轨道交通TOD地区的步行尺度
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摘要
轨道交通TOD站点地区确定规划圈层边界的重要依据之一是步行尺度,即步行距离形成的半径,但不同城市的TOD地区步行尺度并不相同。步行距离虽然能指导划定圈层边界和影响范围,但对步行决策起主导作用的则是步行时间,二者按照"时间-距离"换算关系相互关联,并受到地形条件、空间布局、交通环境等步行环境要素的制约。TOD地区步行尺度的差异是由于步行时间、步行距离和步行环境差异所造成的。对TOD地区步行尺度的差异及原因进行总结,可以为我国TOD地区规划确定合理的步行尺度及TOD模型提供有益的借鉴思路。
Walking scale or walkable radius is an important basis to define the boundary of the area of TOD planning along a rail transit line, but walking scales of TOD areas in different cities are not the same. Although walking distance can be used to delimit the boundary of the planning area and the scope of influence, walking time is a decisive factor that determines whether a person is willing to walk. These two factors are interrelated according to the "time-distance" conversion relationship and restricted by walking environment elements such as terrain condition, urban form, and traffic environment. As a result, the difference in walking scales of TOD areas is caused by walking time, distance, and environment. By analyzing the differences in TOD walking scales and summarizing their reasons, this paper puts forward some suggestions for determining reasonable walking scales and building effective planning models for TOD areas in China.
Walking scale or walkable radius is an important basis to define the boundary of the area of TOD planning along a rail transit line, but walking scales of TOD areas in different cities are not the same. Although walking distance can be used to delimit the boundary of the planning area and the scope of influence, walking time is a decisive factor that determines whether a person is willing to walk. These two factors are interrelated according to the "time-distance" conversion relationship and restricted by walking environment elements such as terrain condition, urban form, and traffic environment. As a result, the difference in walking scales of TOD areas is caused by walking time, distance, and environment. By analyzing the differences in TOD walking scales and summarizing their reasons, this paper puts forward some suggestions for determining reasonable walking scales and building effective planning models for TOD areas in China.
引文
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(1)之所以采用“时间-距离”换算关系而不是步行速度的表述,是因为二者虽然以步行速度为参照进行互换,但同时也受到步行环境等其他因素的影响,因此,二者的换算并不完全等于步行速度。此外,步行尺度指的是作为出行决策判断的具体时间、距离及其关系,也并非是关注步行速度数值本身。
(2)如我国和欧洲部分国家等公制国家习惯用500m和1km作为空间距离的分档;而英制国家往往习惯以1英里、1/2英里和1/4英里,即1.6km、800m和400m作为分档。
(3)潘海啸和任春洋以及谭啸等的研究提出10min步行500m;波士顿TOD规划采用的标准是内外两个圈层,内圈层10~15min步行400m,外圈层20~30min步行800m;日本的横滨MM21地区的圈层尺度为10min步行500m;墨西哥城市社区TOD导则认为TOD的圈层尺度为500m,但考虑到实际步行距离,这一半径相当于10min步行600m。
(4)心理出行时间作为一个相对概念,并不指出行所花费的实际时间,而是出行者感知到的出行时间。
(5)这八条原则是:建设步行优先的邻里社区;优先发展自行车网络;创建密集的街道网络;支持高质量的公共交通服务;建设多功能混合的邻里社区;将土地开发强度和公共交通承载能力相匹配;确保紧凑型发展,提倡短程通勤;通过规范停车和道路使用,增加出行便利性。
(6)除了步行尺度,TOD圈层及边界的划分还受到用地功能、地价分布和级差强度等其他因素的影响。
2 HONDROP B.History of Transit-Oriented Development[R]//BOSSARD E G.Envisioning Neighborhoods with Transit-Oriented Development Potential.San Jose:San Jose State University,2002.
3迪特马尔H,奥兰德G.新公交城市:TOD的最佳实践[M].王新军,苏海龙,周锐,等,译.北京:中国建筑工业出版社,2006.DITTMAR H,OHLAND G.The New Transit Town:Best Practices in Transit-Oriented Development[M].WANGXinjun,SU Hailong,ZHOU Rui,et al,trans.Beijing:China Architecture&Building Press,2006.
4丁川,吴纲立,林姚宇.美国TOD理念发展背景及历程解析[J].城市规划,2015(5):89-96.DING Chuan,WU Gangli,LIN Yaoyu.An Analysis on the Background and Evolution of Transit-Oriented Development in the USA[J].City Planning Review,2015(5):89-96.
5丘达柯夫H,史密斯J,鲍德温P.美国城市社会的演变(7版)[M].熊茜超,郭旻天,译.上海:上海社会科学院出版社,2016.CHUDACOFF H,SMITH J,BALDWIN P.The Evolution of American Urban Society(7th Edition)[M].XIONG Xichao,GUO Mintian,trans.Shanghai:Shanghai Academy of Social Sciences Press,2016.
6沃尔玛尔C.铁路改变世界[M].刘媺,译.上海:上海人民出版社,2014.WOLMAR C.Blood,Iron and Gold:How the Railways Transformed the World[M].LIU Mei,trans.Shanghai:Shanghai People’s Publishing House,2014.
7霍尔P.明日之城--一部关于20世纪城市规划与设计的思想史[M].童明,译.上海:同济大学出版社,2009.HALL P.Cities of Tomorrow:An Intelectual History of Urban Planning and Design in the Twentieth Century[M].TONGMing,trans.Shanghai:Tongji University Press,2009.
8芒福汀C.绿色尺度[M].陈贞,高文艳,译.北京:中国建筑工业出版社,2004.MOUGHTIN C.Green Dimensions[M].CHEN Zhen,GAOWenyan,trans.Beijing:China Architecture&Building Press,2004.
9芒福德L.城市发展史--起源,演变和前景[M].宋俊岭,倪文彦,译.北京:中国建筑工业出版社,2005.MUMFORD L.The City in History:Its Origins,Its Transformations,and Its Prospects[M].SONG Junling,NI Wenyan,trans.Beijing:China Architecture&Building Press,2005.
10科斯托夫S.城市的组合--历史进程中的城市形态元素[M].邓东,译.北京:中国建筑工业出版社,2008.KOSTOF S.The City Assembled:The Elements of Urban Form Through History[M].DENG Dong,trans.Beijing:China Architecture&Building Press,2008.
11奥图W,亨德森P.公共交通,土地利用与城市形态[M].龚迪嘉,译.北京:中国建筑工业出版社,2013.ATTOE W,HENDERSON P.Transit,Land Use and Urban Form[M].GONG Dijia,trans.Beijing:China Architecture&Building Press,2013.
12潘海啸,任春洋.《美国TOD的经验,挑战和展望》评介[J].国外城市规划,2004(6):61-65.PAN Haixiao,REN Chunyang.The Review of“Transit Oriented Development in America:Experiences,Challenges,and Prospects”[J].Urban Planning International,2004(6):61-65.
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(1)之所以采用“时间-距离”换算关系而不是步行速度的表述,是因为二者虽然以步行速度为参照进行互换,但同时也受到步行环境等其他因素的影响,因此,二者的换算并不完全等于步行速度。此外,步行尺度指的是作为出行决策判断的具体时间、距离及其关系,也并非是关注步行速度数值本身。
(2)如我国和欧洲部分国家等公制国家习惯用500m和1km作为空间距离的分档;而英制国家往往习惯以1英里、1/2英里和1/4英里,即1.6km、800m和400m作为分档。
(3)潘海啸和任春洋以及谭啸等的研究提出10min步行500m;波士顿TOD规划采用的标准是内外两个圈层,内圈层10~15min步行400m,外圈层20~30min步行800m;日本的横滨MM21地区的圈层尺度为10min步行500m;墨西哥城市社区TOD导则认为TOD的圈层尺度为500m,但考虑到实际步行距离,这一半径相当于10min步行600m。
(4)心理出行时间作为一个相对概念,并不指出行所花费的实际时间,而是出行者感知到的出行时间。
(5)这八条原则是:建设步行优先的邻里社区;优先发展自行车网络;创建密集的街道网络;支持高质量的公共交通服务;建设多功能混合的邻里社区;将土地开发强度和公共交通承载能力相匹配;确保紧凑型发展,提倡短程通勤;通过规范停车和道路使用,增加出行便利性。
(6)除了步行尺度,TOD圈层及边界的划分还受到用地功能、地价分布和级差强度等其他因素的影响。