“末梢时间”对保障房居民公共交通出行的影响

保障房居民主要是中低收入阶层,对公共交通依赖度极高,故公交的便利通达性尤为关键。文章以厦门市保障房社区为例,采用文献查阅、现场踏勘和深度访谈的方法,识别居民为完成公交出行"最后一公里"耗费的"末梢时间"(反映公交便利性或可达性)的组成部分和影响因素,并估算"末梢时间",分析它对公交通达性的影响。研究发现:①"末梢时间"由步行到站时间和候车时间组成,影响"末梢时间"的因素包括门禁效应、机动车道阻隔和公交频次等;②保障房居民公交出行"末梢时间"平均超过13分钟;③"末梢时间"极大地降低了公交通达性;④保障房社区的公交可达性远低于普通商品房。最后文章提出完善"最后一公里"慢行交通体系,加强与公交站点的连结;合理管控优化门禁设施,开放小区内部道路;缩小小区尺度,提高道路密度;完善城市服务设施,对接"15分钟社区生活圈"等空间改进策略。     

Job accessibility and job‐education mismatch in the metropolitan area of Barcelona

This paper analyses the effect of job accessibility on job‐education mismatch in the metropolitan area of Barcelona with regard to both public and private transport. Transit accessibility is defined in terms of the spatial distribution of employment relative to travel time by public transport, whereas accessibility by private transport is approximated by car availability. The results obtained from a joint model for car ownership, employment selectivity and mismatch confirm that car availability matters for job‐education mismatch. Moreover, public transport connectivity to job locations favours the matching between schooling and occupation in the urban labour market.     

Planning transport infrastructure: examining the politics of transport planning in Melbourne,Sydney and Perth

Abstract

Australian cities have observed a “consensus turn” expressed as broad public support of greater accessibility and public transport provision as revealed in metropolitan strategic plans. In contrast large-scale road projects proposed to traverse the inner-city of three major Australian cities reveals an ongoing and deep-seated attachment by some to car-based travel in Australian urban transport planning. Comparative case studies of these three road projects in Melbourne, Sydney and Perth explores the impact that an antagonistic relationship between the state and community has on the culture of transport planning. Through observational insights, policy and media analysis and interviews with community groups, we show that this antagonistic planning culture arises when there is a fracture between metropolitan strategic plan-making and project planning, and when clear channels of communication and deliberation are undermined.     

Improving walkability for seniors through accessibility to food stores: a study of three areas of Greater Montreal

The aging of suburbs requires that pedestrian accessibility be favored in this type of environment, because walking is a key element in the quality of life of seniors. This article analyzes the potential for accessibility by foot in three inner suburbs of the Greater Montreal Area. Accessibility was calculated using walking distances throughout the street network. This analysis was complemented by an observation of physical-spatial characteristics likely to affect walking among seniors. Pedestrian accessibility is influenced not only by long travel distances but also by various obstacles that result from land-use decisions in favor of motorized travel on a regional scale. This article reveals the necessity for urban planners to find a balance between local accessibility by foot and public transit, and regional accessibility by motorized transport.     

民生视域下我国特大型城市交通拥堵问题研究

城市交通拥堵问题首先是一个社会问题,更是一个民生问题,问题的解决应实现从"以车为本"向"以人为本"的转变,核心是公平分配路权和公共服务资源均等化。在这样的认识基础上,本文提出一些政策建议,如:公共交通路权优先;经济杠杆限制小汽车使用;发展多层次的公共交通系统;完善慢行交通系统;倡导绿色出行、友好驾驶;实现公共资源均等化等。     

Disentangling the effects of the built environment on car ownership: A multi-level analysis of Chinese cities

Reducing the reliance on car-based transportation is a common goal of academics and policy makers, one element of which is car-ownership. This paper contributes to our understanding of the links between socio-economic attributes, the built environment and car ownership. Based on a sample of 3480 individuals across China in 2012, this study examines the impacts of the built environment at both neighborhood and city levels on car ownership and its moderating effects on household income. The results indicate that built environment elements at both levels affect car ownership significantly, and while some elements mitigate the effects of household income on car ownership, others strengthen them. Thus, urban transportation policy should focus on the built environment at both the neighborhood and city levels and promote compact development for the sake of restraining car ownership and encouraging more sustainable modes of travel. Moreover, policy should not ignore the interaction effects between individual socio-economic attributes and the built environment, as their directions are heterogeneous.     

Impact of utility-based accessibility measures on urban public transportation planning: A case study of Denizli,Turkey

As it is considerably difficult to identify specific changes by using a single numeric parameter, improvements gained by a new urban public transport (UPT) facility or by an operation policy is still a challenge in the decision-making process with respect to transportation planning. Although some indicators such as service quality, capacity usage ratio, service kilometers, passenger kilometers or seat kilometers are used by planners and policy makers, these indicators may not always reflect the total gain of trip makers: to access a facility providing a specific utility. Thus, this study aims to evaluate accessibility measures as performance indicators in the UPT planning process. Three scenarios that consist of timetable regulation, central business district restriction and integration with bus rapid transit are investigated using accessibility perspective in addition to the conventional indicators obtained by using VISUM™ travel demand modeling software. The results show that the first scenario leads to a more effective UPT system in terms of accessibility. Hence, a more distinctive measure is obtained for the decision stage of UPT planning.     

南京城市交通方式可达性空间分布及差异分析

将南京都市区划分为5个圈层和566个交通小区,采用南京都市区2006年土地使用现状数据,用区位熵采衡量社会经济发展机会数,根据机会累积可达性测度方法,计算了20、40和60min三种阀值下的自行车、小汽车和公共汽车的空间可达性.结果显示:①在当前建成环境下,交通方式的空间可达性呈同心圆模式;②小汽车相对于公共交通和自行车的可达性优势非常明显;③尽管公共交通在长距离或长时间出行中,相比自行车有一定优势,但是在近距离或短时间出行中,可达性优势很微弱;④在正处于快速城市化地区的中心城圈层和外围圈层,公共交通的可迭性小于自行车,说明当前的公共交通设施供给与土地开发模式不利于公共交通方式的发展.     

特大城市公园出行可持续性调研——上海实例研究

中国城市的绿地系统建设在当前快速的城市化进程巾获得迅速发展,但其对于城市可持续发展的实际成效有待进一步评价研究.针对当前中国特大城市面临的日益严峻的交通问题,通过对上海公园绿地建设发展过程的总结回顾,探讨其快速城市化导致的城市公园绿地的系统重构特征;并通过调研11处样本公园的游人出行方式,探讨这种重构对于居民游憩出行方式选择的实际影响,以评价当前中国特大城市的绿地建设模式是否有助于发展其城市交通的可持续性,从而指导其进一步的规划、建设和管理.     

A Review of “Suburban Nation: The Rise of Sprawl and the Decline of the American Dream (10th Anniversary Edition)”

Urban transportation policy is under review by federal, state, and local governments, and by the private sector. The political role of transport investments, techniques by which planners model and evaluate transportation programs, funding mechanisms for public and private transportation, and relationships between accessibility and urban form are being reconsidered more seriously today than at any time since the emergence of the automobile as the major mode of movement. While it is impossible to probe all of these questions deeply in a single journal issue, the six articles which comprise this symposium capture rather well the spirit of criticism, questioning, and change which today pervades the American community of transportation planners.     

Accessibility at the household level using the Structural Accessibility Layer: A forecast of potential future travel behaviour based on self-selection of residential location

The current paper analysis the differences in accessibility categories at the household level and by lifecycle changes by using the Structural Accessibility Layer. Results are evaluated from spatial, numerical and qualitative perspectives. Main findings show differences in residential preference by a single-person household, couple without children and households with children for different potential accessibility categories. This paper provides evidence that external factors influence the population to move from public transport into car-based mobility. Finally, we observe areas categorized as suitable for both walking and public transport mobility presenting low population density and residential development of those areas is suggested.     

上海城市交通政策的顶层设计思考

首先分析了城市交通与城市发展及可持续发展的关系,指出包括城市规划和城市交通规划内的城市管理能力是实现人们享受较高的城市交通方便性(城市机动性的提高),同时避免城市交通的外部性及对城市环境和全球气候环境的影响的重要因素。正是由于有比较明确的城市交通政策导向,面临城市快速经济发展和城市面积的扩展,与国内一些曾经希望适应小汽车发展的城市相比,上海城市交通状况和城市环境质量具有明显的优势。为此,对上海的城市交通政策的作用进行了系统的分析,指出在新的发展形势下一些曾经十分有效的政策其作用正在降低,人们必须对上海城市交通政策的顶层设计进行调整,将上海建设成为世界绿色城市交通之都     

CAN URBAN DENSITY EXPLAIN PERSONAL TRAVEL LEVELS?

This article examines the changes in personal travel levels, urban density, and other land use patterns over the period 1901 to 1991 in large Australian cities. It is shown that urban density changes are not the direct cause of the observed travel increases. Instead, the huge rise in travel convenience brought about largely by the shift from public transport to cars, best explains travel growth in the post-war era. Urban density, however, does affect travel convenience (especially average travel speeds and ease of parking), and thus indirectly, travel levels.     

Effectiveness of Transit Oriented Development in Reducing Car Use: Case Study of Subiaco,Western Australia

A transit oriented development (TOD) approach for Perth, Western Australia has been employed as one means of reducing car dependency. Planning for Subiaco Station precinct, one of the first Perth TOD precincts, commenced two decades ago. Drawing on a resident survey, an analysis of the extent that TOD has influenced transport mode choice is provided. The findings reveal that, over time, public transport use has increased and car use decreased, but the latter remains the primary mode of transport. Further reductions in car use could be achieved by addressing “within precinct” factors including improving the quality of pedestrian infrastructure and reducing generous car parking standards; and “beyond precinct” by improving metropolitan wide public transport accessibility in order to better link the precinct to other destinations. In addition to precinct design, addressing attitudes towards car use is necessary in order to change behaviour.     

A Spatial Analysis of Job Openings and Access in a U.S. Metropolitan Area

This article presents a study of spatial distribution of job openings and spatial variation in job accessibility in the Boston Metropolitan Area. The most striking finding is that despite decades of employment decentralization, job openings suitable for less-educated job seekers are still relatively concentrated in the central city. This is due to the fact that the great majority of job openings are vacancies resulting from turnover, the spatial concentration of which reflects the spatial concentration of current employment. A related finding is that for a given transportation mode, less-educated job seekers who reside in the central city still have, on average, somewhat better access to job openings than those who reside at the periphery of the metropolitan area. However, accessibility differentials among locations are small as compared to accessibility differentials between transportation modes. For job seekers who can travel by car, the majority of residential locations will allow them to have an access level higher than the average. For job seekers who depend on public transit, on the other hand, very few residential locations will allow them to have an above-average access level. These findings have important policy implications.     

The Effects of Transport Accessibility and Jobs–Housing Balance on Commuting Time: Evidence from Beijing

Increases in commuting time have caused serious social and environmental problems in a physically fragmentizing mega-city. Some policy-makers attend to solve commuting-related problems through alternative land-use policies, in particular mixed land use and multi-functional structures, rather than mere transport programmes. This paper investigates the effects of the jobs–housing balance on commuting time at the community level in Beijing. The paper puts forward a new indicator of home-based job proximity to measure the jobs–housing balance. A 1500 household-based travel data set was used to aggregate the average commuting time of the 60 communities studied. Based on the results of a correlation analysis, findings suggest that home-based job proximity has the strongest significantly negative relationship with average community commuting time. In fact, the results of a two-step regression analysis suggest that 68.6% of the changes in average commuting time are explained overwhelmingly by the home-based job proximity variable. However, there are no significant associations between average commuting time and the variables of local public transport accessibility and private vehicle transport accessibility. Obviously, current urban policy, which relies predominantly on ambitious and expensive programmes of transport infrastructure provision must be rethought in Beijing. Improving the jobs–housing balance through the implemention of compact land development may be an alternative to reducing overall commuting duration.     

Changing Frames of Mobility through Radical Policy Interventions? The Stockholm Congestion Tax

The introduction of a congestion tax was a significant moment in the management of mobility in Stockholm. This paper critically examines this apparent consensus on confronting car based mobility, by analysing how mobility was framed at key stages in policy making, from the 1970s through to the trial in 2006 and subsequent implementation. Changing transport objectives are compared, and winners and losers are traced in relation to motility and environmental quality. The paper argues that a car-based automobility frame survives, even in the implementation of a radical policy of congestion taxation.     

不同类型地铁站点对住宅价格的影响差异 ——以成都为例

地铁是促进居民低碳出行、解决城 市交通及一系列衍生问题、有助于实现碳达 峰、碳中和目标的重要交通方式。作为大型 城市交通基础设施和地方公共产品,地铁提 高了站点地区的可达性,可能产生经济外部 性,如提升土地和房地产价格。大量研究关 注此话题,但是它们较少考虑站点类型的差 异,比如区分换乘站、首末站和常规站。因 此,本研究基于成都2019年已开通的6条地铁 线路周边2.5 km范围内2 535个小区的27 814个 交易住宅样本,构建了双层随机截距特征价 格模型,估计了各个住宅特征的影子价格,对比换乘站、首末站和常规站对住宅价格的影响差异。实证结果表明：地铁正向影响周边 房价,带来增值效应;邻近换乘站与房价正相关;邻近首末站与房价负相关;换乘站的增 值效应远大于常规站;首末站的增值效应和常规站无显著差异。最后,围绕土地价值捕获 的政策制定进行了讨论。     

Evaluating the effectiveness of urban growth boundaries using human mobility and activity records

We proposed a methodology to evaluate the effectiveness of Beijing’s Urban Growth Boundaries (UGBs) using human mobility and activity records (big data). The research applied data from location check-in, transit smart card, taxi trajectory, and residential travel survey. We developed four types of measures to evaluate the effectives of UGBs in confining human activities and travel flows, to examine the conformity of urban activities with the planned population, and to measure the activity connections between UGBs. With the large proportions of intra- and inter-boundary travel flows and an overwhelming majority of check-ins inside the UGBs, the research concluded that Beijing’s UGBs were effective in containing human mobility and activity. However, the connections between UGBs, indicated by the spatial differentiation of the travel flows, were not consistent with the plan’s intention and strategy. It indicated the potential underdevelopment of the public transit serving several new cities.     

空间环境对交通出行特征的影响——拥有大规模公交体系的城市比较研究

选择世界范围内已拥有较好公交体系的城市,借助统计分析工具,比较研究空间环境差异对交通出行特征的影响。研究结果表明:空间环境因素中,道路密度、车站密度、人均CBD距离,公交廊道面积占比、建成区密度、中心性程度对于公交出行比例有更强的影响力。相较于公交都市,中国城市呈现出建成区面积更大,但建成区密度更小;大容量交通长度更长,但车站密度和公交走廊面积占比更小;道路长度更长,但道路密度更小的问题。这反映了中国城市趋于蔓延扩张的事实,也反映了城市大运量公共交通的布局问题。在上述分析的基础上,针对中国城市的特征,探讨建构起适合中国可持续宜居城市发展的TOD城市空间设计策略框架。