRD) of the road network around the station.station. In In this this paper, paper, PRD PRD is is mainly mainly calculated calculated through through Hess’s Hess’s calculation calculation method method [31]. [31]. station. In this paper, PRD is mainly calculated through Hess’s calculation method [31]. Sustainability 2019, 11, 2034 17 of 33 Sustainability 2019, 11, x FOR PEER REVIEW 17 of 30

Figure 13. PRD of 800800m m circle circle around around each each station. station.

The PRD value of the lower section of the tram is 1.331, slightly higher than 1.24. Except the PRD value of Shuijiefang Station (No. 11) is 1.622, the PRD value of the other 12 stations is concentrated in the range of 1.2~1.4 without without much much fluctuation ﬂuctuation (Table 3 3).).

TableTable 3. Calculation of road network indexes around each station.

PRD PRD Number Stations PRD Number Stations PRD Each Each Section Overall Overall 1 Maqun 1.249section 21 BaishuiqiaoMaqun Road 1.249 1.304 Baishuiqiao 32 Magao Road1.304 1.209 1.24 Road Chilin residential section 4 Beiwanying Street 1.206 3 Magao Road 1.209 5 Tianquan Road 1.213 Beiwanying 1.282 Chilin 4 1.206 6 NanwanyingStreet Street 1.235 residential 1.24 7 TianxingTianquan Road 1.261 section 5 1.213 8 Qidi StreetRoad 1.242 Nanwanying 96 Chilin Ecological Park1.235 1.254 Street 1.331 Chilin hi-tech innovation 10 Guanghua Road 1.233 Tianxing park section 117 Shuijiefang1.261 1.622 1.282 Road 12 Zhihui Road 1.355 8 Qidi Street 1.242 13 ShiyangChilin Road 1.277 9 Ecological 1.254 (2) Calculation of theChilin Time hi- Threshold of the InﬂuencePark Range for Each Station tech Guanghua 10 1.233 1.331 According to theinnovation average adult walking speedRoad of 75 m/min, the accessing time threshold=actual pedestrians’ accessingpark distance section threshold/PRD11 Shuijiefang÷75 m/min 1.622 is calculated, which is the actual radiation scope of each tram station on the surrounding12 Zhihui areas Road (Table 1.3554). Shiyang 13 1.277 Road

2) Calculation of the Time Threshold of the Influence Range for Each Station Sustainability 2019, 11, 2034 18 of 33

Table 4. The actual radiation scope of each tram station.

Accessing Time Number Stations PRD Threshold (min) 1 Maqun 1.249 7.323 2 Baishuiqiao Road 1.304 7.014 Chilin residential section 3 Magao Road 1.209 7.565 4 Beiwanying Street 1.206 7.584 5 Tianquan Road 1.213 7.541 6 Nanwanying Street 1.235 7.406 7 Tianxing Road 1.261 7.254 8 Qidi Street 1.242 7.364 9 Chilin Ecological Park 1.254 7.294 Chilin hi-tech innovation park section 10 Guanghua Road 1.233 7.418 11 Shuijiefang 1.622 5.639 12 Zhihui Road 1.355 6.75 13 Shiyang Road 1.277 7.163

5.2. Land Use Indexes Around Different Stations According to the research method in this paper, the author selects the diversity index of land use, dominance index of land use and the degree of mixed land use as indexes to evaluate the situation of land use. The higher the value of the degree of mixed land use, the more balanced the distribution of various land functions and the higher the degree of mixed land use [32]. However, the concept of dominance index of land use [33] is opposite to the degree of mixed land use. The higher the value of dominance index of land use, the simpler the land use allocation of the street and the lower the degree of mixed land use (Table5). The land use diversity can be expressed by Simpson’s diversity index [ 34].

Table 5. The land use related indicators.

Land Use Equations Notes K represents the number of land use − K ( ) The degree of mixed land use = ∑K=1 Pk,i ln pk,i types in street i; P represents the area Landusemixi ln(K,i) k,i ratio of the K-type land use in street i. D represents dominance index of land use; H represents the land diversity m index of the station; Pk is the proportion Dominance index of land use D = Hmax − H = ln(m) + ∑ Pk ln(Pk) k=1 of the area occupied by the K-type land; m represents the number of species for land use categories in the area.

5.2.1. The Land Use around the Stations in the Influence Range Based on the Time Threshold (1) The Accessing Station: No. 1 Maqun Station The index of land use diversity around the station is 0.69, the dominance index of land use is 0.69, and the degree of mixed land use is 0.68. The type of land use is acceptable with slightly uneven distribution, and the degree of mixed land use is relatively general compared with the stations along the line. The commerce & office mixed and commercial land which can meet the needs of commuting and shopping is mainly distributed in the 0–3.36 min circle, with a relatively high plot ratio which is more than 3. The plot ratio of 3.36–5.28 min circle attenuates to 2 and above, mainly for residential and commercial use, and the proportion of commerce & office mixed land use decreases sharply. The plot ratio of 5.28–7.32 min circle continues to decline to 1, mainly for residence and public service. The plot ratio shows obvious gradient field effect (Table6). Sustainability 2019, 11, x FOR PEER REVIEW 19 of 30

5.2.1. The Land Use around the Stations in the Influence Range Based on the Time Threshold 1) The Accessing Station: No. 1 Maqun Station The index of land use diversity around the station is 0.69, the dominance index of land use is 0.69, and the degree of mixed land use is 0.68. The type of land use is acceptable with slightly uneven distribution, and the degree of mixed land use is relatively general compared with the stations along the line. The commerce & office mixed and commercial land which can meet the needs of commuting and shopping is mainly distributed in the 0–3.36min circle, with a relatively high plot ratio which is more than 3. The plot ratio of 3.36–5.28min circle attenuates to 2 and above, mainly for residential Sustainability 2019, 11, 2034 and commercial use, and the proportion of commerce & office mixed land use decreases sharply. The 19 of 33 plot ratio of 5.28–7.32min circle continues to decline to 1, mainly for residence and public service. The plot ratio shows obvious gradient field effect (Table 6). Table 6. Accessing time threshold and land use indexes around No.1 Maqun station. Table 6. Accessing time threshold and land use indexes around No.1 Maqun station. Shopping & Working & Studying Fitness & RecreationWorking & Shopping Other Purposes & Fitness & Other Consuming studying consuming recreation purposes Time Threshold Time 5.28 4.3 3.365.28 4.3 4.16 3.36 4.16 (min) threshold Settled passengers 5.34 Maqun Settled Passengers(min) 5.34 Return Journey Maqun Return journey Tenant passengers 6.65 Tenant Passengers 6.65 totality 6.52 Totality 6.52 The influence range 7.32 The Inﬂuence Range 7.32 Accessibility Municipal Public Greenland Commerce Commerce Com-Public Accessible Total Plot Index Attribute Commercial Residential Special Road 2 (min) Facilities Service & WatersIndex &Municip- Residence Greenl& Ofﬁce merceTransportComm- Public Area (m )Total Ratio Accessibility Comm Resident Public Speci Accessible attribut al -and & & erce& transp Road plot Plot ratio 3.60 2.26 0.00 0.00（min） 0.00e-rcial 0.00 -ial 0.00service 4.80-al 0.00 0.00 area (m²) 0–3.36 e facilities waters reside office o-rt 150743.71ratio 3.39 Percentage (%) 8.70% 21.41% 0.00% 0.00% 20.20% 0.00% 0.00% 15.97%-nce 0.00% 33.72% Plot ratio 3.60 2.19 0.00 2.00 0.00Plot 0.00 0.00 4.80 0.00 0.00 3.60 2.26 0.00 0.00 0.00 0.00 0.00 4.80 0.00 0.00 3.36–4.16 ratio 84614.71 2.67 Percentage (%) 9.80% 37.11% 0.00% 0.62%0–3.36 20.43% 0.00% 0.00% 4.19% 0.00% 27.85% 150743.71 3.39 Percent 0.00 33.72 8.70% 21.41% 0.00% 0.00% 20.20% 0.00% 15.97% 0.00% Plot ratio 3.60 2.14 0.00 2.00 0.00age (%) 0.00 0.00 4.80% 0.00 0.00 % 4.16–4.30 17254.08 2.39 Plot Percentage (%) 5.53% 36.62% 0.00% 2.96% 23.94%3.60 0.00% 2.19 0.29%0.00 2.00 0.00 1.49% 0.00 0.00 0.00% 4.80 0.00 29.17% 0.00 ratio Plot ratio 3.60 2.01 0.00 1.963.36–4.16 0.00 0.00 0.00 4.80 0.00 0.00 84614.71 2.67 Percent 0.00 27.85 4.30–5.28 9.80% 37.11% 0.00% 0.62% 20.43% 0.00% 4.19% 0.00% 143388.62 2.03 Percentage (%) 1.80% 36.90% 0.00% 5.83% 21.25%age (%) 0.00% 4.52% 0.34%% 0.00% 29.35% % Plot Plot ratio 0.00 1.78 1.50 1.61 0.003.60 0.002.14 0.00 1.50 2.00 0.00 0.00 0.00 0.00 0.004.80 0.00 0.00 0.00 5.28–6.52 ratio 249288.34 1.71 4.16–4.30 17254.08 2.39 Percentage (%) 0.00% 32.01% 0.54% 9.05% 27.49%Percent 0.00% 5.77% 0.00%0.00 0.04% 25.10%29.17 5.53% 36.62% 0.00% 2.96% 23.94% 0.29% 1.49% 0.00% Plot ratio 0.80 1.60 1.25 1.47 0.00age (%) 0.00 1.50 1.20% 0.00 0.00 % 6.52–7.32 Plot 224837.72 1.49 3.60 2.01 0.00 1.96 0.00 0.00 0.00 4.80 0.00 0.00 Percentage (%) 0.11% 28.66% 1.48% 10.63% 32.19%ratio 0.00% 2.19% 0.17% 1.71% 22.85% 4.30–5.28 143388.62 2.03 total area (m2) 25202.57 267148.99 4672.66 55874.08 223234.72Percent 0.00 25840.76 28732.760.00 3961.22 235459.4029.35 1.80% 36.90% 0.00% 5.83% 21.25% 4.52% 0.34% 0.00% 870127.18 age (%) % % Percentage (%) 2.90% 30.70% 0.54% 6.42% 25.66% 0.00% 2.97% 3.30% 0.46% 27.06% Plot 0.00 1.78 1.50 1.61 0.00 0.00 1.50 0.00 0.00 0.00 Land use diversity ratio 5.28–6.52 0.69 249288.34 1.71 Index Percent 0.00 25.10 Totally 0.00% 32.01% 0.54% 9.05% 27.49% 5.77% 0.00% 0.04% Dominance index age (%) % % Plot 0.7 of land use 0.80 1.60 1.25 1.47 0.00 0.00 1.50 1.20 0.00 0.00 ratio The degree of 6.52–7.32 224837.72 1.49 Percent 0.66 0.00 22.85 mixed land use 0.11% 28.66% 1.48% 10.63% 32.19% 2.19% 0.17% 1.71% age (%) % % total 25202.5 55874.0 223234. 25840. 28732.7 235459 area 267148.99 4672.66 0.00 3961.22 7 8 72 76 6 .40 (m²) 870127.18 Totally Percent 0.00 27.06 2.90% 30.70% 0.54% 6.42% 25.66% 2.97% 3.30% 0.46% age (%) % % Land 0.69 use Sustainability 2019, 11, 2034 20 of 33

(2) Residence-oriented Stations I. Typical station: No. 2 Baishuiqiao Road Station The diversity index of land use around the station is 0.64, the dominance index of land use is 0.6, and the degree of mixed land use is 0.69. The degree of mixed land use is rather ordinary compared with other stations along the line. The proportion of residential land use is the highest, mainly distributed in the circle of 0–5.03 min, and the proportion decreases beyond the circle of 5.03 min. Compared with the passengers travelling for commuting and consuming whose off-site threshold is 6.13 min, the commercial land is only distributed in the 0–4.5 min circle, which is within the passengers’ psychological threshold. The proportion of commerce & residence mixed land increases with the expansion of the circle, having the highest proportion within the 6.13–7.01 min circle. The plot ratio of each circle remained relatively stable between 1 and 1.3 (Table7). II. Typical Station: No. 5 Tianquan Road Station The diversity index of land use around the station is 0.67, the dominance index of land use is 0.64, and the degree of mixed land use is 0.67. The degree of mixed land use is rather ordinary compared with other stations along the line. Among them, the total residential land areas account for the largest, reaching 41.87%, followed by the proportion of the land used for public service which is 15.29%, showing some advantages. The proportion of residential land increases steeply in the 5.5–7.54 min circle, stablizing at more than 45%. Commercial and commerce & office mixed lands are mainly distributed in the 0–4.4 min circle, basically accord with the psychological threshold of passengers who have the needs of leisure and recreation. The plot ratio of each circle is kept steady between 1.8 and 2.5, and the development intensity is relatively higher than that of the whole area along the tram (Table8). III. Summary of the Characteristics of Land Use around Residence-oriented Stations Based on the analysis of land use around Station 2 and Station 5, it can be concluded that residence-oriented stations mainly attract commuters. Within the influence range of the stations, the land use property is rather single, which is dominated by residential land, reaching 40%, followed by the land used for public service. Commerce & office mixed and commerce & residence mixed land account for a relatively small proportion, but both of which are developed in medium or high intensity.

(3) The Public Service-oriented Station: No. 6 Nanwanying Street Station The diversity index of land use around the station is 0.67, the dominance index of land use is 0.61, and the degree of mixed land use is 0.71. The degree of mixed land use is relatively better than other stations along the line. According to ﬁeld survey and the reference to the controllable detailed planning, in addition to 32.72% of the residential land, the land mainly planned to be used for building schools, primary community center and the only medical institution along the line around the stations, which can assume the function of community-level public service, presenting certain advantages and attractive to the commuters. The plot ratio of the 0~3.24 min circle reaches 2.8, mainly distributing residential land and greenbelts and water areas. The public service land used for building educational facilities is mainly distributed in the 4.32~6.79 min circle, the proportion of residential land increases to over 30%, which basically accords with the passengers’ psychological threshold. The total plot rate around the stations is stablized at between 2 and 3, with moderate intensity development (Table9). Sustainability 2019, 11, x FOR PEER REVIEW 20 of 30

diversit y Index Domin ance index 0.7 of land use The degree of 0.66 mixed land use

2) Residence-oriented Stations I. Typical station: No. 2 Baishuiqiao Road Station

The diversity index of land use around the station is 0.64, the dominance index of land use is 0.6, and the degree of mixed land use is 0.69. The degree of mixed land use is rather ordinary compared with other stations along the line. The proportion of residential land use is the highest, mainly distributed in the circle of 0–5.03min, and the proportion decreases beyond the circle of 5.03min. Compared with the passengers travelling for commuting and consuming whose off-site threshold is 6.13min, the commercial land is only distributed in the 0–4.5min circle, which is within the passengers’ psychological threshold. The proportion of commerce & residence mixed land increases with the expansion of the circle, having the highest proportion within the 6.13–7.01min circle. The plot ratio of each circle remained relatively stable between 1 and 1.3 (Table 7). II. Typical Station: No. 5 Tianquan Road Station The diversity index of land use around the station is 0.67, the dominance index of land use is 0.64, and the degree of mixed land use is 0.67. The degree of mixed land use is rather ordinary compared with other stations along the line. Among them, the total residential land areas account for the largest, reaching 41.87%, followed by the proportion of the land used for public service which is 15.29%, showing some advantages. The proportion of residential land increases steeply in the 5.5– 7.54min circle, stablizing at more than 45%. Commercial and commerce & office mixed lands are mainly distributed in the 0–4.4min circle, basically accord with the psychological threshold of Sustainability 2019, 11, 2034 passengers who have the needs of leisure and recreation. The plot ratio of each circle is kept steady 21 of 33 between 1.8 and 2.5, and the development intensity is relatively higher than that of the whole area along the tram (Table 8). Table 7. Accessing time threshold and land use indexes around No.2 Baishuiqiao Road station. Table 7. Accessing time threshold and land use indexes around No.2 Baishuiqiao Road station.

Shopping & Shopping & Fitness & Working & Studying Fitness & RecreationWorking & studying Other Purposes Other purposes Consuming consuming recreation 6.13 6.13 4.6 4.5 Time Threshold Time threshold (min) 6.13 6.13 4.6Settled 4.5 passengers 4.6 (min) Return journey Tenant passengers 5.39 Baishuiqiao Settled Passengers 4.6 Baishuiqiao totality 5.03 Road Return Journey Road Tenant Passengers 5.39

TotalityThe influence range 5.03 7.01

The Inﬂuence Range 7.01

Accessibility Municipal Public Greenland CommerceMunici- Commerce Public Accessible Total Plot Greenla- Commerce Comm- Accessib Index Attribute Commercial Residential Accessibility Comme-Special pal Publ-ic RoadPublic 2 Total (min) Facilities Service Index& attribute Waters Reside-ntial&Residence &nd Ofﬁce& Special Transport& erce & Road Area-le area (m ) Ratio （min） rcial facilitie servi-ce transp-ort plot ratio waters residence office (m²) Plot ratio 0.99 1.47 0.00 0.90 0.00 0.00 1.80s 0.00 0.00 0.00 0~4.50 Plot ratio 0.99 1.47 0.00 0.90 0.00 0.00 1.80 0.00 0.00 0.00 317208.21317208.2 1.32 0~4.50 1.32 Percentage (%) 2.27% 57.41% 0.00% 6.20%Percentage 9.91% (%) 2.27%3.06% 57.41% 0.11%0.00% 6.20% 9.91% 0.00% 3.06% 0.11% 0.57% 0.00% 20.48%0.57% 20.48% 1 Plot ratio 0.00 1.26 0.00 0.00 0.00 0.00 1.80 0.00 0.00 0.00 Plot ratio 0.00 1.26 0.004.50~4.60 0.00 0.00 0.00 1.80 0.00 0.00 0.00 16198.57 1.02 4.50~4.60 Percentage (%) 0.00% 49.97% 0.00% 0.00% 11.34% 12.45% 1.64% 0.00% 0.78% 23.83% 16198.57 1.02 Plot ratio 0.00 1.25 0.00 0.00 0.00 0.00 1.80 0.00 0.00 0.00 Percentage (%) 0.00% 49.97% 0.00%4.60~5.03 0.00% 11.34% 12.45% 1.64% 0.00% 0.78% 23.83% 73816.90 0.96 Percentage (%) 0.00% 49.41% 0.00% 0.00% 17.06% 14.65% 2.67% 0.00% 2.55% 13.65% Plot ratio 0.00 1.43 0.00 1.50 0.00 0.00 1.81 0.00 0.00 0.00 231095.1 Plot ratio 0.00 1.25 0.005.03~6.13 0.00 0.00 0.00 1.80 0.00 0.00 0.00 1.02 4.60~5.03 Percentage (%) 0.00% 41.51% 0.00% 4.62% 16.36% 14.04% 2.76% 0.00% 6.74% 13.96% 73816.908 0.96 Percentage (%) 0.00% 49.41% 0.00%6.13~7.01 0.00% Plot 17.06% ratio 0.0014.65% 1.58 2.67%0.00 1.50 0.00 0.00% 0.00 2.19 2.55% 0.00 13.65%0.00 0.00 1.11 Plot ratio 0.00 1.43 0.00 1.50 0.00 0.00 1.81 0.00 0.00 0.00 5.03~6.13 231095.18 1.02 Percentage (%) 0.00% 41.51% 0.00% 4.62% 16.36% 14.04% 2.76% 0.00% 6.74% 13.96% Plot ratio 0.00 1.58 0.00 1.50 0.00 0.00 2.19 0.00 0.00 0.00 6.13~7.01 254855.42 1.11 Percentage (%) 0.00% 33.88% 0.00% 7.11% 21.06% 17.36% 4.10% 0.00% 3.07% 13.43% total area (m2) 7195.47 408956.46 0.00 48456.35 137360.87 99204.29 19403.20 0.00 27203.27 145394.35 893174.27 Percentage (%) 0.81% 45.79% 0.00% 5.43% 15.38% 11.11% 2.17% 0.00% 3.05% 16.28% Land use diversity 0.64 Index Totally Dominance index 0.6 of land use The degree of 0.69 mixed land use Sustainability 2019, 11, x FOR PEER REVIEW 21 of 30

254855.4 Percentage (%) 0.00% 33.88% 0.00% 7.11% 21.06% 17.36% 4.10% 0.00% 3.07% 13.43% 2 48456.3 137360.8 145394.3 total area (m²) 7195.47 408956.46 0.00 99204.29 19403.20 0.00 27203.27 893174.2 5 7 5 7 Percentage (%) 0.81% 45.79% 0.00% 5.43% 15.38% 11.11% 2.17% 0.00% 3.05% 16.28% Land use diversity 0.64 Totally Index Sustainability 2019 11 Dominance index of , , 2034 0.6 22 of 33 land use The degree of 0.69 mixed land use Table 8. Accessing time threshold and land use indexes around No.5 Tianquan Road station. Table 8. Accessing time threshold and land use indexes around No.5 Tianquan Road station.

Shopping & Working & Shopping & Fitness & Working & Studying Fitness & Recreation Other Purposes Other purposes Consuming studying consuming recreation Time Time Threshold 4.76 5.5 3.3 4.4 4.76 5.5threshold 3.3 4.4 (min) Settled passengers 7.31 Tianquan (min) Settled PassengersReturn journey Tenant 7.31 passengers 6.89 Road Return Journey Tianquan Road Tenant Passengerstotality 6.89 6.82 Totality 6.82 The influence range 7.54 The Inﬂuence Range 7.54 Accessibility Municipal Public Greenland Commerce Commerce CommerPublic Accessible Total Plot Index Attribute Commercial Residential Special Munici Commer Road -ce 2 Total (min) Facilities ServiceAccessibility & WatersIndex Commer- Residen-& Residencep-al Public Greenland& Ofﬁce Spe- Transport-ce Public AreaAccessible (m ) Ratio & Road plot （min） attribute cial tial facilitie service & waters cial & transport area (m²) Plot ratio 3.60 2.26 0.00 0.00 0.00 0.00 0.00 4.80residenc 0.00 0.00 ratio 0~3.30 s office 150743.71 3.39 Percentage (%) 8.70% 21.41% 0.00% 0.00% 20.20% 0.00% 0.00% 15.97%e 0.00% 33.72% Plot ratio 3.60 2.26 0.00 0.00 0.00 0.00 0.00 4.80 0.00 0.00 Plot ratio 3.60 2.19 0.00 2.000~3.30 Percentage 0.00 0.00 0.00 4.800.00 0.00 0.00 150743.71 3.39 8.70% 21.41% 0.00% 0.00% 20.20% 0.00% 15.97% 0.00% 33.72% 3.30~4.40 (%) % 84614.71 2.67 Percentage (%) 9.80% 37.11% 0.00% 0.62% 20.43% 0.00% 0.00% 4.19% 0.00% 27.85% Plot ratio 3.60 2.19 0.00 2.00 0.00 0.00 0.00 4.80 0.00 0.00 Plot ratio 3.60 2.14 0.00 2.003.30~4.40 Percentage 0.00 0.00 0.00 4.800.00 0.00 0.00 84614.71 2.67 9.80% 37.11% 0.00% 0.62% 20.43% 0.00% 4.19% 0.00% 27.85% 4.40~4.76 (%) % 17254.08 2.39 Percentage (%) 5.53% 36.62% 0.00% 2.96% 23.94%Plot ratio 3.60 0.00% 2.14 0.00 0.29% 2.00 0.00 1.49% 0.00 0.00 0.00%4.80 29.17%0.00 0.00 4.40~4.76 Percentage 0.00 17254.08 2.39 Plot ratio 3.60 2.01 0.00 1.96 0.005.53% 0.00 36.62% 0.00% 0.00 2.96% 23.94% 4.80 0.29% 0.001.49% 0.00% 0.00 29.17% 4.76~5.50 (%) % 143388.62 2.03 Percentage (%) 1.80% 36.90% 0.00% 5.83% 21.25%Plot ratio 3.60 0.00% 2.01 0.00 4.52% 1.96 0.00 0.34% 0.00 0.00 0.00%4.80 29.35%0.00 0.00 4.76~5.50 Percentage 0.00 143388.62 2.03 Plot ratio 0.00 1.78 1.50 1.61 0.001.80% 0.00 36.90% 0.00% 1.50 5.83% 21.25% 0.00 4.52% 0.000.34% 0.00% 0.00 29.35% 5.50~6.82 (%) % 249288.34 1.71 Percentage (%) 0.00% 32.01% 0.54% 9.05% 27.49%Plot ratio 0.00 0.00% 1.78 1.50 5.77% 1.61 0.00 0.00% 0.00 1.50 0.04%0.00 25.10%0.00 0.00 5.50~6.82 Percentage 0.00 249288.34 1.71 Plot ratio 0.80 1.60 1.25 1.47 0.000.00% 0.00 32.01% 0.54% 1.50 9.05% 27.49% 1.20 5.77% 0.000.00% 0.04% 0.00 25.10% 6.82~7.54 (%) % 224837.72 1.49 Percentage (%) 0.11% 28.66% 1.48% 10.63% 32.19%Plot ratio 0.80 0.00% 1.60 1.25 2.19% 1.47 0.00 0.17% 0.00 1.50 1.71%1.20 22.85%0.00 0.00 6.82~7.54 Percentage 0.00 224837.72 1.49 total area (m2) 25202.57 267148.99 4672.66 55874.08 223234.720.11% 0.00 28.66% 1.48% 25840.76 10.63% 32.19% 28732.76 2.19% 3961.22 0.17% 235459.401.71% 22.85% (%) % 870127.18 total area 55874.0 235459. Percentage (%) 2.90% 30.70% 0.54% 6.42% 25.66%25202.57 0.00% 267148.99 4672.66 2.97% 223234.72 3.30% 0.00 25840.76 0.46% 28732.76 3961.22 27.06% (m²) 8 40 870127.18 Land use diversity Percentage 0.00 2.90% 30.70%0.67 0.54% 6.42% 25.66% 2.97% 3.30% 0.46% 27.06% Totally Index (%) % Dominance index Land use diversity 0.64 0.67 of land use Totally Index The degree of Dominanc 0.67 mixed land use e index of 0.64 land use The degree of mixed 0.67 land use

III. Summary of the Characteristics of Land Use around Residence-oriented Stations Based on the analysis of land use around Station 2 and Station 5, it can be concluded that residence-oriented stations mainly attract commuters. Within the influence range of the stations, the land use property is rather single, which is dominated by residential land, reaching 40%, followed by the land used for public service. Commerce & office mixed and commerce & residence mixed land account for a relatively small proportion, but both of which are developed in medium or high intensity. Sustainability 2019, 11, x FOR PEER REVIEW 22 of 30

3) The Public Service-oriented Station: No. 6 Nanwanying Street Station The diversity index of land use around the station is 0.67, the dominance index of land use is 0.61, and the degree of mixed land use is 0.71. The degree of mixed land use is relatively better than other stations along the line. According to field survey and the reference to the controllable detailed planning, in addition to 32.72% of the residential land, the land mainly planned to be used for building schools, primary community center and the only medical institution along the line around the stations, which can assume the function of community-level public service, presenting certain advantages and attractive to the commuters. The plot ratio of the 0~3.24min circle reaches 2.8, mainly distributing residential land and greenbelts and water areas. The public service land used for building educational facilities is mainly distributed in the 4.32~6.79min circle, the proportion of Sustainability 2019, 11, 2034 residential land increases to over 30%, which basically accords with the passengers’ psychological 23 of 33 threshold. The total plot rate around the stations is stablized at between 2 and 3, with moderate intensity development (Table 9). Table 9. Accessing time threshold and land use indexes around No.6 Nanwanying Street station. Table 9. Accessing time threshold and land use indexes around No.6 Nanwanying Street station.

Shopping & Working & Shopping & Fitness & Working & Studying Fitness & Recreation Other Purposes Other purposes Consuming studying consuming recreation Time Time Threshold 3.24 4.44 8.64 4.32 3.24 4.44threshold 8.64 4.32 (min) Settled passengers 6.36 Nanwanying (min) Settled PassengersReturn journey Tenant 6.36 passengers 8.2 Street Return Journey Nanwanying Street Tenant Passengerstotality 8.2 6.79 Totality 6.79 The influence range 7.41 The Inﬂuence Range 7.41

Accessibility Municipal Public Greenland CommerceMunici Commerce CommePublic Accessible Total Plot Index Attribute Commercial Residential Special Commer- PublicRoad Total (min) Facilities ServiceAccessibility& WatersIndex Comme Residen-& Residencepal Public Greenland& Ofﬁce Speci rce&Transport AccessibleArea (m 2) Ratio ce & transp Road plot （min） attribute r-cial tial facilitie service & waters -al residen- area (m²) Plot ratio 0.00 2.92 0.00 0.80 0.00 0.00 0.00 0.00 0.00office o-rt 0.00 ratio 0–3.24 s ce 143691.23 2.80 Percentage (%) 0.00% 22.67% 0.00% 1.36% 39.06%Plot ratio 0.00 0.00% 2.92 0.00 0.00% 0.80 0.00 0.00% 0.00 0.00 0.00%0.00 0.00 36.91% 0.00 0–3.24 Percentag 143691.23 2.80 Plot ratio 0.00 2.92 0.00 1.13 0.000.00% 0.00 22.67% 0.00% 0.00 1.36% 39.06% 0.00 0.00% 0.00% 0.000.00% 0.00% 0.00 36.91% 3.24–4.32 e (%) 127473.48 2.46 Percentage (%) 0.00% 35.35% 0.00% 12.26% 28.78%Plot ratio 0.00 0.00% 2.92 0.00 0.00% 1.13 0.00 0.00% 0.00 0.00 0.00%0.00 0.00 23.61% 0.00 3.24–4.32 Percentag 127473.48 2.46 0.00% 35.35% 0.00% 12.26% 28.78% 0.00% 0.00% 0.00% 0.00% 23.61% Plot ratio 0.00 2.94 0.00 1.20 0.00e (%) 0.00 0.00 0.00 0.00 0.00 4.32–4.44 17109.28 2.34 Percentage (%) 0.00% 33.83% 0.00% 17.57% 22.73%Plot ratio 0.00 0.00% 2.94 0.00 0.00% 1.20 0.00 0.00% 0.00 0.00 0.00%0.00 0.00 25.87% 0.00 4.32–4.44 Percentag 17109.28 2.34 0.00% 33.83% 0.00% 17.57% 22.73% 0.00% 0.00% 0.00% 0.00% 25.87% Plot ratio 0.00 2.62 0.00 1.27 0.00e (%) 0.00 3.36 2.30 0.00 0.00 4.44–6.79 Plot ratio 0.00 2.62 0.00 1.27 0.00 0.00 3.36 2.30 0.00 0.00 480266.33 2.04 Percentage (%) 0.00% 30.77% 0.00% 21.79% 20.41% 0.00% 0.85% 2.42% 1.41% 22.35% 4.44–6.79 Percentag 480266.33 2.04 0.00% 30.77% 0.00% 21.79% 20.41% 0.00% 0.85% 2.42% 1.41% 22.35% Plot ratio 0.00 2.27 0.00 1.48 0.00e (%) 0.00 3.29 2.20 0.00 0.00 6.79–7.41 Plot ratio 0.00 2.27 0.00 1.48 0.00 0.00 3.29 2.20 0.00 0.00 174359.64 2.15 Percentage (%) 0.00% 44.36% 0.00% 11.63%6.79–7.41 13.84%Percentag 0.00% 2.78% 4.91% 0.64% 21.84% 174359.64 2.15 0.00% 44.36% 0.00% 11.63% 13.84% 0.00% 2.78% 4.91% 0.64% 21.84% total area (m2) 0.00 308559.39 0.00 145521.89 218847.98e (%) 0.00 8926.26 20196.95 7865.73 232981.75 total area 308559.3 145521. 232981.7 942899.96 0.00 0.00 218847.98 0.00 8926.26 20196.95 7865.73 Percentage (%) 0.00% 32.72% 0.00% 15.43% 23.21%(m²) 0.00%9 0.95%89 2.14% 0.83% 24.71%5 942899.96 Percentag Land use diversity 0.00% 32.72% 0.00% 15.43% 23.21% 0.00% 0.95% 2.14% 0.83% 24.71% e (%) 0.67 Totally Index Land use Dominance index diversity 0.67 0.53 of land use Index Totally Dominan The degree of ce index 0.7 0.53 mixed land use of land use The degree of 0.7 mixed land use

4) Scientific Research Office-oriented Stations I. Typical station: No. 10 Guanghua Road Station Sustainability 2019, 11, 2034 24 of 33

(4) Scientific Research Office-Oriented Stations I. Typical station: No. 10 Guanghua Road Station The diversity index of land use around the station is 0.61. The dominance index of land use is 0.42 and the degree of mixed land use is 0.74. The distribution of all types of land use is uniform compared with other stations along the line. The proportion of residential land is 15.92%, which is much smaller than that of the stations in the Chilin residential areas, and the land is distributed in each circle. The proportion of the land used for scientific research and design which provides major job opportunities increases with the expansion of the circle. There is no commercial land distributed around the stations, and the commerce & office mixed land is mainly distributed in the 4.06–6.63 min circle, which can provide spaces for shopping and consuming. The plot ratio of the areas around the stations is basically between 1.5 and 2, and the total plot ratio decreases with the expansion of the circle (Table 10). II. Typical station: No. 12 Zhihui Road Station The diversity index of land use around the station is 0.66, the dominance index of land use is 0.6, and the degree of mixed land use is 0.69. The types of land use are slightly more than that of Guanghua Road Station. The degree of mixed land use is reasonable and the distribution of each type of land use is slightly uneven compared with other stations along the line. The land used for scientific research and design which provides major job opportunities increases as well as the plot ratio. The proportion of the land use increases with the expansion of the circle. There is no obvious distribution of commerce & office mixed land. The proportion of residential land further decreases, and the distribution of which can be found in each circle. The plot ratio around the station is between 1.5 and 2, showing no obvious distribution characteristics along with the circle (Table 11). III. Summary of the Characteristics of Land Use around Scientific Research Office- Oriented Stations The land is mainly used for scientific research and design, residence and commerce & office. The plot ratio is about 1.5–2, which is of low and middle development intensity. Commercial land use and river reach are the influence areas in the center of the stations, and the land-use intensity is thus affected. Going deeper into Chilin Hi-tech Innovation Park from Station 10 to Station 12, the proportion of the land used for scientific research and design gradually increases, while the proportion of residential land gradually decreases. There is no obvious distribution of public service land around the stations, commerce & office mixed and commerce & residence mixed land is mainly distributed beyond the circle of 0–4 min. Sustainability 2019, 11, x FOR PEER REVIEW 23 of 30

The diversity index of land use around the station is 0.61. the dominance index of land use is 0.42 and the degree of mixed land use is 0.74. The distribution of all types of land use is uniform compared with other stations along the line. The proportion of residential land is 15.92%, which is much smaller than that of the stations in the Chilin residential areas, and the land is distributed in each circle. The proportion of the land used for scientific research and design which provides major job opportunities increases with the expansion of the circle. There is no commercial land distributed around the stations, and the commerce & office mixed land is mainly distributed in the 4.06–6.63min circle, which can provide spaces for shopping and consuming. The plot ratio of the areas around the stations is basically between 1.5 and 2, and the total plot ratio decreases with the expansion of the circle (Table 10). II. Typical station: No. 12 Zhihui Road Station The diversity index of land use around the station is 0.66, the dominance index of land use is 0.6, and the degree of mixed land use is 0.69. The types of land use are slightly more than that of Guanghua Road Station. The degree of mixed land use is reasonable and the distribution of each type of land use is slightly uneven compared with other stations along the line. The land used for scientific research and design which provides major job opportunities increases as well as the plot ratio. The proportion of the land use increases with the expansion of the circle. There is no obvious distribution Sustainability 2019, 11, 2034 of commerce & office mixed land. The proportion of residential land further decreases, and the 25 of 33 distribution of which can be found in each circle. The plot ratio around the station is between 1.5 and 2, showing no obvious distribution characteristics along with the circle (Table 11). Table 10. Accessing time threshold and land use indexes around No.10 Guanghua Road station. Table 10. Accessing time threshold and land use indexes around No.10 Guanghua Road station.

Shopping & Working & Shopping & Working & Studying Fitness & Recreation OtherFitness Purposes & recreation Other purposes Consuming studying consuming Time Time Threshold 6.63 4.33 14.06 4.06 6.63 4.33threshold 14.06 4.06 (min) Settled passengers 3.24 Ganghua (min) Settled PassengersReturn journey Tenant passengers 3.24 14.6 Road Return Journey Ganghua Road Tenant Passengerstotality 14.6 8.65 Totality 8.65 The influence range 7.42 The Influence Range 7.42 Accessibility Municipal Public Greenland Scientific Research Commerce CommerceScien- Com- Public Accessible Total Plot Index Attribute Commercial Residential Munic PubliRoad (min) Facilities Service & Waters & Design & Residence &tific Office merce Transport Area (m2) Ratio Accessibility Index Commer Residen- ip-al Public Greenland Commer-ce c Accessible Total plot resear- & Road （min） attribute -cial tial faciliti service & waters & office trans area (m²) ratio Plot ratio 0.00 2.32 0.00 0.87 0.00 1.29 0.00ch 4.00 & resid- 0.00 0.00 0~4.06 es port 215234.64 2.06 Percentage (%) 0.00% 15.54% 0.00% 3.50% 44.02% 6.11% 0.00%design 2.51% ence 0.00% 28.31% Plot ratio 0.00 2.32 0.00 0.87 0.00 1.29 0.00 4.00 0.00 0.00 Plot ratio 0.00 1.75 0.00 1.170~4.06 0.00Percentage 1.29 0.00 4.00 0.00 0.0028.31 215234.64 2.06 4.06~4.33 0.00% 15.54% 0.00% 3.50% 44.02% 6.11% 0.00% 2.51% 0.00% 34019.56 2.02 Percentage (%) 0.00% 15.14% 0.00% 5.56% 42.95%(%) 7.00% 0.00% 6.99% 0.00% 22.37%% Plot ratio 0.00 1.75 0.00 1.17 0.00 1.29 0.00 4.00 0.00 0.00 Plot ratio 0.00 1.52 0.00 0.944.06~4.33 0.00Percentage 1.67 0.00 3.70 0.00 0.0022.37 34019.56 2.02 0.00% 15.14% 0.00% 5.56% 42.95% 7.00% 0.00% 6.99% 0.00% 4.33~6.63 (%) % 412290.46 1.82 Percentage (%) 0.00% 18.14% 0.00% 0.87% 45.48% 11.86% 0.00% 4.28% 0.00% 19.36% Plot ratio 0.00 1.52 0.00 0.94 0.00 1.67 0.00 3.70 0.00 0.00 Plot ratio 0.00 1.66 0.00 0.924.33~6.63 0.00Percentage 1.83 0.00 3.00 0.00 0.0019.36 412290.46 1.82 0.00% 18.14% 0.00% 0.87% 45.48% 11.86% 0.00% 4.28% 0.00% 6.63~7.42 (%) % 202001.99 1.65 Percentage (%) 0.00% 11.90% 0.00% 7.10% 44.66%Plot ratio 0.00 19.10% 1.66 0.00 0.00%0.92 0.00 1.00%1.83 0.00 0.00%3.00 0.00 16.24% 0.00 2 6.63~7.42 Percentage 16.24 202001.99 1.65 total area (m ) 0.00 137435.03 0.00 27367.13 387094.000.00% 103015.47 11.90% 0.00% 7.10% 0.00 44.66% 27455.3319.10% 0.00% 1.00% 0.00 0.00%181179.70 (%) % 863546.66 Percentage (%) 0.00% 15.92% 0.00% 3.17% 44.83%total area 11.93%27367.1 0.00%103015.4 3.18% 0.00% 20.98%18117 0.00 137435.03 0.00 387094.00 0.00 27455.33 0.00 (m²) 3 7 9.70 Land use diversity 863546.66 Percentage 0.61 20.98 Totally Index 0.00% 15.92% 0.00% 3.17% 44.83% 11.93% 0.00% 3.18% 0.00% (%) % Dominance index Land use Totally 0.42 of land use diversity 0.61 Index The degree of Dominance 0.74 mixed land use index of 0.42 land use Sustainability 2019, 11, x FOR PEER REVIEW 25 of 30

calculation. As shown in Table 12, blue indicates a lack of one kind of land use facilities and red indicates a lack of two kinds of land use facilities. As shown in Figure 15, the functional layout rule of land use around the stations along the tram line is obvious. The residence and public service land mainly distributed in Station 1 to 7 along the line. The overall trend is that, except the public service-oriented stations (Station 3 and 6), the land used for public service from Station 2 to 7 increases with the decrease of residential land. The entire development is of low and medium intensity, and the type of stations transit from residence-oriented stations to public service-oriented stations. The land between Station 8 and Station 9 is the central green belt of the new town, mainly distributed commerce & office mixed land with high volume ratio and park green land. It enters into the core area of scientific research from Station 10 to 13, except the Sustainability 2019, 11, 2034 residence-oriented stations (Station 11), the proportion 26 of 33 of residential land along the line reduces obviously, while the land used for scientific research, design and the commerce & office mixed land begin to increase with low development intensity. Table 11. Accessing time threshold and land use indexes around No.12 Zhihui Road station. Table 11. Accessing time threshold and land use indexes around No.12 Zhihui Road station.

Shopping & Working & Shopping & Fitness & Working & Studying Fitness & Recreation Other Purposes Other purposes Consuming studying consuming recreation Time 5.73 4.925.73 4.92 7.87 7.87 Time Threshold Threshold Settled passengers 6.56 Zhihui Road (min) Settled Passengers(min) 6.56 Return Journey Zhihui Road Return journey Tenant passengers 5.71 Tenant Passengerstotality 5.71 6.04 Totality 6.04 The Influence Range 6.75 The Influence Range 6.75 Accessibility Municipal Public Greenland Scientific Research Commerce CommerceScient Public Accessible Total Plot Index Attribute Commercial Residential Road 2 (min) Facilities Service & Waters & Design Munici-& ResidencePubl & Office-ific Comm-Transport AccessiArea (m ) Ratio Greenla Comm- Public Total Accessibility Index Comme Residen pal -ic Resear erce & -ble Plot ratio 1.44 1.32 0.00 0.60 0.00 2.06 3.00-nd & 0.00erce 0.00 & transp 0.00Road Plot 0~4.92 （min） Attribute -rcial tial Facilitie Serv -ch & Reside 422882.70Area 1.68 Waters Office -ort Ratio Percentage (%) 5.81% 13.40% 0.00% 0.29% 46.90% 10.33%s 2.08%i-ce 0.00%Desig n-ce 0.00% 21.18% (m²) Plot ratio 2.30 0.98 0.00 0.63 0.00 2.25 3.00 0.00n 0.00 0.00 4.92~5.73 Plot ratio 1.44 1.32 0.00 0.60 0.00 2.06 3.00 0.00 0.00 0.00 175303.33 1.84 Percentage (%) 3.99% 14.46% 0.00% 3.26% 40.75% 16.76% 6.50% 0.00% 0.00% 14.27% 422882. 0~4.92 Percentage 0.29 10.33 1.68 5.81% 13.40% 0.00% 46.90% 2.08% 0.00% 0.00% 21.18% 70 Plot ratio 1.87 0.95 0.00 0.80 0.00(%) 2.23 3.00% 0.00% 0.00 0.00 5.73~6.04 79244.92 1.91 Plot ratio 2.30 0.98 0.00 0.63 0.00 2.25 3.00 0.00 0.00 0.00 Percentage (%) 5.78% 10.56% 0.00% 2.50% 43.81% 19.70% 6.04% 0.00% 0.00% 11.61% 175303. 4.92~5.73 Percentage 3.26 16.76 1.84 Plot ratio 2.25 0.95 0.00 0.93 0.003.99% 2.38 14.46% 0.00% 3.00 40.75% 3.006.50% 0.00% 0.00 0.00% 0.00 14.27% 33 6.04~6.75 (%) % % 175686.94 2.09 Percentage (%) 1.76% 11.07% 0.00% 1.71% 37.65%Plot ratio 28.03%1.87 0.95 0.00 4.02% 0.80 0.00 2.70%2.23 3.00 0.00%0.00 0.00 13.06% 0.00 79244.9 5.73~6.04 Percentage 2.50 19.70 1.91 total area (m2) 39264.07 109829.95 0.00 11947.46 370623.68 137944.095.78% 10.56% 0.00% 32019.48 43.81% 4737.836.04% 0.00% 0.00 0.00%146751.32 11.61% 2 (%) % % 853117.89 Percentage (%) 4.60% 12.87% 0.00% 1.40% 43.44%Plot ratio 16.17%2.25 0.95 0.00 3.75% 0.93 0.00 0.56%2.38 3.00 0.00%3.00 0.00 17.20% 0.00 175686. Land use diversity 6.04~6.75 Percentage 1.71 28.03 2.09 1.76% 0.6611.07% 0.00% 37.65% 4.02% 2.70% 0.00% 13.06% 94 Totally Index (%) % % total area 39264.0 109829. 1194 370623.6 137944 32019.4 146751. Dominance index 0.00 4737.83 0.00 (m²) 7 0.695 7.46 8 .09 8 32 853117. of land use Percentage 1.40 16.17 89 4.60% 12.87% 0.00% 43.44% 3.75% 0.56% 0.00% 17.20% The degree of (%) % % 0.69 mixed land use Land use diversity 0.66 Totally Index Dominance index of 0.6 land use The degree of mixed 0.69 land use

Sustainability 2019, 11, x FOR PEER REVIEW 24 of 30

The degree of mixed 0.74 land use

III. Summary of the Characteristics of Land Use around Scientific Research Office-oriented Stations The land is mainly used for scientific research and design, residence and commerce & office. The plot ratio is about 1.5–2, which is of low and middle development intensity. Commercial land use and river reach are the influence areas in the center of the stations, and the land-use intensity is thus affected. Going deeper into Chilin Hi-tech Innovation Park from Station 10 to Station 12, the proportion of the land used for scientific research and design gradually increases, while the proportion of residential land gradually decreases. There is no obvious distribution of public service Sustainabilityland around2019 the, 11 ,stations, 2034 commerce & office mixed and commerce & residence mixed land is mainly27 of 33 distributed beyond the circle of 0–4min. 5.2.2. Analysis of the Plot Ratio of the Circle in the Stations without Gradient Field Effect 5.2.2. Analysis of the Plot Ratio of the Circle in the Stations without Gradient Field Effect Generally, the gradient field effect of the plot ratio of land use around the station is essentially the Generally, the gradient field effect of the plot ratio of land use around the station is potential benefit of land use which attenuates along with distance [35]. In this research, the plot ratio essentially the potential benefit of land use which attenuates along with distance [35]. In this around some stations does not have an obvious gradient field effect. In this paper, the plot ratio of research, the plot ratio around some stations does not have an obvious gradient field effect. In the main types of land use around these stations is compared with the circle change of total plot ratio. this paper, the plot ratio of the main types of land use around these stations is compared with The special details are as follows (Figure 14). the circle change of total plot ratio. The special details are as follows (Figure 14).

FigureFigure 14.14. ComparisonsComparisons between total plot ratio and ma mainin types types of of land land use use in in each each circle. circle.

• Rescidence-oritend Rescidence-oritend Station Station The change of the overall plot ratio of the areas around Baishuiqiao Road Station is Theconsistent change with of the that overall of residential plot ratio land of the use.Th arease aroundchange Baishuiqiaoof the overall Road plot Station ratio of is consistentthe areas with thataround of residential Tianquan landRoad use.The Station change is consistent of the with overall the plot potential ratio of land the used areas for around public Tianquan services. Road Station is consistent with the potential land used for public services.  Scientific Research Office-oriented Station • Scientific Research Office-oriented Station The change of the overall plot ratio of the areas around Zhihui Road Station is consistent Thewith change the land of theused overall for scientific plot ratio research of the areasand design. around Zhihui Road Station is consistent with the land used for scientific research and design. To sum up, the change of the plot ratio around the stations without obvious gradient field To sum up, the change of the plot ratio around the stations without obvious gradient field effect is effect is greatly affected by the dominant and potential types of land use. greatly affected by the dominant and potential types of land use.

6. Results6. Results

6.1. Coupling6.1. Coupling Evaluation Evaluation of Stations of Stations along alon theg Line the andLine Passengers’and Passengers’ Travel Travel Demand Demand OnOn thethe basisbasis ofof preliminarypreliminary analysis,analysis, the authorauthor evaluates and and compares compares the the mix mix degree degree and and dominancedominance degree degree of of land land use use around around the the above above 13 13 stations. stations. According According to theto the current current situation situation of land of useland in use the researchin the research area, when area, conductingwhen conducting classification, classification, the major the landmajor use land properties use properties are divided are intodivided 6 categories: into 6 categories: commercial, commercial, residential, residentia public service,l, public commerce service, &comme residencerce & mixed, residence commerce mixed, & officecommerce mixed & and office scientific mixed and research scientific design research land use.desig Thisn land paper use. will This conduct paper will hierarchical conduct hierarchical comparison comparison through the diversity index of land use in case of incomplete land use types in the through the diversity index of land use in case of incomplete land use types in the calculation. As shown in Table 12, blue indicates a lack of one kind of land use facilities and red indicates a lack of two kinds of land use facilities. Sustainability 2019, 11, 2034 28 of 33

Table 12. Funcitonal index evaluation of the land use around the stations.

The Proportion of Major Land Use Properties Land Use Dominance Index The Degree of Stations Diversity Index Plot Ratio Public Commerce & Commerce Scientiﬁc Research of Land Use Mixed Land Use Commercial Residential Service Residence & Ofﬁce & Design 1 Maqun 0.69 0.70 0.66 2.11 3.97% 42.09% 8.80% 4.07% 4.53% 2 Baishuiqiao Road 0.64 0.60 0.69 1.15 0.96% 54.69% 6.48% 2.59% 3 Magao Road 0.74 0.51 0.75 1.64 2.80% 37.87% 17.51% 5.66% 2.02% 4 Beiwanying Street 0.46 0.55 0.60 2.27 1.13% 70.32% 9.52% 5 Tianquan Road 0.67 0.64 0.67 2.27 46.66% 16.39% 1.60% 4.62% 6 Nanwanying Street 0.67 0.53 0.70 2.18 43.46% 20.50% 1.26% 2.84% 7 Tianxing Road 0.67 0.35 0.78 2.19 47.34% 17.70% 4.55% 2.75% 8 Qidi Street 0.70 0.45 0.77 2.76 3.75% 12.76% 19.32% 5.08% 9.98% 9 Chilin Ecological Park 0.41 0.75 0.53 4.06 2.94% 2.82% 7.10% 11.77% 10 Guanghua Road 0.61 0.42 0.74 1.83 20.14% 4.01% 3.18% 11.93% 11 Shuijiefang 0.65 0.40 0.75 1.09 7.98% 38.52% 2.57% 6.84% 12 Zhihui Road 0.66 0.60 0.69 1.85 5.56% 15.55% 1.69% 4.53% 0.56% 16.17% 13 Shiyang Road 0.70 0.62 0.72 1.11 3.81% 4.34% 12.57% 5.73% 0.51% 5.38% Sustainability 2019, 11, x FOR PEER REVIEW 26 of 30

Table 12. Funcitonal index evaluation of the land use around the stations.

Dominan The The Proportion of Major Land Use Properties Land Use -ce Index Degree Plot Commerce Comme Scientific Sustainability Stations2019 , 11, 2034Diversity Reside Public 29 of 33 of Land of Mixed Ratio Commercial & -rce & Research Index -ntial Service Use Land Use Residence Office & Design 1 Maqun 0.69 0.70 0.66 2.11 3.97% 42.09% 8.80% 4.07% 4.53% As shown in Figure 15, the functional layout rule of land use around the stations along the tram 2 Baishuiqiao Road 0.64 0.60 0.69 1.15 0.96% 54.69% 6.48% 2.59% line3 isMagao obvious. Road The residence0.74 0.51 and public0.75 service1.64 land2.80% mainly distributed37.87% 17.51% in Station5.66% 12.02% to 7 along the line.4 Beiwanying The overall Street trend 0.46 is that,0.55 except 0.60 the public2.27 service-oriented1.13% 70.32% stations 9.52% (Station 3 and 6), the land used5 Tianquan for public Road service 0.67 from Station0.64 20.67 to 7 increases2.27 with the decrease46.66% 16.39% of residential 1.60% land.4.62% The entire development6 Nanwanying Street is of low0.67 and medium0.53 intensity,0.70 2.18 and the type of stations43.46% transit20.50% from1.26% residence-oriented 2.84% 7 Tianxing Road 0.67 0.35 0.78 2.19 47.34% 17.70% 4.55% 2.75% stations to public service-oriented stations. The land between Station 8 and Station 9 is the central 8 Qidi Street 0.70 0.45 0.77 2.76 3.75% 12.76% 19.32% 5.08% 9.98% greenChilin belt Ecological of the new town, mainly distributed commerce & office mixed land with high volume ratio 9 0.41 0.75 0.53 4.06 2.94% 2.82% 7.10% 11.77% and parkPark green land. It enters into the core area of scientific research from Station 10 to 13, except the10 Guanghua residence-oriented Road 0.61 stations 0.42 (Station 0.74 11), the1.83 proportion of residential20.14% 4.01% land along the3.18% line reduces11.93% obviously,11 Shuijiefang while the0.65 land used0.40 for scientific0.75 research,1.09 design7.98% and38.52% the commerce2.57% & office6.84% mixed land begin12 Zhihui to increase Road with0.66 low development0.60 0.69 intensity.1.85 5.56% 15.55% 1.69% 4.53% 0.56% 16.17% 13 Shiyang Road 0.70 0.62 0.72 1.11 3.81% 4.34% 12.57% 5.73% 0.51% 5.38%

Figure 15. Figure 15.LayoutLayout rule rule of ofthe the land land use use around thethe stations stations along along the the line. line.

From the above analysis, it can be seen that thethe main problems existing in the coupling between different stationstation typestypes alongalong thethe lineline andand thethe traveltravel demanddemand ofof passengerspassengers areare asas follows:follows: a) Around the accessing station, the functional land is complete, the degree of mixed land (a) Around the accessing station, the functional land is complete, the degree of mixed land use is use is relatively general and the dominance index is relatively high. The type of land use relatively general and the dominance index is relatively high. The type of land use is acceptable is acceptable with slightly uneven distribution. In addition to the transferring function, with slightly uneven distribution. In addition to the transferring function, the accessing station the accessing station undertakes the function of meeting most of the travel needs of undertakes the function of meeting most of the travel needs of residents along the line with high residents along the line with high passenger flow intensity. especially that the middle- passenger flow intensity. especially that the middle- and low-income families and tenants along and low-income families and tenants along the line have a high demand for the subway. the line have a high demand for the subway. (b) No.b) 9 ChilinNo. 9 Ecological Chilin Ecological Park Station Park Station is less attractive is less attractive to the residents to the residents along the along line the and line fails and to fully playfails its to expected fully play role. its Theexpected author role. argues The thatauthor the argues land around that the the land stations around is mainly the stations used for buildingis mainly a large-scale used for park building green a space, large-scale and it park is rather green difficult space, to and attract it is therather residents difficult who to live alongattract the tramthe residents line to use who it forlive the along moment, the tram which line affectsto use it the for passenger the moment, flow which of Station affects 9. It is essentialthe passenger to improve flow the of diversity Station of9. facilities,It is essential landscape to improve settings the and diversity the attractiveness of facilities, of services.landscape This research settings believes andthat the theattractiveness group development of services. of the This land research between believes and around that the two stationsgroup can development be developed of the into land a center between which and is around characterized the two by stations commerce, can be culture developed and tourisminto within a center the new which town, is characterized and strengthen by thecommerce, attractiveness culture of and trams tourism to residents within withthe new the needs oftown, consumption and strengthen and recreation the attractiveness along the line. of trams to residents with the needs of (c) There isconsumption a lack of commercial and recreation facilities along and the stations line. along the line. The result shows that, in addition to working and commuting, the purpose of residents along the line to take the tram is to go shopping and consuming, but there is no obvious facilities and stations of commerical type through the classification of stations. To a certain extent, it reflects the lack of commercial Sustainability 2019, 11, 2034 30 of 33

facilities around the tram line in the current situation, which is difﬁcult to gather consumer ﬂow. The residents’ travelling for consuming mainly depends on the accessing station or other types of stations with commercial land and facilities.

6.2. Coupling Evaluation of Land Use and Psychological Threshold of the Areas around Typical Stations

6.2.1. The Accessing Station Affected by subway stations, the plot ratio presents a certain degree of gradient ﬁeld effect, which is attractive to the passengers with all kinds of travel purposes along the line, especially to commuters and shoppers. Combined with the passengers’ psychological time threshold, there is a relatively lack of public green space and public service land within the circle of 0–3.5 min to meet passengers’ needs of leisure and recreation. The circle of 3.5–5.5 min lacks commerce & ofﬁce mixed land use to meet passengers’ needs of working and commuting. The residential land can be distributed in the circle of 5.5–7.5 min appropriately, so as to couple the land use with the threshold of passengers’ psychological time threshold.

6.2.2. Residence-Oriented Stations The residence-oriented stations obviously attract commuters, and the number of passengers having other travel purposes is rather small. Residents show complementary demand for the stations with other functions. The threshold of travelling for leisure and recreation is lower than that of other travel demand psychological threshold (Tables7 and8), which shows residents’ demand for the land use services and facilities with the function of leisure and ﬁtness. This paper believes that the land used for public service which meets the needs of leisure and recreation is mainly distributed in the 3.5 min circle. It is recommended to arrange a small number of commercial facilities according to the psychological time threshold of the main attracting population of the residence-oriented stations. The surrounding areas of residence-oriented stations are developed in low intensity, and there is no signiﬁcant changes of the plot ratio.

6.2.3. The Public Service-Oriented Station The public service-oriented stations are attractive to the passengers returning home because of the high proportion of residential land and the relatively high development intensity in the surrounding areas affected by the stations. As the peripheral public service and medical facilities are still under construction and are less attractive to the people who have the needs of leisure and recreation and receive public medical services, passengers need to go to the facilities beyond the effective influence range of the stations to meet their corresponding needs. Within the circle of 0~3.5 min, since the waterfront landscape of Yunlianghe River is included, the land use efficiency in the influence range of the station center is not high. In this paper, it is believed that some street-side greenbelts can be opened as public communication spaces and attract the residents who live around the nearby stations. The facilities that can satisfy the passengers’ needs of shopping and consuming should be increased in the circle of 3~4.5 min circle.

6.2.4. Scientific Research Office-Oriented Stations The land use around the scientific research office-oriented stations mainly attracts commuters, but its less attractive to shoppers and consumers. There is no obvious attraction to the passengers travelling for leisure and recreation. The effective accessibility is limited due to the waterfront landscape of Yunliang River reach in the influence range of the station center. It is suggested to appropriately improve the development intensity of the land used for scientific research and office that is dominant in land use within the circle of 5.5~6.5 min in combination with the commuters’ off-site threshold. Sustainability 2019, 11, 2034 31 of 33

7. Conclusions This paper is aimed at evaluating the land use situation within the influence range along the tram line and analyzing whether it is coupled with passengers’ travel demand. By investigating the data of passengers’ travel behaviors, calculating the passenger flow intensity and analyzing the relationship between station types and passengers’ travel purposes, this research studies the relevance between the land use properties and residents’ travel purposes around the stations. It is found that many stations (No 8, No 9) fail to give full play to their functions and efficiency, and it’s necessary to further improve their attractiveness. It is suggested that a variety of functions should be arranged along the line within 35 min’s running time of the tram. In order to further verify the coupling degree of the above two aspects, the psychological distance threshold of pedestrians’ access to tram stations is taken as the basis for dividing the influence range of the tram. Furthermore, the coupling degree between actual land use and passengers’ travel demand within each circle is evaluated and studied according to the time circle of passengers’ psychological threshold regarding different types of travel demand. In this paper, according to the calculation, we can obtain that the psychological distance threshold of pedestrians’ access to tram stations is 686 m, and the circle of the effective influence range of the tram on the land use along the line is thus determined to be about 7.5 min. Optimizing the land use layout and development intensity within the range can more effectively lead passengers along the line to take trams. In the construction of the new town, there are many stations with various types, among which the stations with the accessing function are showing rather obvious gradient field effect and have a high passenger flow intensity, which are the major stations and should be combined with subway stations for the functional development with greater intensity. The park green stations distributed along the tram line of the new town are more targeted at serving the residents of the new town. It is difficult to attract residents around the stations to travel for daily recreation in terms of time accessibility, so as to better attract and serve for the crowds that travel on the weekends. In this study, the psychological threshold of residents’ travel accessibility is investigated in different tram stations, which can be used as a reference for exploring the coupling degree between land use development and residents’ needs. This paper takes the psychology time threshold of passengers’ demand as the basis for the land use layout and optimization around each station, presenting the following rules as a whole:

(a) The accessing station: working and commuting threshold>homeward journey threshold>consuming threshold>leisure and recreation threshold (b) Residence-oriented stations: working and commuting threshold≈consuming threshold> leisure and recreation threshold (c) The public service-oriented station: leisure and recreation threshold>homeward journey threshold>consuming threshold>working and commuting threshold (d) Scientiﬁc research ofﬁce-oriented stations: homeward journey threshold>working and commuting threshold>consuming threshold decrease in turn.

The results show that there is uneven distribution of passenger flow along the tram and the pressure of passenger flow in some stations is relatively high. According to types of the function of each station, considering the travel purpose of the main crowd attracted by which and satisfying the travel demand of the passengers within the appropriate threshold, the attraction of some stations can be enhanced and the distribution of passenger flow along the line will be balanced.

Author Contributions: Y.Z. designed the analytical framework and revised the paper. C.Q. co-wrote the paper and revised the paper. H.X. constructed the model, analyzed the data and co-wrote the paper. J.X. used GIS to calculate relevant data. Z.W. collated the references, did translation and proofreading. Q.F. helped to draw relevant ﬁgures and tables. All authors read and approved the ﬁnal manuscript. Sustainability 2019, 11, 2034 32 of 33

Funding: This study was supported by National Natural Science Foundation of China (No. 51578282 and No. 51508265); Foundation of the “333 High-Level Talents” of Jiangsu Province of China (No. BRA2016417); Science and Technology Project of Ministry of Housing and Urban-Rural Development of China (2016-K2-027); Postgraduate Research & Practice Innovation Program of Jiangsu Province of China (No. KYCX18_1097) Conﬂicts of Interest: The authors declare no conﬂict of interest.

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