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1.
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
2.
小区是居民日常生活和构建社会关系的重要场所,由于居住环境差异,导致剥夺现象发生。为探究居住环境剥夺对房价的作用机制,构建居住环境剥夺测度体系,创新了居住环境剥夺指数计算方法,运用混合地理加权回归模型和地理探测器分析居住环境剥夺与房价的关系。结果表明：（1） 兰州市平均房价为12566.93元·m-2,空间上呈现出多核心、组团式分布格局,表现为从核心向外逐级递减的趋势。（2） 基于6个维度服务设施数量和种类差异,居住环境剥夺也呈现出不同空间分布格局。（3） 所有服务剥夺均与房价呈负相关,教育服务剥夺对房价影响力最强,生活服务剥夺对房价影响力最弱,教育和交通服务剥夺交互作用对房价解释力最强。研究结果对促进资源配置公平和城市健康快速发展至关重要。 相似文献
3.
就医空间可达性分析的两步移动搜索法——以江苏省东海县为例 总被引：8，自引：5，他引：3
精确评价医疗设施可达性的空间分异样状况是合理配置医疗资源的前提。本文在回顾国内外关于医疗空间可达性研究的基础上, 采用两步移动搜索法, 以江苏省贫困县--东海县为案例, 以行政村和医院为分析单元, 基于迪卡斯特拉算法计算出各村到医院(卫生院)的最短通行时间, 进而分析各村医疗空间可达性分异情况。采用不用服务时间阈值范围进行空间敏感性分析, 综合研判缺医地区分布特点。与传统的医卫人员和人口比值的方法相比, 两步移动搜索法能有效显示县域范围内医疗可达性的空间分异情况。采用较大的时间阈值, 医疗空间可达性分异较为平滑, 采用较小服务阈值则空间分异显著, 缺医范围也较大。东海县医疗空间可达性整体呈单核结构, 并沿主要交通线延伸, 缺医地区多分布于边缘乡镇。提高边缘乡镇的行政村的甲级卫生院等级和乡村道路等级将会改善边缘乡镇的就医可达性。 相似文献
4.
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
5.
广州市地铁可达性时空演化及其对公交可达性的影响 总被引：5，自引：1，他引：4
应用GIS方法,选取2000、2003、2009和2012年4个时间节点,运用复杂网络理论构建了广州市公共交通网络模型,通过对比分析地铁站点与线路加入到公共交通网络中所产生的变化,定量分析地铁网络建设对公共交通可达性的影响,分析地铁发展不同时期内,城市公共交通可达性空间格局的演化,全面探讨地铁建设对城市公共交通可达性的影响,以期为一体化的多模式城市公共交通体系发展决策提供理论支持。结果显示:①广州市地铁网络顺利完成由树状向回路网络的转变,地铁可达性重心与广州市空间扩展方向呼应,呈现出向南、向东迁移特征;②地铁在很大程度上提高了广州城市公交网络可达性,且其改善作用随地铁线路网的增加和回路网络的发育而日益显著;③地铁网络对城市公交可达性格局的影响,打破了常规公交网络圈层式公交可达性格局,逐渐呈现出圈层式加沿地铁线路分布的廊道式格局;④地铁对公交各站点网络可达时间的影响,常规公交站点可达时间变化程度呈现出由地铁线路向外递减的空间分布趋势,当地铁网络发育形成回路网络时,大大地提升公交网络的运营效率,缩短各个站点之间的出行时间。 相似文献
6.
The relationship between public transit and crime has been extensively investigated for decades. Compared to rail systems, limited research has been conducted on bus transit and its surrounding robbery influence. In particular, most of the studies have focused on either all types of robbery as a whole or street robbery only. Street and off-street robberies have distinct spatial characteristics, however: The former occurs on the street, whereas the latter occurs not on the street but at indoor places or in (semi)public areas. Therefore, they might have different proximity to bus transit. Furthermore, as bus transit is not operated twenty-four hours a day, it is questionable to connect bus transit with robbery when bus transit is not in service. This study uses exploratory spatial data analysis and statistical modeling to compare and contrast street and off-street robberies to discover how their relations with bus transit vary in space and time. Results reveal that both street and off-street robberies decrease as the distance from bus stops increases. Compared to off-street robbery, street robbery is inclined to occur on the street without bus routes and during nonservice hours, respectively. These findings suggest that the preference of street robbery is related to the excess of suitable targets over capable guardians away from bus routes and when bus transit is not in operation, whereas off-street robbery is connected with the residential and commercial attractions along bus routes and people's frequent activities at these places during transit service hours. 相似文献
7.
Kivanc Ertugay Sebnem Duzgun 《International journal of geographical information science》2013,27(9):1491-1506
The term physical accessibility has long been used by geographers, economists, and urban planners and reflects the relative ease of access to/from several urban/rural services by considering the traveling costs. Numerous accessibility measures, ranging from simple to sophisticated, can be observed in the geographical information systems (GIS)-based accessibility modeling literature. However, these measures are generally calculated from a constant catchment boundary (a most likely or average catchment boundary) based on constant deterministic transportation costs. This is one of the fundamental shortcomings of the current GIS-based accessibility modeling and creates uncertainty about the accuracy and reliability of the accessibility measures, especially when highly variable speeds in road segments are considered. The development of a new stochastic approach by using global positioning system (GPS)-based floating car data and Monte Carlo simulation (MCS) technique could enable handling the variations in transportation costs in a probabilistic manner and help to consider all possible catchment boundaries, instead of one average catchment boundary, in accessibility modeling process. Therefore, this article proposes a stochastic methodology for GIS-based accessibility modeling by using GPS-based floating car data and MCS technique. The proposed methodology is illustrated with a case study on medical emergency service accessibility in Eskisehir, Turkey. Moreover, deterministic and stochastic accessibility models are compared to demonstrate the differences between the models. The proposed model could provide better decision support for the decision-makers who are supposed to deal with accessibility, location/allocation, and service/catchment area related issues. 相似文献
8.
Zhixiang Fang Yang Xu Shih-Lung Shaw Ling Yin 《International journal of geographical information science》2017,31(11):2119-2141
Understanding the stability of urban flows is critical for urban transportation, urban planning and public health. However, few studies have measured the stability of aggregate human convergence or divergence patterns. We propose a spatiotemporal model for assessing the stability of human convergence and divergence patterns. A mobile phone location data set obtained from Shenzhen, China, was used to assess the stability of daily human convergence and divergence patterns at three different spatial scales, i.e. points (cell phone towers), lines (bus lines) and areas (traffic analysis zones [TAZs]). Our analysis results demonstrated that the proposed model can identify points and bus lines with time-dependent variations in stability, which is useful for delineating TAZs for transportation planning, or adjusting bus timetables and routes to meet the needs of bus riders. Comparisons of the results obtained from the proposed model and the widely used entropy measure indicated that the proposed model is suitable for assessing the differences in stability for various types of spatial analysis units, e.g. cell phone towers. Therefore, the proposed model is a useful alternative approach of measuring spatiotemporal stability of aggregate human convergence and divergence patterns, which can be derived from the space–time trajectories of moving objects. 相似文献
9.
基于交通可达性的广佛都市区城市扩展的模拟与分析 总被引：6，自引：6，他引：0
可达性是连接土地利用与交通建设的关键环节,对城市扩展具有指向性。利用Auto-Logistic回归的CLUE-S模型,预测区域发展与交通规划两种情景下2020年广佛都市区的城市扩展,分析了1982~2020年交通可达性格局演变与城市扩展特征,并在此基础上揭示二者的耦合关系。结果表明：CLUE-S模型在城市扩展上具有较好的预测能力,且加入可达性因子有助于提高模拟精度;1982~2020年广佛都市区空间和时间可达性格局由双核心圈层结构演变为单核心圈层结构,且时间可达性格局有明显的交通主干道指向性;城市扩展强度与扩展差异逐渐拉大,预测2020年扩展区域集中在白云与花都交界处、天河黄埔一带、顺德部分乡镇;都市区由无序扩张转变为交通指向性,随着可被开发的土地的减少,交通指向性的影响减弱;初期的城市用地规模越大,交通可达性提高越显著,但随着交通基础设施先行建设的开展,城市规模对交通可达性的正向影响减弱。未来侧重于完善站点的公共配套设施和提高土地利用效率等方面。 相似文献
10.
Karyn Morrissey 《The Professional geographer》2016,68(1):129-137
This article aims to add a gender and place perspective to our understanding of depression and anxiety (common mental disorders [CMDs]) through the use of multilevel models. To date, regional variations in the prevalence of CMDs in Ireland have not been explained adequately. Using data from the 2007 Quarterly National Household Survey special module on health and health service utilization, this article examines whether regional differences in CMDs persist after accounting for both individual and regional characteristics. The null model indicated that 2 percent of the variance in CMDs occurred at the regional level. Including contextual interaction variables, the level of variance at the regional level increased to 3.3 percent. Of specific interest to this article was the association between place-based deprivation and gender on CMDs at the regional level. This article found that although regional deprivation alone did not have a significant impact on CMDs, the interaction between female and regional relative deprivation was significant. Specifically, this means that women living in more deprived regions tend to have a greater number of CMDs. 相似文献
11.
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
12.
中国高铁-民航竞争网络的空间演化模式及影响因素 总被引：2，自引：2，他引：0
随着中国高速铁路与民用航空的快速发展,两者运营网络的空间竞争范围越来越大。从个人出行视角出发,同时拥有高铁与民航直达列车/航班的城市对为出行提供了选择机会,定义为高铁-民航竞争网络。以2007-2015年高铁-民航竞争网络的所有城市对为切入点,尝试刻画其演化过程与模式、网络结构与距离分布规律,并最终总结网络演化的影响因素。研究结论为：① 中国高铁-民航竞争网络在空间上呈现出由东向西、由北向南的扩张趋势,规模不断扩大。② 高铁-民航竞争网络具有向北京、上海等少数城市集聚的特征。③ 高铁-民航竞争网络城市对的距离范围主要分布在800~1 500 km,但运营的列车/航班频率竞争关系的临界值为1 000~1 100 km。④ 高铁-民航竞争网络在空间上遵循核心-核心、核心-边缘自上至下的拓展规律,并主要受城市规模、行政职能等级以及地理空间约束等因素的影响。 相似文献
13.
We explore the feasibility of developing measures of area deprivation from routinely collected administrative data for the Auckland Region, based on the Scottish Indices of Multiple Deprivation. Using data from national health, social development, education, and police databases, geospatial data providers and the 2006 Census, we developed seven domains of deprivation: Employment; Income; Crime; Housing; Health; Education; and Geographical Access, which were combined to create an overall Index of Multiple Area‐Level Deprivation.Small areas developed for this research (‘Lower Zones’) highlight variations in deprivation for domains separately and combined, and validate the indices using smoking prevalence data. 相似文献
14.
我国中心城市货运外向服务功能空间体系 总被引：1，自引：0，他引：1
以中国地级以上城市为研究样本, 将货运量作为切入点, 把城市流模型改造为城市货运外向服务功能模型, 应用ArcGIS空间分析手段, 测算各城市水陆空等不同运输方式货运外向服务功能。对1989年和2008年的数据和计算结果进行对比, 揭示货运外向服务功能在中国城市体系中的空间分布规律和等级结构, 考察各城市在整个国家层面和所在区域货运空间联系中的地位和作用。结果表明:(1),我国中心城市货运外向服务功能北方分布广, 南方强度高, 以城市群为单位的外向货运密集区优势明显。(2),东部沿海省市的城市货运外向服务价值比重在近20年明显下降, 但相应货运比重上升, 表明其大宗货物运输的外向服务占全国比重明显上升。(3),不同运输方式的城市货运外向服务格局差异很大, 并在国际、区际、城市群和市域等不同空间尺度上的运输联系职能上形成分工。(4),中心城市物流外向服务能力可分为国家中心、跨区域(副)中心、省域(副)中心、(跨)市域中心四个功能等级。我国中心城市货运外向服务能力受多种复杂因素综合影响, 与城市GDP及货运规模成正比, 受区位熵反映的经济区位和运输区位影响很大, 与不同方式货运结构及运输距离密切相关。 相似文献
15.
基于城市公共交通的长春市医院可达性分析 总被引：4，自引：1，他引：3
城市公共交通的可达性体现了公共交通系统的发展水平,该研究为制定城市公共交通规划、优化社会服务设施空间布局等城市发展问题提供了有利的科学支撑。借助ArcGis 软件,采用网络分析法,生成了长春市公共交通网络图;以最短可达时间和公共交通的服务频次作为评价指标,将非高峰和高峰时段作为时态的划分依据,探讨了长春市各居住小区和医院之间的可达性的时空分布特征。结果表明：长春市居住小区的平均可达时间等级整体水平较高,且非高峰时段优于高峰时段;居住小区的平均可达时间等级在空间上分异显著,呈现出不连续的圈层式分布;可达时间等级越高的居住小区,周边的公共交通服务频次等级越高,但两个等级间并不存在完全的一致性,且高峰时段的公交服务频次明显高于非高峰时段;各医院在非高峰时段的时间可达性较好,而在高峰时段有了较为显著的下降,不同等级医院的平均可达时间各不相同,但其差异并不显著。在上述分析的基础上,进而探讨了长春市公共交通存在的问题及原因,并提出了优化建议。 相似文献
16.
Progress of research on transportation geography in China 总被引：2，自引：1，他引：1
Fengjun Jin Chengjin Wang Youhui Cao Xiaoshu Cao Jiaoe Wang Teqi Dai Jingjuan Jiao 《地理学报(英文版)》2016,26(8):1067-1080
As an important branch of human geography, transportation geography has experienced three periods of evolution: foundation, systematization, and rapid development of the discipline. It has gradually become a relatively mature discipline. During the period 1930–1980, the development of transportation geography consisted mainly of the publication of theoretical texts. During 1980–2000, it gradually became a systematic discipline. Since the start of the 21st century, transportation geography has focused mainly on exploring the impacts of transportation on socio-economic development. Currently, studies on transportation geography have led to significant developments in a number of areas, including transportation theory, facility distribution and planning, transportation flows and network analysis, evaluation of transport modes, transportation planning, and simulation and assessment of urban transportation. Such studies have also enriched human geography research, provided a wider geographical overview and elucidated the development mechanism of transportation, as well as helped to understand the impacts of transport development on socio-economic systems. Some findings obtained by geographers have been widely used in transportation geography and related fields, including the four basic laws of transportation generation, the hub–spoke mode of transport organization, the subordinating and guiding functions of transportation on socio-economic development, regional transport dominance measures, accessibility measures, and spatial organization of port systems. 相似文献
17.
新型城镇化高质量发展更加注重提升人民群众的幸福感和获得感,加大“15分钟生活圈”公共服务建设力度能有效提升人民群众生活满意度。基于国家“15分钟生活圈”建设要求使用高德地图POI数据,采用核密度估计、缓冲区分析、栅格分析等方法,对乌鲁木齐市公共服务设施的空间覆盖特征进行判断,对住宅小区与各类设施的空间匹配状况进行综合评价。研究表明:(1)不同类型基础公共服务设施的空间布局特征有所差异,既与住宅小区的集聚分布有一定关联,又体现了不同设施的属性特点。(2)不同类型的基础公共服务设施在住宅小区“15分钟生活圈”的覆盖率有一定的差异,以公交站点为代表的公共交通出行的覆盖率最高,便民商业设施中超市、果蔬店、理发店等日常服务设施的覆盖率相对高于银行、电讯营业厅等设施,教育设施中幼儿园覆盖率最高,其次为小学,中学的覆盖率相对较低。医疗设施服务覆盖率在各类型中差别不显著,卫生服务中心、药店、诊所基本都能实现95%的覆盖率。(3)不同类型基本公共服务与住宅空间配置达标率存在较明显区域差异。在人口分布越密集的区域,便民商业、教育、医疗、交通4类公共服务设施均达标的住宅小区比例越高,而人口密度相对较低的外围区域和新建城区医疗和便民商业设施的达标率偏低。(4)乌鲁木齐市建设“15分钟活动圈”应注重加强新建城区的公共服务配套,尤其是便民商业和基层医疗设施,老城区应加强改造过程中公共服务的更新配套。 相似文献
18.
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
19.
中国交通枢纽空间布局的评价、优化与模拟 总被引：5，自引：1，他引：4
交通枢纽是综合运输体系的重要构成部分之一,合理的交通枢纽布局对于构建高效的综合运输体系具有重要的意义。交通枢纽的布局优化问题历来是交通运输工程学和交通地理学领域的一个研究热点。然而,当前有关交通枢纽布局的研究多局限于同一种交通运输方式,存在条块分割、重复建设乃至互相矛盾的问题。本研究立足于区域综合交通枢纽,研究首先确定影响交通枢纽布局的各评价指标,建立了由3 大类20 项指标构成的综合评价指标体系,以全国337 个地级行政区为基本单元,利用最大化覆盖模型,在科学评价综合交通枢纽布局潜力的基础上,识别出80 km、120 km、160 km和200 km 4 组服务半径约束下中国综合交通枢纽的最佳布局数量及其空间分布,从中归纳交通枢纽布局数量同目标函数值之间的一般规律,并最终优选出适合我国当前最优布局的42 个交通枢纽。研究对优选的42 个交通枢纽进行等级体系的划分和空间效应的模拟,分别从服务的空间范围和服务的社会经济要素进行分析,结果表明其所服务的国土面积、人口和GDP均优于国家规划集成的枢纽。 相似文献
20.
公交车是服务居民日常活动—出行的重要微观空间,也是城市公共空间的组成部分。目前,车厢内微环境污染及其对乘客的负面效应已引起广泛关注。然而,国内外鲜少有研究分析公交车微环境对乘客舒适度的非线性影响,也尚未探测各个微环境变量影响舒适度的阈值以及乘客的最佳微环境暴露水平。论文在广州6条典型公交线路上同时收集车内微环境实时监测数据、乘客问卷调查数据、公交出行属性数据和公交车外部环境,采用随机森林算法构建公交车微环境与乘客舒适度之间的非线性模型并展开分析。研究表明,公交车内温度、相对湿度、PM2.5浓度、噪声和载客量均对舒适度有非线性影响,但影响程度各不相同。当车内温度为23.5~28.0 ℃、相对湿度为45%~58%、PM2.5浓度＜28 μg/m3、噪声＜75 dB、载客量为8~26人时,有助于乘客在车厢微环境中拥有良好的舒适度水平。论文研究结果与现行环境标准存在一定差异,相关研究结论对城市微观空间规划与治理、微环境标准制定和交通管理有显著的政策启示和实践意义。 相似文献