空间感知视角下地铁站域慢行环境适宜性评价——以天津近郊区为例
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摘要
文章从空间感知理论角度解释慢行适宜性内涵,借鉴空间感知的三个阶段,分别确定步行和自行车环境适宜性的评价体系及关键指标。以天津近郊区1、2、3号线的6个地铁站点为例进行问卷调研和实地勘测,将各站点慢行环境的物质空间要素以及使用者感知评价作为自变量,通过spss进行因子分析,将影响步行环境的43个因素以及自行车交通环境的42个因素作为变量,根据公因子分析,各归纳为系统性、设施性和管理性三个影响因素,并确定各自权重,计算各站点周边慢行环境适宜性的综合评价得分。结果显示步行环境适宜性的影响因素中,系统性因素最为关键,而在自行车环境适宜性评价中最为关键的影响因素为设施性因素。
From the perspective of spatial perception theory, the author explains the meaning of slow suitability and draws on the three stages of spatial perception, determining the evaluation system and key indicators of non-motorized environmental assessment for each around the three stages of space perception. Taking the six subway stations in Tianjin's suburban area as examples, a questionnaire survey and field survey were carried out. The material space elements of each station's non-motorized environment and users' perception and evaluation were used as independent variables. Forty-three factors that influence the environment of pedestrian traffic and 42 factors of bicycle traffic environment were taken as variables. According to their potential characteristics, they were classified into three factors: systemic, facility, and management,and their respective weights were determined in order to establish a comprehensive evaluation model of non-motorized environmental suitability in subway station areas. The results showed that the most critical factors influencing the suitability of walking environment were systemic factors and the most critical factor influencing the bicycle environmental suitability was the facility factor.
From the perspective of spatial perception theory, the author explains the meaning of slow suitability and draws on the three stages of spatial perception, determining the evaluation system and key indicators of non-motorized environmental assessment for each around the three stages of space perception. Taking the six subway stations in Tianjin's suburban area as examples, a questionnaire survey and field survey were carried out. The material space elements of each station's non-motorized environment and users' perception and evaluation were used as independent variables. Forty-three factors that influence the environment of pedestrian traffic and 42 factors of bicycle traffic environment were taken as variables. According to their potential characteristics, they were classified into three factors: systemic, facility, and management,and their respective weights were determined in order to establish a comprehensive evaluation model of non-motorized environmental suitability in subway station areas. The results showed that the most critical factors influencing the suitability of walking environment were systemic factors and the most critical factor influencing the bicycle environmental suitability was the facility factor.
引文
[1]段婷,运迎霞.慢行交通发展的国内外经验[J].交通工程,2017,17(2):27-33.
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[6]李孟冬.步行可达性与地铁车站服务范围的研究[A]//中国城市规划学会.生态文明视角下的城乡规划——2008中国城市规划年会论文集[C].中国城市规划学会,2008:11.
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[8]段婷,任利剑,运迎霞.绿道与轨道交通接驳的优化策略——以广州近郊地铁站点的接驳为例[J].现代城市研究,2017(9):92-98.
[9]胡鹏.基于接驳的慢行交通一体化研究[D].武汉:华中科技大学,2008.
[10]周建琴.城市慢行交通友好性综合评价研究[D].北京:北京交通大学,2011.
[11]陈洁心.北京边缘住区地铁站域步行环境研究[D].北京:北京建筑大学,2015.
[12]鲁斐栋.城市住区宜步行的物质空间形态研究[D].重庆:重庆大学,2014.
[13]方智果.基于近人空间尺度适宜性的城市设计研究[D].天津:天津大学,2014.
[14]杨倩.住区步憩行为与步行空间质量研究[D].广州:华南理工大学,2015.
[15]高长宽.大城市轨道交通与城市空间结构发展的协调关系研究[D].天津:天津大学,2011.
1)天津市有一条环绕中心城区展开的快速公路——外环线,距离市中心平均10km左右,分别通至天津市近郊区范围的北辰区、东丽区、津南区和西青区四区。
[2]林耿.居住郊区化与商业中心关系新解析及其启示——基于符号消费理论[J].城市规划,2008(9):46-52.
[3]保罗·贝尔,托马斯·格林,杰费睿·费希尔,等,环境心理学[M].朱建军,吴建平,译.北京:中国人民大学出版社.2009.
[4]冯建.城市社会的空间视角[M].北京:中国建筑工业出版社,2010:21-40.
[5]段婷,运迎霞,任利剑.天津市近郊区地铁站域慢行环境满意度[J].天津大学学报(社会科学版),2018,20(2):179-184.
[6]李孟冬.步行可达性与地铁车站服务范围的研究[A]//中国城市规划学会.生态文明视角下的城乡规划——2008中国城市规划年会论文集[C].中国城市规划学会,2008:11.
[7]戴洁,张宁,何铁军,等.步行环境对轨道交通站点接驳范围的影响[J].都市快轨交通,2009(5):46-49.
[8]段婷,任利剑,运迎霞.绿道与轨道交通接驳的优化策略——以广州近郊地铁站点的接驳为例[J].现代城市研究,2017(9):92-98.
[9]胡鹏.基于接驳的慢行交通一体化研究[D].武汉:华中科技大学,2008.
[10]周建琴.城市慢行交通友好性综合评价研究[D].北京:北京交通大学,2011.
[11]陈洁心.北京边缘住区地铁站域步行环境研究[D].北京:北京建筑大学,2015.
[12]鲁斐栋.城市住区宜步行的物质空间形态研究[D].重庆:重庆大学,2014.
[13]方智果.基于近人空间尺度适宜性的城市设计研究[D].天津:天津大学,2014.
[14]杨倩.住区步憩行为与步行空间质量研究[D].广州:华南理工大学,2015.
[15]高长宽.大城市轨道交通与城市空间结构发展的协调关系研究[D].天津:天津大学,2011.
1)天津市有一条环绕中心城区展开的快速公路——外环线,距离市中心平均10km左右,分别通至天津市近郊区范围的北辰区、东丽区、津南区和西青区四区。