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Date of publication xxxx 00, 0000, date of current version xxxx 00, 0000.
Digital Object Identifier 10.1109/ACCESS.2020.Doi Number

A TOD Planning Model Integrating Transport

and Land Use in Urban Rail Transit Station
Areas
XIAOYU HUANG, QINGHUAI LIANG, ZUHUI FENG, AND SHUSHAN CHAI
Urban Rail Transit Research Center, Beijing Jiaotong University, Beijing 100044, China
Corresponding author: QINGHUAI LIANG (qhliang@bjtu.edu.cn).
This work was supported in part by the Beijing Major Projects Construction Headquarters Office.

ABSTRACT Transit-Oriented Development (TOD), which integrates the Urban Rail Transit (URT) and
surrounding land-use planning, is a noteworthy way to achieve sustainable development of URT. Stations
with different function orientations have different development goals. However, there are limited studies
that focus on the TOD planning with distinct station types. This study aims to propose a method to fill this
gap. Commercial and residential development types are two dominating Station-TOD types. In this study, a
multi-objective TOD planning model which integrates urban rail transit station, commercial, residential and
public land-uses is proposed. The objectives focus on land value, ridership of URT, the compactness and
commercial accessibility of land cells. Meanwhile, a two-phase solution algorithm based on genetic
algorithm is designed to search for a set of Pareto solutions of alternative land-use plans. Two URT stations
in Beijing are taken as case studies. One is Sidaoqiao station as a commercial-dominating type case, the
other one is Pingxifu station as a residential-dominating type case. The results show that the optimized plan
is more reasonable than the current plan. Both of the cases demonstrate the effectiveness and superiority of
the proposed model and algorithm.

INDEX TERMS Urban rail transit station, Transit-oriented development, Land-use, Sustainable development.

I. INTRODUCTION However, with the implementation of TOD projects in

Urban Rail Transit (URT) has the characteristics of high-
capacity, high-speed, punctuality and comfort. As a public
transport, URT system can reduce urban traffic congestion
and promote environmental protection, but operating costs
are huge [1]-[3]. The sustainable development of URT has
become a hot topic in recent years.
Transit-Oriented Development (TOD) is one of the most
successful attempts. The TOD concept appeared in the late
1980s, it merges the URT and surrounding land-use
planning for providing comprehensive solutions to
transportation and urban development problems [4]-[6].
TOD can increase transit ridership, land-use efficiency and
mitigate urban sprawl [7]. Essentially, TOD can be
described as land-use and transport planning that makes
transport modes convenient and desirable, and that
maximizes the efficiency of transport services by
concentrating urban development around transit stations.
The concept of TOD is shown in Fig. 1.
China, their outcomes are obviously diverse. That shows
the results of a project in practice depend on a variety of
factors and their complex interrelations. TOD projects
cannot follow the same pattern, the chief step is to
determine the station’s functional orientation, and then
conduct the land-use design in the light of the station type.
In this context, this paper explores the TOD land-use
planning model considering different URT station types. As
is well known, the land-use type and density are the
decision variables in TOD planning. First, we choose the
land value, ridership of URT, compactness and commercial
accessibility as objectives, and then aim to reveal the
relationship between the land-use type, density and these
objectives. Meanwhile, the proportion of all types of land
should be balanced, and the lower bound of land density is
limited for intensive and economical use, the upper bound
of density is also under the limitation for ensuring the

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environmental carrying capacity. Then, we propose a two-
phase solution approach based genetic algorithm (GA) to
search for an optimal land-use solution. Finally, two URT
stations in Beijing are taken as cases. One is Sidaoqiao
station as a commercial-dominating type case, the other one
is Pingxifu station as a residential-dominating type case.
We analyze the final results and discuss the comparison
between the optimal solution and current plan.
FIGURE 1. The concept of TOD [8].
The rest of this paper is organized as follows. Section 2
reviews the recent literature. Section 3 describes the
proposed problem, the design framework and the multi-
objective programming model is established. Furthermore,
a two-phase solution algorithm based on GA is designed to
search for a set of Pareto solutions in Section 4. Section 5
describes two case results to demonstrate the effectiveness
and superiority of the proposed model and algorithm.
Finally, the conclusions and future work are presented in
the last section.
II. LITERATURE REVIEW
A. TOD STRATEGIES AND PRINCIPLES
There have been many studies highlighting TOD strategies
and principles. TOD highlights medium to high compact,
mixed land-use, walkability, and centered on public transit
[8]. Density, Diversity, and Design are three essential
dimensions of traditional TOD planning [9]. Then Ewing et
al. [10], [11] added accessibility, distance to transit and
demand management to upgrade “3Ds” to “6Ds”. TOD
integrates urban development and transport, mainly through
increasing the ridership by raising land density, improving
the convenience by diversifying the land-use types, and
increasing the attractiveness by improving traffic conditions
[12]-[14]. The latest research in this area focused on the
TOD impact on transit ridership, housing price and
environment. The transit ridership is influenced by TOD
strategies [15], [16]. Sung found transit ridership is
positively affected by the business and residential density
and land-use mix index [16]. Li et al. [17] used a case study
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of Wuhan in China, showing that a higher transit proximity
premium of housing prices is most likely to occur in the
place with more mixed land-use. Gu et al. [18] studied the
air quality in 37 Chinese cities, found that transit-oriented
development is linked with better air quality. Furthermore,
TOD research perspectives include regional-level and
station-level [19], [20]. From the perspective of station-
level, Lyu et al. [21] classified the 268 metro station areas
in Beijing into six distinct types. Except for the station-
level study, Sahu [22] also established a TOD model which
aims to decide the land types and densities along a transport
corridor.
B. MATHEMATICAL MODEL
In addition, the research on the analytical models for TOD
planning is also a concentrated field. TOD land planning
model comes down to a multi-objective optimization
problem [23]. The objectives and constraints are functions
of the decision variables which include the land-use type
and density [24]. TOD built environment variables include
dependent and independent variables. The dependent
variables include metro ridership, metro ridership
dispersion overtime. The independent variables include
residential density, employment density, building density,
land-use variety [15]. Lin et al. [25] proposed a TOD
planning linear continuous model considering the limited
land-use densities. The objectives of the model include:
maximizing the urban rail transit ridership, improving
living-environment quality and maximizing social equity of
land planning. The constraints of the model include limiting
land-use density, land-use variety. Besides, the objective of
maximizing the land value around station and the constraint
of pollution cost control was also considered in a TOD
model built in [26]. The accessibility around the station was
taken as an objective in [20]. Genetic Algorithm (GA) is the
primary method to solve multi-objective, nonlinear,
complex integer programming model, it can help planners
to get alternative land-use plans [27], [28]. A Grey TOPSIS
method was also applied in [19]. The method of estimating
the key parameters in an integrated land-use and
transportation model was proposed in [29].
In summary, many qualitative researches have been done
on the strategies and principles of TOD planning. However,
the research on the TOD mathematical model is not enough,
especially the models on station-level. Besides, different
station types focus on distinct TOD strategies, thus the
objectives and constraints of the station land-use planning
models are diverse based on its type. However, little prior
work takes the station types into account. TOD planning
emphasizes on differentiated development, the closer to the
station center, the higher density and vice versa [30]. In the
previous models, gradient density was not considered either.
III. MODEL FORMULATION
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This paper aims to establish a model integrates transport and Besides, this study assumes that each cell has only one
land-use plan of URT stations for transit-oriented land-use type and the density of cells with same type and
development. The land-use plan needs to decide the quantity, zone are identical.
location and density of each land-use type cell in station area.
Different land-use plans have different TOD effects.
Meanwhile, stations with different TOD types have different
development goals depending on their functional orientation.
Commercial-dominating and residential-dominating station
types are two main TOD station types. Thus, this study aims
to build a model searching for the best land-use plan of these
two types of stations.

A. DESIGN FRAMEWORK
The reasonable walking and bicycle distance from the station
is considered as the radius of TOD scale. This paper takes the
average acceptable walking and cycling distances for 10
minutes, and the study area of TOD stations is a circular area
with a radius of 900m [30]. Then the study area is divided
into 900 square cells of 60m×60m considering the accuracy
of model and feasibility of solution algorithm. The solution
result of the model is very sensitive to the impacts of cell
length. If the cell length is too long, the model will not
accurately describe the land-use status. On the contrary, the
FIGURE 3. Coordinate system of study area.
shorter cell length leads to too many cells, affecting the
solution efficiency. Meanwhile, this paper investigates the
B. NOTATIONS DEFINITIONS
house prices along the Beijing URT Batong line and
Yizhuang line, the relationship between house price and TABLE 1. Variables used in the paper.
station-TOD driving effect can be analyzed (see Fig. 2). Then
the study scope can be divided into three zones considering Variables Definition
the gradient development (see Fig. 3). Cell number of row and column in study area, 1 ≤ i, j
i, j
≤ 30
Zone division in study scope, Z={Z1,Z2,Z3}, Z1 represent
Z internal zone, Z2 represent intermediate zone, Z3
represent external zone
Types of land-use, which is coded in this paper as
follows: commercial and office as 1; residential as 2;
k public space as 3; green space as 4; transport facilities
as 5; pending to develop as 0; out of the study scope as
9
Land-use type index of cell (i, j) for land-use k, which is
X ijk a binary variable that equals 1 if land-use type of cell (i,
j) is k and equals 0 otherwise, k={1,2,3}
rijk Land-use density of type k at cell (i, j), k={1,2,3}
S Area of cell (i, j), 60m×60m=3600m2
Total number of cells that can be developed in the study
FIGURE 2. Relationship between house price and distance to station N
scope
center.
NB Total number of commercial cells in study scope
1) Internal zone: 0-180m, there are more commercial and
N B1 Total number of commercial cells in internal zone
office buildings, public transport facilities, public open space
and fewer residential buildings. NB2 Total number of commercial cells in intermediate zone
2) Intermediate zone: 180m-480m, “walking comfort NP Total number of public space cells in study scope
zone”. The residential house price in this zone is significantly NR Total number of residential cells in study scope
higher than other zones. This zone belongs to a significant CB Compactness of commercial cells
value-added zone. CR Compactness of residential cells
3) External zone: 480-900m, the residential house price in Lij The distance between cell (i, j) and station center
this zone has dropped significantly, and it becomes
inconvenient for surrounding residents due to the increased
travel time.

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TABLE 2. Parameters used in the paper.

Value
Symbol Definition Notes
Commercial type station Residential type station
32,040,000 43,884,000 Z1
M ij1 Land price of commercial use at cell (i, j) 28,803,600 39,423,600 Z2
21,384,000 29,268,000 Z3
31,536,000 43,236,000 Z1
M ij2 Land price of residential use at cell (i, j) 31,536,000 43,236,000 Z2
28,908,000 39,632,400 Z3
M ij3 Land price of public place at cell (i, j) 7,200,000 9,720,000
817 person/10,000 m2 k=1
δ ak Trip attraction rate of cell for land-use type k 171 person/10,000 m2 k=2
250 person/10,000 m2 k=3
621 person/10,000 m2 k=1
δ gk Trip generation rate of cell for land-use type k 400 person/10,000 m2 k=2
200 person/10,000 m2 k=3
0.14 k=1
τk Peak hour coefficient of land-use type k 0.12 k=2
0.06 k=3
ϑ External travel coefficient of residents in study scope 0.75 0.93
ω Urban rail transit mode share rate 0.472
Z1 / Z2 / Z3 Z1 / Z2 / Z3
Upper bound of density at cell (i, j), which is related 3.5/3.3/2.9 3.3/3.1/2.9 k=1
rijk (u )
to type k and located zone 2.8/2.6/2.2 2.6/2.4/2.2 k=2
2.0/1.8/1.4 1.8/1.6/1.4 k=3
2.1 k=1
Lower bound of density at cell (i, j), which is only
rijk (l ) 1.6 k=2
related to type k
0.8 k=3
εu Upper bound of per capita public space 4.213m2/person
εl Lower bound of per capita public space 2.218 m2/ person 1.8m2/ person
60m2/ person k=1
ϕk Per capita floorage of land-use k
33.08m2/ person k=2
χ Employment coefficient of resident population 0.462
JRRu Upper bound of job-housing balance 1.2
JRRl Lower bound of job-housing balance 0.8
65.84% 23.36% k=1
α ku Upper bound of proportion for cells with type k 69.31% 95.29% k=2
19.80% 18.24% k=3
29.95% 0 k=1
α kl Lower bound of proportion for cells with type k 22.77% 68.85% k=2
1.73% 0 k=3
nr Number of trains operating in peak hour 10 (Line S1) 20 (Line No.8)
cap Train capacity 900 person (Line S1) 1440 person (Line No.8)
(Data source: Beijing Municipal Commission of Planning and Natural Resources. [31]-[33])
the station, the accessibility of the cell is better and the price
C. OBJECTIVES is higher. For greater land value-added with the limited land
The core strategy of TOD is to integrate transportation and resources in the study scope of the station, it should make a
urban development to promote economic development and reasonable planning of land layout. For example, make the
urban progress. Thus, the objectives of the model mainly commercial lands near the station.
include: maximize the land value, ridership, land-use Because the total exploitable cell number is unique in the
compactness and commercial-use land accessibility through study scope of each station, it is not applicable to compare
reasonable land-use design. Commercial-dominating and with the total land value between stations. In this paper, the
residential-dominating type stations focus on different average land price of all cells is proposed, we calculate the
objectives, the models are established by the combination of total value of all cells within the study scope and divide by
these objectives. the total number of cells. It can be formulated as follows:
1) MAXIMIZATION OF LAND VALUE
TOD can increase land price in station area. Land with ∑ ∑
( i , j )∈Z k =
1,2,3
X ijk M ijk
different land-use types will have a different appreciation in max Z1 = (1)
NB + NR + NP
diverse locations around the station. The distance between
the cell and station influences the land price. The closer to 2) MAXIMIZATION OF URT RIDERSHIP

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The sustainable development of URT needs huge
passenger flow [25]. What the passenger flow referred to in
this objective is the total URT ridership generated and
attracted within the station study scope in peak hour [34].
First, the total generated and attracted transport ridership is
calculated according to the land-use type, density, area of the
cell. Then, URT ridership is assigned according to the peak
hour coefficient, external traveling rate and URT model share
rate. Maximum URT ridership can be formulated as follows:

 
max Z 2 =ϑ ⋅ ω  ∑ ∑ τ k  S ⋅ X ijk ⋅ rijk (δ ak + δ gk )   (2)
(i , j )∈Z k =
 1,2,3
3) MAXIMIZATION OF LAND-USE COMPACTNESS
A group of residential lands usually forms a residential
community for improving land-use efficiency and living
convenience [20]. The third objective aims to maximize the
residential land-use compactness in the study scope.
However, commercial lands need special consideration. In
the internal and intermediate zone, a compact design of
commercial lands can improve land value and land
integration efficiency. In the external zone, the commercial
lands should dispersive to provide better service for the
surrounding residents. The fourth objective aims to maximize
the commercial land-use compactness in the internal and
intermediate zone.
to increase the accessibility between the working place and
the rail transit station for attracting more passenger flow [20],
[25]. The shorter distance between the commercial cell and
station, the better accessibility. Minimum of the average
distance between commercial cells and station center can be
formulated as follows:
∑L ij ⋅ X ij1
, ∀(i, j ) ∈ {Z1 , Z 2 }
(i , j )
min
= Z5 (5)
N B1 + N B 2


 D. CONSTRAINTS
The nature of the multi-objective optimization problem is to
find the optimal solution in a limited range. The constraints
of the TOD model are related to the independent variables of
land-use design which conform to the basic principles of
urban planning. For example, the upper and lower limits of
density should be set. The density in station area should
ensure gradient development as well. Besides, in a TOD
community, the quantity of each land-use type cells needs to
be controlled in a reasonable range to guarantee the job-
housing balance and enough per-capita public land area.
1) ENSURING APPROPRIATE DEVELOPMENT DENSITY
A low-level of development density will be unable to
ensure higher land-use efficiency and land value. A high-
level of development density will attract more ridership.
However, it will bring a series of problems, such as
worsening of working and living environment and causing
the traffic congestion. The density of land development
should meet the environmental capacity and other constraints.
Thus, the land-use density should have its lower and upper
bounds according to the controls on urban planning.

rijk (l ) ≤ rijk ≤ rijk (u ), ∀(i, j ) ∈ Z (6)

a) b)
2) ENSURING GRADIENT DEVELOPMENT
FIGURE 4. Definition of Land-use compactness.
TOD development should pay attention to gradient
For cell U (i, j ) , the number of adjacent cells that have the
development. The density decreases from the center to the
same land-use type is defined as compactness. For example,
periphery in study scope. The closer to the station, the higher
the compactness of cell U (i, j ) in Fig. 4(a) is 6 and the
development density. It should be noted that the lower bound
compactness is 4 in Fig. 4(b). Maximum of total land-use
of density is unrelated to the cell located zone, and it’s only
compactness in study scope can be formulated as follows:
determined by the land-use type. Thus, we only apply
 i +1 j +1  gradient constraint to the upper bound of density with the
max
= Z 3 max
= CR max ∑  ∑ ∑ X i2′j ′ , same land-use type in different zone.
(i , j )  i′=
i −1 j ′ =j −1  (3)
∀(i, j ) ∈ Z ∩ X ij2 = 1 rijk∈Z3 (u ) < rijk∈Z 2 (u ) < rijk∈Z1 (u ), ∀k ∈ {1, 2,3} (7)

 i +1 j +1  3) TOTAL CELL NUMBER OF EACH LAND-USE TYPE

max
= Z 4 max
= CB max ∑  ∑ ∑ X i1′j ′ , The proportion of various types of lands in station area
(i , j )  i′=
i −1 j ′ =j −1  (4) should in a reasonable range according to the station type.
∀(i, j ) ∈ {Z1 , Z 2 } ∩ X ij = 1
1 That is, the total cell number of each land-use type should be
restricted.
4) MAXIMIZATION OF COMMERCIAL ACCESSIBILITY
The commercial lands in the internal and intermediate N ⋅ α lk ≤ ∑ X ijk ≤ N ⋅ α uk , ∀k ∈ {1, 2,3} (8)
zone of the commercial station play a leading role in the ( i , j )∈Z

regional development and provide many jobs. It is important 4) JOB-HOUSING BALANCE

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A good way to reduce tidal passenger flow is to provide
adequate jobs for residents in the station area. The
commercial-dominating type stations focus on the balance
between jobs and housing for reducing trips and traffic
congestion. We calculate the number of jobs provided by
commercial cells and the number of jobs required in station
area to get the job-housing rate. This study uses χ to
represent the employment coefficient of the residents in study
scope.
  1
 ∑S ⋅ X ij ⋅ rij  / ϕ
1 1
JRRl ≤  
(i , j )
≤ JRRu , ∀(i, j ) ∈ Z
  2
χ ⋅  ∑S ⋅ X ij ⋅ rij  / ϕ
2 2
 (i , j )  Start
5) ENSURING PER-CAPITA PUBLIC LAND AREA
It is necessary to provide enough public service to meet
the demand for a high-quality working and living
environment. The per-capita public land area should be
controlled in a reasonable range. We calculate the total public
land area and total commercial population and residents to
obtain the per capita public land area in station area.
∑S ⋅ X
(i , j )
3
ij ⋅ rij3
εl ≤
S ⋅ X ijk ⋅ rijk
∑∑
( i , j ) k =1,2 ϕk
6) TOTAL DEVELOPMENT SCALE LIMIT
High-density development will influence the regional
environment and traffic capacity. The total development
scale should be restricted. In this model, the capacity of URT
trains is applied as the restriction. That is, the generation and
attraction ridership of all cells within the study scope in peak
hour cannot exceed the maximum URT capacity.
ϑ ⋅ ω ∑ ∑τ  S ⋅ X ijk ⋅ rijk ⋅ (δ ak + δ gk )  ≤ 2nr ⋅ cap,
k
(i , j ) k
∀(i, j ) ∈ Z , k ∈ {1, 2,3}
E. MODEL OF COMMERCIAL-DOMINATING AND
RESIDENTIAL-DOMINATING TYPE
The commercial-dominating type station model is built
involving the all above objectives and constraints. The
residential-dominating station is different from the
commercial type. The residential station doesn’t need to
consider the commercial land compactness and accessibility
in the internal and intermediate zone. Besides, there is no
job-housing balance control. Thus, the model is built
involving 3 objectives [formula (1)-(3)] and 5 constraints
[formula (6)-(8) and (10) (11)].
IV. SOLUTION APPROACH
The commercial-dominating and residential-dominating type
station land-use planning models are both multi-objective
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optimization problems. It may be impossible to achieve the
best result that satisfies all constraints and makes all
objectives optimal. Because one objective value increases
must be at the expense of the decrease of at least one other
objective value. So, the solution is a set of non-inferior ones,
that is, the Pareto optimal solution set.
In this model, the decision variables include land-use type
X ijk and density rijk . The objectives and constraints are the
functions of X ijk and rijk . The algorithm is designed as two
phases. In the first phase, the land-use type is optimized.
Then the optimal density of each cell is confirmed in the
second phase according to the optimal results determined in
(9) the first phase. The main procedure of the approach is briefly
illustrated in Fig. 5.
Caculating density
Land cell matrix
MATLAB Linear
Coding
programming tool
(Chromosome length)
Optimal land-use
Initial population G=0 density solution
Calculating fitness
NO
Stop
≤ ε u , ∀(i, j ) ∈ Z (10)
G>GEN
YES
Selection
Crossover G=G+1 Pareto solutions
Optimal land-use type
Mutation
solution
Next generation Optimal land cell
population matrix
FIGURE 5. Flowchart of solution approach.
In the first phase, the study area is coded as a matrix of 30
(11) × 30. For example, the first cell is coded as U (1,1) , the cell at i
row and j column is coded as U (i, j ) . Each cell has three
genes represent land-use type from 1 to 3 in the study area.
The corresponding gene is a binary variable equal to 1 or 0.
For example, gene “100” represents the commercial type,
gene “010” represents the residential type and gene “001”
represents the public type. Each cell can only select one type.
Thus, one chromosome has 2,700 genes coded by 2,700
binary variables. Each chromosome corresponds to one
different land-use design. Meanwhile, the cells in study scope
can be divided into three categories: the developed cells, cells
to be developed and cells cannot be developed. This model
only focuses on the cells to be developed, therefore, the
chromosome length will become (900-n) × 3, if the total
number of the other cells is n.
In this phase, the parallel genetic algorithm (GA) based
MATLAB program is adopted [25], [28]. First, generate the
random initial population of 100 chromosomes and divide
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI
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them into several subpopulations according to the number of
objectives. Each subpopulation corresponds to one objective.
Second, calculate the objective value and fitness value of
each chromosome by using a rank-based fitness method.
Select the chromosomes which have higher fitness to form
the new subgroups. Third, integrate all the newly generated
subpopulations into a new complete group. And then
generate a new population by using the crossover and
mutation methods. Repeat the steps, the optimal solution
gradually comes to be stable with frequent iterations. Finally,
the solution set is a group of Pareto feasible solutions.
The second phase aims to decide the density based on the
optimal land-use type matrix. Assume that the densities of
cells which have the same land-use type and zone are
identical. And the density of the cells with the same land-use
type is conformed to gradient development. In this phase, the
density rijk is the decision variable. The objective of this
phase is to maximize the urban rail transit ridership. So, the
model turns to be a single-objective linear optimization
model. This study uses MATLAB linear programming tool
to solve the linear programming model.
V. CASE STUDY
The model are tested by using the Sidaoqiao station of
Beijing metro line S1 as a commercial-dominating type
example and Pingxifu station of Beijing metro line No.8 as a
residential-dominating type example.
A. COMMERCIAL-DOMINATING TYPE: SIDAOQIAO
STATION
Sidaoqiao station is a station of Beijing metro line S1, which
is located in the Mentougou District. This station gives
priority to develop commerce and business.
This study investigates the present land-use within the
station study scope based on the Beijing geography
information system. Google satellite map around the station
is shown in Fig. 6(a). The land cell diagram of the study area
(a) Google map
FIGURE 6. Land-use status quo in the study area.
VOLUME XX, 2020
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is shown in Fig. 6(b). It shows the land-use type in study
scope includes residential, green space, transportation and
undeveloped. Those cells marked transportation represent
roads and metro line. The green space is a park for
surrounding residents. Almost half of the total cells are not
developed, which contributes to implement transit-oriented
land planning around the URT station.
1) PHASE ONE: OPTIMAL LAND-USE
According to the present land-use, the land cell matrix is
coded as shown in Fig. 7(a). It shows the number of
undeveloped cells coded by 0 is 390. Thus, the length of one
chromosome is 390 × 3 = 1,170.
In this phase, the genetic algorithm toolbox based on
MATLAB software developed by Sheffield University is
used to get Pareto solutions. The MATLAB program of
commercial type is compiled with five objectives of land-use
type and constraints.
After 2,000 generations of iterations, the optimal value of
objective one converges at 944th generation to -2.87×107, as
shown in Fig. 8(a), i.e., the maximum of the average land cell
price is CNY 2.87×107 Yuan; objective two converges at
380th generation to -2.4×104, as shown in Fig. 8(b), i.e., the
maximum of urban rail transit ridership is 2.4×104 persons in
peak hour; objective three converges at 456th generation to -
1,051, as shown in Fig. 8(c), i.e., the maximum of total land-
use compactness of commercial land cells in the intermediate
zone and the internal zone is 1,051; objective four converges
at 1,488th generation to -1,757, as shown in Fig. 8(d), i.e., the
maximum of land-use compactness of residential land cells
in study scope is 1,757; objective five converges at 1,067th
generation to 314, as shown in Fig. 8(e), i.e., the minimum of
the average distance between land cells and station center is
314m. The result shows objectives one, four and five
converge slowly. And all objectives converge before the
2,000th generation. Pareto solutions are acceptable by testing
the rationality of results, shown in Table. 3.
(b) Land cell diagram
7
 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI
10.1109/ACCESS.2020.3047207, IEEE Access
X. Y. Huang et al.: Preparation of Papers for IEEE Access (Dec 2020)

(a) Land cell matrix of current status (b) Land cell matrix of solution F
FIGURE 7. Land cell matrix of Sidaoqiao Station.

(a) Objective One (b) Objective Two (c) Objective Three

(d) Objective Four (e) Objective Five

FIGURE 8. Optimal trace of every generation.

TABLE 3. Pareto solutions of Sidaoqiao station.

Objective
Alternative Land value Ridership Commercial Residential Accessibility
(CNY: Yuan) (p/h) compactness compactness (m)
A 2.8778×107 15,738 365 1,458 410.06
B 2.6651×107 24,070 691 413 529.80
C 2.4905×107 22,947 1,051 322 468.24
D 2.8106×107 15,438 130 1,756 572.03
E 2.5293×107 14,881 720 1,064 313.79
F 2.7337×107 17,285 924 1,261 338.72
Notes: Numbers in bold are the approximated optimum solutions for each objective.

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 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI
10.1109/ACCESS.2020.3047207, IEEE Access
X. Y. Huang et al.: Preparation of Papers for IEEE Access (Dec 2020)

TABLE 4. Land-use optimized solution of Sidaoqiao Station.

Commercial land Residential land Public land
Location
Proportion Density Proportion Density Proportion Density
Internal zone 100.00% 3.50 - - - -
Intermediate zone 97.78% 3.10 2.22% 2.60 - -
External zone - - 86.06% 2.10 13.94% 1.40
Study area 37.13% 3.15 54.21% 2.11 8.66% 1.40

TABLE 5. Comparison between the optimal plan and current plan of Sidaoqiao Station.
Proportion Commercial land Residential land Public land
Optimal plan 37.13% 54.21% 8.66%
Current plan 85.43% 13.33% 1.24%
Difference -48.30% +40.88% +7.42%
Five alternative Pareto solutions (A to E) are the 3) OPTIMIZATION RESULTS ANALYSIS
approximated optimal solutions for each objective. Solution It shows significant differences between the optimal
A and D show the relations between land value with solution and the current plan, as shown in Table. 5. The
residential compactness. Solution B and C show the relations proportion of commercial lands has decreased by 48.30%,
between ridership with commercial compactness. The and the proportion of residential lands and public lands has
increase of residential compactness can increase total land increased by 40.88% and 7.42%.
value because of more residential cells. Similarly, the The reasons can be summarized as follows. First, too high
increases of commercial compactness can increase the total development capacity is not suitable for the peripheral
ridership because of more commercial cells. However, stations. Too many commercial cells will cause low average
commercial and residential compactness have fewer conflicts. development density and turn to a waste of land resources.
Thus, conflicts occur between land values and ridership as Besides, it will aggravate the tidal passenger flow of urban
well. Solution A to D are two extremes. Although the rail transit and increase pressure on urban rail transit
accessibility of solution E achieves the optimum value operation. The constraint of keeping a balance of jobs and
313.79, the land value and ridership are at a low-level. housing in station area also ensure a reasonable proportion
Solution F is a satisfactory solution generated by the model between commercial lands and residential lands.
to find a balance between the five objectives. The land value In the optimal plan, the densities of all kinds of land-uses
is CNY 2.7337×107 Yuan and the ridership is 17,285 persons are at a high-level. The development capacity reaches
in peak hour, both are in a reasonable range. The objective of 95.34%, which almost achieves the maximum development
commercial and residential compactness is 924 and 1,261, limit based on land-use type solution gets in phase one.
both are at a high compact level. The objective of Meanwhile, the job-housing balance rate is 1.20 and it’s in a
accessibility is 338.72m, which means strong commercial reasonable range. The per capita public land area is 2.223
attraction to people. The land-use planning of solution F is m2/person, higher than the lower bound of 2.218 m2/person.
shown in Fig. 7(b).
2) PHASE TWO: OPTIMAL DENSITY
The phase two aims to decide 9 density variables of cells
with distinct land-use type and zone. The result of land-use
type getting from phase one shows the number of
commercial type cells in the external zone and residential and
public type cells in the internal zone is 0. Therefore, the
phase two only need to decide the remaining 6 variables,
including commercial land density in the internal and
intermediate zone, the residential and public land density in
the intermediate and the external zone. The program is
compiled with the objective of maximizing the ridership and
constraints which ensure the job-housing balance and enough
per-capita public lands. After the calculation, there is an
optimal solution for this model. The maximum rail transit
ridership of Sidaoqiao station is 16,670 persons in peak hour.
The heat map of the optimal development density of each
land cell is shown in Fig. 9. Putting it all together, the
FIGURE 9. Optimization result of land development density of
optimized results of phase one and two are listed in Table. 4. Sidaoqiao Station.

VOLUME XX, 2020 9

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 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI
10.1109/ACCESS.2020.3047207, IEEE Access
X. Y. Huang et al.: Preparation of Papers for IEEE Access (Dec 2020)

B. RESIDENTIAL-DOMINATING TYPE: PINGXIFU The top-head platform of the train depot has been planned as
STATION residential type benefits from the innovation of hierarchical
Pingxifu station is a station of Beijing metro line No.8, which design in stereoscopic space.
is located in the Changping District. This station is located in
1) PHASE ONE: OPTIMAL LAND-USE
the large residential community of Huilongguan where gives
According to the present land-use, the land cell matrix is
priority to the real estate development.
coded as shown in Fig. 11(a). It shows the number of
Google satellite map around the station is shown in Fig.
undeveloped cells coded by 0 is 153. Thus, the length of one
10(a). The land cell diagram of the study area is shown in Fig.
chromosome is 153 × 3 = 459. The MATLAB program of
10(b). Different from the Sidaoqiao station, most cells in the
residential type is compiled with three objectives of land-use
Pingxifu station study area have already developed and most
type and constraints.
of them are residential type. Meanwhile, there has an URT
depot and maintenance base which gives service to line No.8.

(a) Google map (b) Land cell diagram

FIGURE 10. Land-use status quo in the study area.

(a) land cell matrix of current status (b) land cell matrix of solution D
FIGURE 11. Land cell matrix of the Pingxifu Station.

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 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI
10.1109/ACCESS.2020.3047207, IEEE Access
X. Y. Huang et al.: Preparation of Papers for IEEE Access (Dec 2020)

After 1,000 generations of iterations, the optimal value of
objective one converges at 180th generation to -3.823×107,
as shown in Fig. 12(a), i.e., the maximum of the average land
cell price is CNY 3.823×107 Yuan; objective two converges
at 214th generation to -2.013×104, as shown in Fig. 12(b),
i.e., the maximum of urban rail transit ridership is 2.013×104
persons in peak hour; objective three converges at 195th
generation to -2,994, as shown in Fig. 12(c), i.e., the
maximum of land-use compactness of residential land cells
in the study scope is 2,994. The result shows all objectives
converge before the 1,000th generation. The Pareto solutions
are acceptable by testing the rationality of results, shown in
Table. 6.
Three alternative Pareto solutions (A to D) are
approximated optimal solutions for each objective. Similar to
commercial type case, Solution A and C show the relations
between land values with residential compactness, and
conflicts occur between land values and ridership. As a
typical residential type station, higher residential
compactness is critical to form a community. Solution D is a
satisfactory solution generated by the model to balance the
three objectives. The land value is CNY 3.7263×107 Yuan
and the ridership is 15,427 persons in peak hour. The
residential compactness is 2,472. All objective values are in a
reasonable range based on an appropriate proportion of land-
use type. The land-use planning of solution D is shown in Fig.
11(b).

(a) Objective One (b) Objective Two (c) Objective Three

FIGURE 12. Optimal trace of every generation.

TABLE 6. Pareto solutions of Pingxifu station.

Objective
Alternative Land value Ridership Residential compactness
(CNY: Yuan) (p/h)
A 3.8232×107 13,486 2,940
B 3.6674×107 20,154 2,038
C 3.8233×107 13,042 2,994
D 3.7263×107 15,427 2,472
Notes: Numbers in bold are the approximated optimum solutions for each objective.

2) PHASE TWO: OPTIMAL DENSITY

The phase two aims to decide 9 density variables of cells
with distinct land-use types and zones. The result of land-use
type getting from phase one shows the number of public use
type cells in the external zone is 0. Therefore, the phase two
need to decide the remaining 8 variables. The program is
compiled with the objective of maximizing the ridership and
constraints which ensure the job-housing balance and enough
per-capita public lands. After the calculation, there has an
optimal solution for this model. The maximum rail transit
ridership of Pingxifu station is 14,372 persons in peak hour.
The heat map of the optimal development density of each
land cell is shown in Fig. 13. Putting it all together, the
optimized results of phase one and two are listed in Table. 7.

FIGURE 13. Optimization result of land development density of

Pingxifu Station.

VOLUME XX, 2020 11

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 This article has been accepted for publication in a future issue of this journal, but has not been fully edited. Content may change prior to final publication. Citation information: DOI
10.1109/ACCESS.2020.3047207, IEEE Access
3) OPTIMIZATION RESULTS ANALYSIS
Different with Sidaoqiao station, most of the lands in
Pingxifu station’s study scope have already been developed.
Thus, comparing the optimal solution with the current status
quo, there are little differences between the two plans, as
shown in Table. 8. The proportion of residential lands and
public lands have decreased by 3.66% and 1.43%, and the
proportion of commercial lands has increased by 5.09%.
TABLE 7. Land-use optimized solution of Pingxifu Station
Commercial land Residential land
Location
Proportion Density Proportion
Internal zone 21.74% 3.3 78.26%
Intermediate zone 16.30% 3.1 70.37%
External zone 2.42% 2.9 86.67%
Study area 7.17% 3.08 81.76%
TABLE 8. Comparison between the optimal plan and current plan of Pingxifu station
Proportion Commercial land
Optimal plan 7.17%
Current plan 2.08%
Difference +5.09%
VI. CONCLUSION
In this paper, a transit-oriented land planning model of urban
rail transit stations is built to get an optimal land-use plan
within the station area. The model was established on a
multi-objective program, which considers the combination of
objectives depending on different station types. With the
exception of ridership, lands compactness and accessibility
objectives used in previous studies, this model also focuses
on the land value in the TOD study scope. Besides, this
model considers the strategy of TOD community’s gradient
development from the center to the outside, the upper and
lower bound of density are constrained for different zone
instead of using the same range in overall study scope. The
job-housing balance and per capita public service facilities
area are also taken as constraints in this model. Based on the
previous studies, an improved multi-objective optimization
algorithm based on MATLAB genetic algorithm and linear
programming tool is proposed. Two commercial and
residential dominating cases were used to show the
reasonability and effectiveness of the proposed model and
algorithm. The cases results show that the optimized land-use
design conforms to the development goals of the stations.
The maximum ridership of all cases is over 14,000 person in
peak hour and the per capita public land area reaches 2.2
m2/person. This model is also applicable for other Chinese
cities and can be adjusted according to the specific conditions.
There are still many aspects that can be extended in future
work. Firstly, more land-use types could be integrated into
the model and the size of the cell can be smaller. Secondly,
the research on density of different land-use types is worth
12
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X. Y. Huang et al.: Preparation of Papers for IEEE Access (Dec 2020)
Because the commercial lands account for a larger
percentage in the newly developed lands, it provides a better
service to local residents and increases the ridership.
In the optimal plan, the density of all kinds of lands
achieves the maximum development limit on the basis of
land-use type solution got in phase one. Meanwhile, the per
capita public land area is 2.68 m2/person. It means a better
level compared with the lower bound of 1.80 m2/person.
Public land
Density Proportion Density
2.6 - -
2.4 13.33% 1.6
2.2 10.91% 1.4
2.27 11.07% 1.47
Residential land Public land
81.76% 11.07%
85.42% 12.50%
-3.66% -1.43%
in-depth study in urban planning. Thirdly, considering the
driving effect of TOD on traffic and land value, the values of
relevant parameters in model require detailed investigation.
Besides, the proposed model is a linear model, the nonlinear
model which describe the dynamic and complex
relationships between variables could be extended in future
study. Finally, population is the most important decisive
factor in TOD planning. Previous studies estimated the
population through multiplying the land area by a parameter.
The actual population cannot be accurately calculated. Under
the background of big data, the population data can be
obtained by cell phone or other ways. On the other hand, the
active population which depicts the mixture of residential and
working populations according to the duration of their
activities in the region in recent advance on urban studies can
reflect the dynamic interaction between people and city.
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