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1.
土地利用对街头抢劫影响的空间分异模式：以H市为例 总被引：7，自引：5，他引：2
选取H市中心城区2009年和2010年发生的街头抢劫案件为研究对象,构建地理加权泊松回归GWPR模型,探讨不同性质土地利用对案件影响的空间差异性。研究表明,各类用地与街头抢劫的关系存在显著的空间异质性。其中,位于中心区外围的传统居住区和部分新建社区等居住用地对街头抢劫存在显著的负向影响;商业服务业设施用地对街头抢劫的影响总体上显著性不强,但与其中的商业设施点类型密切相关,独栋高层的商业综合体会使犯罪数量下降,而临街商铺形式的商业设施点则是犯罪高发区域;工业用地仅对老城区的街头抢劫产生正向影响;公园绿地总体上与街头抢劫案件呈负相关性,但城市开敞绿地多的地方案件数量也较多;交通设施用地与街头抢劫的关系则受到交通设施、道路等级、路网形态的影响。最后通过聚类分析发现,土地利用对案件影响的主导因素的空间分异模式与不同的城市功能分区有一定的对应关系,可以对每个功能分区根据其街头抢劫发生的主导因素制定相应的土地利用规划导则。 相似文献
2.
DP半岛街头抢劫犯罪案件热点时空模式 总被引：10，自引：4，他引：6
选取H市中心城区DP半岛作为研究区域,以岛上2006-2011 年发生的街头抢劫案件（共373 起） 作为研究对象,将DP半岛内街头抢劫案件的时空分布特征分别从宏观和局部微观两个尺度层面进行系统的分析。首先,对岛上的街头抢劫案件按年、月和小时进行统计分析,总结其在不同时间尺度上的变化规律：2007 年开始的严打使案件数量逐年减少,直到2010 年才略有回升;春节期间（二月前后） 的案件数量明显高于其他月份;晚上22:00-23:00 期间是案件高发时段。其次,利用Kernel 密度方法对研究区街头抢劫犯罪的宏观空间分布进行整体的辨别,剥离出犯罪热点空间分布,分析热点与道路网和土地利用的关联性,结果表明热点多分布于主干道、通达性高的节点或土地利用混合度高的地方。最后,选出4 个最主要的热点从微观尺度进行分析,PAI 指数表明这4 个热点在时间上是稳定的,从2006 年到2011 年一直存在。依据“热点时空类型矩阵”的时间分布和空间分布模式,将这4 个稳定热点归类到不同微观时空模式,并对每类模式下的街头抢劫犯罪提出有针对性的防控对策,以便优化警力资源的配置、最大限度抑制和减少犯罪的发生。 相似文献
3.
With the explosive growth of Uber and other mobility service providers, their influences on urban mobility have attracted attention from both researchers and policy circles alike, yet few quantitative studies have been conducted on the topic. Using Uber pickup data in New York City in 2014, this article investigates the spatiotemporal relationship between Uber and public transit using buffer analysis and spatial cross-correlation analysis and assesses Uber’s impact on urban transportation equity with the Gini coefficient and correlation analysis. Our results confirm previous arguments that Uber both complements and competes with public transit, but competition is more prevalent in New York City. Specifically, Uber competes with public transit during most hours of the day and in areas with good public transit coverage, whereas it complements public transit at midnight and in places with insufficient public transit services. The distribution of Uber services is highly unequal, and Uber’s role in improving transport equity is insignificant. Correlation analysis shows that there tend to be fewer Uber pickups in low-income areas, which diverges from previous studies suggesting that Uber serves low-income areas well. In addition, a weak negative correlation is detected between the number of Uber pickups and the percentage of minorities. 相似文献
4.
城市街道网络是承载人们日常行为的空间载体,街道网络及其中人的日常行为共同构成了主要的街道网络空间环境,并影响着犯罪行为的发生。既有研究表明街道空间中多发“两抢一盗”侵财类案件,并且街道网络形态和日常行为主体与犯罪存在联系,但对这一问题的深入探究较少。本文基于HS市原DP区的派出所辖区单元,使用路网数据、人口统计数据、手机信令数据等相关资料,采用空间分析和统计分析方法,对街道网络的几何形态和拓扑形态、动态人口和静态人口等因素与犯罪分布的关系展开分析,尝试探索街道网络空间环境对“两抢一盗”犯罪的影响。结果表明,街道网络空间环境中影响盗窃和两抢犯罪的要素存在较大差异。“X形单元”式街道网络、路网密度、低速交通的路网渗透性、静态人口密度和动态人口密度均对盗窃犯罪产生重要影响,与两抢犯罪相关的仅有“T形单元”式街道网络、静态人口中的实际居住户籍人员和外来人员密度,街道网络形态没有表现出与两抢犯罪的显著相关。最后提出,由于街道网络的通达性和危险性往往并存,如何通过调控或改善整体的街道网络空间环境来尽可能减少犯罪风险,是未来规划建设安全的街道网络空间需要思考的话题。 相似文献
5.
城市常规公交空间演化过程研究——以广州市为例 总被引：1，自引：1，他引：0
以广州市为例,从公交覆盖度、线网密度和覆盖效益3个方面考察广州市常规公交的空间演变特征,结合趋势外推法,预测广州市未来公交发展态势,总结常规公交空间演变规律。研究发现：① 建国以来,广州市内的常规公交经历了由“低效公平”的低级均衡向出行效率变高、公平性变低的转变,随后又出现了非均衡状况缓解、公平性上升的状态;② 结合对未来发展的预测,发现它有由低级均衡向高级均衡状态演变的趋势。比较广州在城市发展中所处的阶段,可以推论中国类似于广州这样发达的超大城市,市内公交状况大多处于上述演变过程的后半期,而大多数城市则处在这一演变过程的前半期。 相似文献
6.
While research has repeatedly demonstrated how spatial distributions of crime can be shaped by the presence of facilities such as bars and public transport hubs, the joint influence of different facility types has rarely been explored. Spatial conjunctive analysis of case configurations (also known as qualitative comparative analysis) offers a means to identify the combinations of facility types that are most commonly found around crime events, and has been used in a small number of studies focusing on street robbery. This study extends this limited evidence base by implementing a significance test based on the Monte Carlo method using street robbery data for Austin, Texas. The results show that some of the top-ranking facility type combinations had observed frequencies that were not significantly greater than chance expectations. The accurate identification of the highest-risk environments has important implications for crime prevention. 相似文献
7.
基于时空路径的城市公交时间可靠性研究 总被引：2，自引：0，他引：2
时间可靠性是公交重要的时空特性之一,提高公交时间可靠性有助于提高公共交通吸引力。基于时间地理学,从时空过程的角度对公交时间可靠性进行了研究。利用公交时空路径,提出一种城市公交时间可靠性的评价方法,该方法包括单程准时度、单程准时稳定度、站点准时度、站点准时稳定度4个指标。然后利用广州公交GPS数据对各指标进行计算。结果表明,公交时间可靠性随着线路长度增大和站点数增加而降低,随着用地类型的不同而变化,其中商业用地内的时间可靠性最大,并且时段不同,可靠性也有较大差异,其中早高峰的时间可靠性最低,从而验证了所提出评价方法的有效性。 相似文献
8.
Recently, the Chinese government raised an urban planning policy which suggests communities open their private roads for public transport and establish street networks with high spatial density in cities. In this context, the purpose of this study is to analyze the potential changes to street network accessibility using GIS techniques and to provide spatial information that may influence the decision making of urban managers. In addition to the existing street network data in the case study city, Shenzhen, intra-community roads are extracted from building footprints in GIS topographic database and used to construct a potential street network with respect to the community opening policy. An automatic GIS-based method is proposed here to analyze the location advantage information in the simulated urban environment, by combining Delaunay triangulation model and graph theory concepts. Specifically, we establish a two-step framework based on the spatial relationships between roads and buildings. Firstly, intra-community roads between neighboring building footprints are generated using a Delaunay triangulation skeleton model, and with the existing inter-community roads they form the simulated network. Secondly, street centrality indices of the current and simulated networks are compared in terms of closeness, betweenness and straightness. Results indicate that after applying the policy the global accessibility in the city would be increased at some places and decreased at others, and places' directness among others would be generally improved. In addition, the skeleton of central routes for through traffic would not change much. The presented method can also be applied to other cities. 相似文献
9.
街头抢劫者前犯罪经历对其后作案地选择的影响 总被引：1，自引：0，他引：1
作案地选择是犯罪地理学的研究主题。已有的重复作案地选择的研究表明,犯罪者“前案件”作案地选择对他们“后案件”作案地选择具有影响,但以往研究关注的是先前的犯罪时间和地点对其后续作案地选择的影响,仍未检验犯罪者在“前案件”中犯罪经历的具体作用。因此,论文以中国东南沿海ZG市为例,利用街头抢劫者的抓捕数据和混合Logit模型,聚焦探析街头抢劫者先前的个体犯罪经历对他们随后的作案地选择的影响。研究发现：街头抢劫者在“前案件”中的犯罪间隔、犯罪出行和当场被捕等个体犯罪经历对其“后案件”作案地选择具有强烈的影响,即“前后案件”的犯罪间隔越临近、“前案件”犯罪出行距离越短,以及“前案件”未当场被捕,则大大增加了街头抢劫者返回到先前抢劫区域再次犯罪的可能性。并通过警察访谈和结合理论分析,发现“前案件”未当场被捕是由犯罪者当场被捕的恐惧感、警察特殊的干预方式,以及社会凝聚力和犯罪防控的相互作用而形成。研究结论可为警务部门的“事前防控”与“主动处置”提供一定的参考。 相似文献
10.
基于临近相似性考虑的犯罪热点密度图预测准确性比较——以DP半岛街头抢劫犯罪为例 总被引：7，自引：5，他引：2
在无时空考虑的密度估计算法基础上,分别加入了案件点之间的时间临近相似性、空间临近相似性和时空临近相似性的考虑,利用DP半岛2006~2007年的街头抢劫犯罪数据为基础计算无时空临近相似性、时间临近相似性、空间临近相似性和时空临近相似性4种不同算法所得到的犯罪热点图,并以之预测2008年的街头抢劫。通过Natural breaks（Jenks）分级方法和等比例面积选取两种方式来划定热点区域进行预测并进行PAI指数得分比较,结果表明时空临近相似性的密度估计算方法在犯罪预测的优势比较显著。 相似文献
11.
北京城区公共交通满意度模型与空间结构评价 总被引：5，自引：1，他引：4
以北京市城八氏的公共交通为切入点.探索了城市空间结构的评价分析方法.通过"公共交通可达性"指标.将城市实体空间结构的指标与居民对公共交通的满意度连系起来.建立了以满意度为目标的城市空间结构评价体系.并对提升城市空间结构的实体空间因子进行了实证分析.首先,对"公共交通可达性"的各项影响因子进行了梳理,从公共交通服务质量、区域经济特征、道路建设三个方面,提出了包括公交通达度、人口和经济集聚度、道路密度、区位指标等在内的城市公共交通可达性的评价指标体系.其次,构建了以居民满意度为因变量的公共交通可达性评价模型.分析定量揭示了公交站点配置、公交通达度、经济密度等凶素对了:城市空间结构的优化作用.同时分析表明.公共交通的优化需充分考虑不同属性的居民群体的空间分布规律.据此,从城市空间结构评价的角度分析了北京市公共交通中存在的问题,并提出如下建议:①市政交通规划的重点应放在五环以内地区;②实现800m公交站点服务面积全覆盖;③加强各地与市区重要功能节点的公共交通联系来提高其通达度;④根据居民的分布和属性特征出台相应的公交服务政策提高不同居民群体的公共交通满意度. 相似文献
12.
城市交通、土地利用和城市空间结构的相互关系一直是城市地理学、城市规划学和交通地理学研究的核心问题。大容量公共交通、混合型土地开发、宜人的步行环境和高质量的公交服务是公交导向型开发(TOD)模式的主要特点。本文分析了TOD对城市土地利用和城市空间结构的作用机理发现:土地开发强度、土地利用结构以及土地价值是TOD影响城市土地利用的3 个主要方面,而TOD对路网结构、城市规模和城市空间布局的作用进一步影响城市空间结构及其演化。进一步研究发现:大容量公共交通的建设使得城市竞租曲线和开发密度具有多波峰的特点,遵循"随着时间的变化从城市中心向外围递减"的规律。基于中外城市发展背景差异,本文从宏观、中观和微观3 个层面提出建立以大容量公共交通为主轴、以TOD站点为枢纽的轴辐网络状城市空间结构,并提出了TOD站点开发的距离、级差密度、多样性和设计的4Ds原则。 相似文献
13.
以H市市辖区为例,基于POI数据识别城市功能区,并结合NPP-VIIRS夜光遥感数据与夜间“两抢一盗”犯罪数据,构建双变量空间自相关分析模型,从整体及不同功能区角度探讨城市夜光与夜间“两抢一盗”犯罪的空间关系。结果表明：1）整体上,H市夜间“两抢一盗”犯罪形成“一主一副”的犯罪热点,且夜光与夜间“两抢一盗”犯罪存在空间异质性关系。2）大部分功能区在全局Moran’sΙ上表现为正相关。在局部LISA聚类上,只有居住用地、商业服务业用地和道路与交通设施用地呈现显著的空间异质性。商业用地的高-高聚类多数分布在一环及二环以内,低-低聚类多数分布在城市外围及边缘地带,高-低聚类与低-高聚类则零散分布在二者之间的区域;居住用地的聚类情况呈现南北区域差异;道路与交通设施用地则由于报警地点与实际案发地点可能有所出入,因而结果可信度降低。 相似文献
14.
Tong Zhang Shaoxuan Dong Zhe Zeng Jing Li 《International journal of geographical information science》2018,32(8):1649-1676
The temporal dimensions of public transit accessibility have recently garnered an increasing amount of interest. However, the existing literature on transit accessibility is heavily based on oversimplified assumptions that transit services operate at deterministic speeds using predetermined timetables. These measurements may overestimate transit accessibility, especially for large metropolitan areas where inter- and intra-modal transfers are frequent. To handle travel time uncertainty, a multi-modal transit accessibility modeling approach is proposed to account for realistic variations in travel time and service reliability. The proposed approach is applied to the mapping of transit accessibility in Shenzhen (China), where transit services exhibit significant travel time variations over space and time. Compared to traditional transit accessibility measures, our method has been demonstrated to better capture intrinsic spatial and temporal accessibility variations with complex multi-modal transit networks. Normal distribution of inter-stop travel times and constant travel speed between GPS sampling points are assumed to simply the computation, which we consider to adjust in future studies to better quantify the dynamics of transit accessibility across space and time. 相似文献
15.
长春市公共服务设施空间与居住空间格局特征 总被引：1，自引：1，他引：0
基于长春市790个居住小区、178所小学、301家社区医院、1681个公交站点等空间数据,引用核密度估计、Riley's K函数、同位区位商等分析方法,对公共服务设施空间与居住空间的形态格局、集聚特性、“临近性”关系等进行了定量分析。研究发现：首先,公共服务设施空间与居住空间分布的形态格局差异显著,同时也表现出较高的相关性,“核心—外围”网点数量的分布特征趋同性与分异性并存;其次,公共服务设施空间与居住空间均呈现出显著的集聚特征,但集聚的规模与强度差异明显,二者空间分布的协调性程度仍需提高;第三,从分布的空间关系来看,居住小区具有较为明显的“临近”公共服务设施布局的倾向,但反之不明显,整体呈现出空间格局的“非对称性”特征。 相似文献
16.
The focus of methodological approaches to identify (public) service deprivation has been predominantly on the shortcomings in the spatial coverage of the transportation system and the urban opportunity landscape. Accessibility is thereby generally modeled as a static concept with little - if any - account for temporal variations in services and transportation provision across the diurnal cycle and week, such as those resulting from opening hours and congestion effects. This paper suggests the use of time-specific measures of service accessibility and demand. The measures are integrated in a GIS-based multi-criteria analysis with the aim to detect spatiotemporal variations in service deprivation. The applicability of the method has been illustrated in a case study about the planning of a mobile government office bus in the city of Ghent (Belgium). It has been shown that the suitability of alternative stop locations for the bus depends on the time interval during which it will be operated. 相似文献
17.
PurposeTo examine the impact of public bus system on spatial burglary pattern in a Chinese urban context, as well as the spatial variation of this impact.MethodsLocal Moran's I, boxplot-based classification, geo-visualization, Chi-square test, and correlation analysis are used to explore the spatial coupling relationships between bus stops and burglary. Guided by routine activity approach, negative binomial regressions are performed for the developed and developing parts of the DP peninsula, as well as the whole peninsula based on proxies of potential offenders, guardians, targets, and spatial dependence.ResultsStatistically positive correlations are observed between burglary count and bus stop service capability. However, net of other factors, one more unidirectional bus route is expected to reduce burglary by nearly 2 percent for the whole area, and 4 percent for the developed area, while no statistically significant relationship is found for the developing area.ConclusionsThe bus-burglary relationships differ between the developed and developing urban areas. For the former, although burglaries concentrate around bus stops with higher service capability, the increase of bus service capability has a net impact of slightly depressing the occurrence of burglaries. Four possible mechanisms explaining this negative bus-burglary relationship in the DP peninsula are presented. 相似文献
18.
从时间与费用两个角度研究广州市地铁建设对公共交通可达性的影响及其影响的空间公平性。结果表明:① 加权时间与费用可达性均形成“核心-外围”的空间格局。通地铁后,南部郊区加权时间可达性变化率较大,花都区变化率最低;加权费用可达性高变率地区集中在地铁沿线及边缘地区。② 不乘地铁情境下,CBD等时圈呈同心圆状,80％的居民在50 min以及2元钱花费内能到达最近的商业综合体。乘地铁情境下等时圈沿着地铁网络延伸与扩散,80％的居民在30 min以及5元钱以内能到达最近的商业综合体。③ 无论是否乘坐地铁,出行时间的不公平程度都高于出行费用的不公平程度。番禺区的社区从地铁网络中时间可达性获益最多,最不公平的是白云区的社区,其绝对和相对变化较低;中心城区由于常规公交网络发达,地铁缩短的绝对出行时间较少,而变化率高。地铁对城市内中远距离出行性价比的影响最明显。 相似文献
19.
大城市通勤方式与职住失衡的相互关系 总被引：2，自引：2，他引：0
随着城市的扩张,人们的就业—居住空间跨度不断扩大。通勤方式的多样化和通勤效率的提高会对就业者的职住状况产生影响。以通勤时间作为通勤成本能从就业者的角度辨析个体的职住失衡状况。本文基于贝叶斯-tobit的统计分析方法,结合北京市7个街道和地区的问卷调查数据,分析了慢行交通、机动车、轨道交通、地面公交等4种通勤方式与职住失衡的相互关系。同时,引入就业可达性和用地混合度作为调节变量,考察其对不同通勤方式与职住失衡之间原有关系的影响。研究发现：①慢行交通的通勤方式与职住失衡程度存在负相关性;②机动车、轨道交通和地面公交的通勤方式与职住失衡程度存在正相关性;③就业可达性和用地混合度会弱化慢行交通、轨道交通、地面公交通勤方式与职住失衡程度的原有关系,即在低就业可达性和用地混合度条件下,慢行交通通勤者的职住失衡度更低,而轨道交通和地面公交通勤者的职住失衡度更高;④就业可达性和用地混合度的差异对机动车通勤与职住失衡之间的关系没有影响。上述结果表明：低就业可达性和用地混合度能够缓解慢行交通通勤者的职住失衡程度;但对于轨道交通和地面公交的通勤者来说,低就业可达性和用地混合度会加剧其职住失衡的程度。此外,机动车通勤者不易受外部客观因素的影响而改变出行方式。 相似文献
20.
Bin Jiang Xintao Liu 《International journal of geographical information science》2013,27(7):1069-1082
In this article, we introduce a novel approach to computing the fewest-turn map directions or routes based on the concept of natural roads. Natural roads are joined road segments that perceptually constitute good continuity. This approach relies on the connectivity of natural roads rather than that of road segments for computing routes or map directions. Because of this, the derived routes possess the fewest turns. However, what we intend to achieve are the routes that not only possess the fewest turns but are also as short as possible. This kind of map direction is more effective and favored by people because they bear less cognitive burden. Furthermore, the computation of the routes is more efficient because it is based on the graph encoding the connectivity of roads, which is substantially smaller than the graph of road segments. We experimented on eight urban street networks from North America and Europe to illustrate the above-stated advantages. The experimental results indicate that the fewest-turn routes possess fewer turns and shorter distances than the simplest paths and the routes provided by Google Maps. For example, the fewest-turn-and-shortest routes are on average 15% shorter than the routes suggested by Google Maps, whereas the number of turns is just half as much. This approach is a key technology behind FromToMap.org – a web mapping service using openstreetmap data. 相似文献