“时距”视角下城市轨道线网的通勤效率——以天津市中心城区为例
|
摘要
快速发展的城市轨道交通日益成为居民日常通勤的主要交通方式之一。通过构建"时间—距离"模型,基于天津城市轨道交通的现状及规划线网,分别开展主要职住节点的通勤时距仿真模拟,分析轨道交通通勤圈构建的可行性及城市职住功能空间组织架构的合理性。结果表明,至2020年,中心城区的城市轨道交通难以满足外围居住组团的45 min通勤要求,但60 min内可基本实现环外居住组团与城市主要就业中心的便捷联系。建议进一步提升天钢—柳林城市副中心的线网密度,使其更好地发挥城市核心的触媒带动作用;增加边缘组团与中心城区的换乘节点,设立快慢不同的列车运行层级,提高边缘组团与中心城区的连通效率;简化换乘流线设计,配备丰富的接驳方式,提升站点内外的换乘效率。
Urban rail transit has become one of the main transportation means for residents' daily commuting.Constructing the time-distance model and based on the situation and network plan of the urban rail transit, this article simulates the commute time and distance between the main workplaces and residences, and analyzes the feasibility of the construction of rail transit commute circle and the rationality of the functional distribution of residence and workplace.The results show that the planned urban rail transit network in the central city of Tianjin won't meet the 45-minute commute requirements by 2020, but it can basically achieve the convenient contact between the residential groups and workplace centers within 60 minutes. It is recommended to further increase the density of the transit network in TiangangLiulin sub-center to fully play the core role. It puts forward to increase the transfer nodes between residential groups and the central city, set up different operation speeds of rail train to improve the connection efficiency between residential groups and the central city, simplify the design of transfer and provide other transport means to improve transfer efficiency.
Urban rail transit has become one of the main transportation means for residents' daily commuting.Constructing the time-distance model and based on the situation and network plan of the urban rail transit, this article simulates the commute time and distance between the main workplaces and residences, and analyzes the feasibility of the construction of rail transit commute circle and the rationality of the functional distribution of residence and workplace.The results show that the planned urban rail transit network in the central city of Tianjin won't meet the 45-minute commute requirements by 2020, but it can basically achieve the convenient contact between the residential groups and workplace centers within 60 minutes. It is recommended to further increase the density of the transit network in TiangangLiulin sub-center to fully play the core role. It puts forward to increase the transfer nodes between residential groups and the central city, set up different operation speeds of rail train to improve the connection efficiency between residential groups and the central city, simplify the design of transfer and provide other transport means to improve transfer efficiency.
引文
[1] Quarmby D A. Choice of travel mode for the journey to work:some findings[J]. Journal of Transportation Economics and Pol‐icy,1967(1):273-314.
[2] Santos G,Maoh H,Potoglou D,Brunn T V. Factors influencing modal split of commuting journeys in medium-size European cities[J]. Journal of Transport Geography,2013,30(3):127-137.
[3] Shubhajit Sadhukhan,Uttam K Banerjee,Bhargab Maitra.Commuters’willingness to pay for improvement of transfer fa‐cilities in and around metro stations:A case study in Kolkata[J]. Transportation Research Part A:Policy and Practice,2016,92(10):43-58.
[4] Giuliano G,Small K A. Is the journey to work explained by urban structure[J]. Urban Studies,1993,30(9):1 485-1 500.
[5] Zhao P,LüB,Roo G D. Impact of the jobs-housing balance on urban commuting in Beijing in the transformation era[J]. Jour‐nal of Transport Geography,2011,19(1):59-69.
[6] Hamilton B W. Wasteful commuting again[J]. Journal of Political Economy,1989,97(6):1 497-1 504.
[7] Marshall L,Joseph L S,Pablo D. Kimberly A G. Relationship between proximity to transit and ridership for journey to work trips in Chicago[J].Transportation Research Part A:Policy and Practice,2010,44(9):697-709.
[8]李强,李晓林.北京市近郊大型居住区居民上班出行特征分析[J].城市问题,2007,26(7):55-59.
[9]文婧,王星,连欣.北京市居民通勤特征研究——基于千余份问卷调查的分析[J].人文地理,2012,127(5):62-68.
[10]孟庆艳,陈静.城市居民通勤活动行为的时空特征研究——以上海浦东新区为例[J].交通与运输:学术版,2006(1):6-9.
[11]周素红,刘玉兰.转型期广州市居民居住与就业地区位选择的空间关系及其变迁[J].地理学报,2010,65(2):191-201.
[12]张文尝,王成金,马清裕.中国城市居民出行的时空特征及影响因素研究[J].地理科学,2007,27(6):737-742.
[13]周江评,陈晓键,黄伟,等.中国中西部大城市的职住平衡和通勤效率——以西安为例[J].地理学报,2013,68(10):1 317-1 320.
[14]苏星燕.城市轨道交通换乘站运营协调效率的评价研究[D].长沙:中南大学,2010.
[15]丁丹丹,韩宝明.城市轨道交通换乘枢纽大客流换乘疏散研究[J].现代城市轨道交通,2011(6):92-95.
[16]赵晖,杨军,刘常平.轨道沿线居民职住分布及通勤空间组织特征研究——以北京为例[J].经济地理,2011,31(9):1 445-1 451.
[17]蒋玉琨.城市轨道交通线网形态对换乘便捷性的影响[J].中国铁道科学,2010,31(3):126-130.
[18]姜军,段进,陈沧杰,等.通勤距离、通勤时间及其与职住平衡的关系研究[J].现代城市研究,2015(7):119-123.
[19]郭谦,吴殿廷,鲍捷.基于换乘效率指数的北京轨道交通网络通达性评价及其成因分析[J].经济地理,2012,32(11):38-44.
[20]张育南,李雪梅,马红杰.国际化大城市城市轨道交通线网结构“时耗”影响分析[J].北京规划建设,2008(2):132-136.
[21]张育南.北京城市轨道交通与城市空间整合发展问题研究[D].北京:清华大学,2009.
[2] Santos G,Maoh H,Potoglou D,Brunn T V. Factors influencing modal split of commuting journeys in medium-size European cities[J]. Journal of Transport Geography,2013,30(3):127-137.
[3] Shubhajit Sadhukhan,Uttam K Banerjee,Bhargab Maitra.Commuters’willingness to pay for improvement of transfer fa‐cilities in and around metro stations:A case study in Kolkata[J]. Transportation Research Part A:Policy and Practice,2016,92(10):43-58.
[4] Giuliano G,Small K A. Is the journey to work explained by urban structure[J]. Urban Studies,1993,30(9):1 485-1 500.
[5] Zhao P,LüB,Roo G D. Impact of the jobs-housing balance on urban commuting in Beijing in the transformation era[J]. Jour‐nal of Transport Geography,2011,19(1):59-69.
[6] Hamilton B W. Wasteful commuting again[J]. Journal of Political Economy,1989,97(6):1 497-1 504.
[7] Marshall L,Joseph L S,Pablo D. Kimberly A G. Relationship between proximity to transit and ridership for journey to work trips in Chicago[J].Transportation Research Part A:Policy and Practice,2010,44(9):697-709.
[8]李强,李晓林.北京市近郊大型居住区居民上班出行特征分析[J].城市问题,2007,26(7):55-59.
[9]文婧,王星,连欣.北京市居民通勤特征研究——基于千余份问卷调查的分析[J].人文地理,2012,127(5):62-68.
[10]孟庆艳,陈静.城市居民通勤活动行为的时空特征研究——以上海浦东新区为例[J].交通与运输:学术版,2006(1):6-9.
[11]周素红,刘玉兰.转型期广州市居民居住与就业地区位选择的空间关系及其变迁[J].地理学报,2010,65(2):191-201.
[12]张文尝,王成金,马清裕.中国城市居民出行的时空特征及影响因素研究[J].地理科学,2007,27(6):737-742.
[13]周江评,陈晓键,黄伟,等.中国中西部大城市的职住平衡和通勤效率——以西安为例[J].地理学报,2013,68(10):1 317-1 320.
[14]苏星燕.城市轨道交通换乘站运营协调效率的评价研究[D].长沙:中南大学,2010.
[15]丁丹丹,韩宝明.城市轨道交通换乘枢纽大客流换乘疏散研究[J].现代城市轨道交通,2011(6):92-95.
[16]赵晖,杨军,刘常平.轨道沿线居民职住分布及通勤空间组织特征研究——以北京为例[J].经济地理,2011,31(9):1 445-1 451.
[17]蒋玉琨.城市轨道交通线网形态对换乘便捷性的影响[J].中国铁道科学,2010,31(3):126-130.
[18]姜军,段进,陈沧杰,等.通勤距离、通勤时间及其与职住平衡的关系研究[J].现代城市研究,2015(7):119-123.
[19]郭谦,吴殿廷,鲍捷.基于换乘效率指数的北京轨道交通网络通达性评价及其成因分析[J].经济地理,2012,32(11):38-44.
[20]张育南,李雪梅,马红杰.国际化大城市城市轨道交通线网结构“时耗”影响分析[J].北京规划建设,2008(2):132-136.
[21]张育南.北京城市轨道交通与城市空间整合发展问题研究[D].北京:清华大学,2009.
© 2004-2018 中国地质图书馆版权所有 京ICP备05064691号 京公网安备11010802017129号 地址：北京市海淀区学院路29号 邮编：100083 电话：办公室：(+86 10)66554848；文献借阅、咨询服务、科技查新：66554700 |