交通方式竞争:试论我国大城市公共交通的发展——以南京市为例

认为各种交通方式在满足居民出行时不仅是互补关系,同时也存在竞争关系。它们的发展遵循"优胜劣汰,适者生存"自然法则,淘汰机制是人工选择。基于该视角,以南京城市道路交通发展为实例,分析了各种交通方式的发展势态、居民对它们的偏好及其各自的优势范围,认为公共交通在交通体系中地位下降是必然结果。最后认为,在强调市场竞争机制的转型期,要扭转该趋势,必须通过政府手段来提高公共交通的竞争力。     

Travel-based residential self-selection: A qualitatively improved understanding from Norway

By integrating both quantitative and qualitative materials, this paper sheds new light on the role of travel-based residential preferences in residential location choice and the implications for land-use and travel behavior research. In the two Norwegian metropolitan areas of Oslo and Stavanger, movers who select their residence based on travel attitudes relocate to inner-city districts but not to suburban areas. For those who move to suburban areas, criteria other than travel are more important. Residential self-selection toward transit-rich neighborhoods is more prominent in the large, monocentric Oslo region than in the smaller, polycentric Stavanger metropolitan area where transit provision is generally poorer. Travel-based residential self-selection may affect the effect estimates of built environment characteristics somewhat for travel mode choice, less so for travel distance in general, and hardly at all for commuting distance. Overall, there is no strong empirical basis in support of controlling for travel-based residential self-selection in land-use and travel behavior research in a Norwegian urban context. Built environment characteristics exert substantial impacts on intra-metropolitan travel distances and modes, regardless of residential self-selection.     

Non-motorized transportation in four Shanghai districts

Shanghai is well known for a high level of non-motorized travel, in particular by bicycle. This research investigated firstly whether significant differences in the use of non-motorized transportation between areas of the city can be attributed to particular features of the local environment, in particular road network characteristics and design; secondly, the extent to which personal and household characteristics contribute to this variable use of foot and bicycle modes of travel. The most recent trips and daily repeated trips of 1,811 individuals were collected in four districts in Shanghai in a one-week period. Distances were extracted from a GIS while regression analysis examined the significance of district, age, income, trip purpose and mode choice in the distance travelled and in the proportion of travel by non-motorized means. District accounted for up to 22% of variance in the proportion of non-motorized travel. Differences in the allocations to motorized and non-motorized modes between districts were significantly related to block structure and road density but not to public transportation provision. There were also significant differences in travel distances by mode and trip purpose. Finally, age, income, household composition and type of employment had very minor effects on travel mode and travel distance by non-motorized modes.     

上海外围大型社区居民属性和出行行为——基于嘉定江桥金鹤新城的实证研究

研究上海中心城以外大型居住社区的实际居住人群及其出行需求特征是提供公共设施配套和交通服务的依据。本文在实证研究中以随机抽样调查为主,辅以居委会访谈。老年人、本地就业者和外地来沪就业者三类人群构成了金鹤新城的实际主体居住人群。出行目的方面,除了上班、上学的日常通勤出行外,采购生活必需品出行也占相当大比例。出行方向,由区外出行和区内出行构成,区外出行具有往中心城的向心性,区内出行主要是往附近嘉定江桥镇区。居民的日常出行高度依赖公共交通,包括公交和轨道。单程出行时间在1小时以上的出行占总样本相当大比例,出行时间成为居民满意度较低的指标。总体来看,该社区具有低区域机动性、低个人机动性、低可达性的特征。     

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。     

“Wheelchair slow transit” system-based elderly auxiliary travel mode

Based on research of the current situation and analysis result of a case study in the Nanjing region, this paper proposes a “wheelchair slow transit”(WST) system-based elderly auxiliary travel mode. The system involves three fundamental composition frames, namely, support, transit components, and connection components. Each component is designed as an armrest, ground track, or vertical type to respond to actual demands. Thus, this system may be adaptable to diverse conditions. Taking Xiangpuying community as a case study, the author examined the application of the WST auxiliary mode in particular communities. The WST system helps to increase the accessibility of existing public areas, creates a safe community traffic environment, improves municipal facilities, and strengthens universal design. The study intends to provide a reference to obtain a complete aged care design and to build a comfortable and livable aged care community environment.     

提高公共交通竞争力的措施分析

政府确立的公共交通优先发展战略实质,是想通过政府手段来提高公共交通在交通运输市场中的竞争力.在此基础上,提出了在自由竞争的市场环境中,各种交通方式间竞争关系的基本分析框架.并在该框架内,以出行距离来衡量交通需求,着重分析了公共交通与自行车基于时间成本上的均衡点和公共交通与小汽车基于出行综合成本上的竞争均衡点,并分别推导出相应的判别模型.根据判别模型推论各个影响因素与公共交通竞争力间的函数关系,提出相应的政策措施,并对各个措施进行评述总结.     

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.     

The Role of Land Use in Travel Mode Choice: Evidence from Boston and Hong Kong

This article presents a study that analyzed the influence of land use on travel mode choice using survey data from Metropolitan Boston and Hong Kong. In Boston, the focus of inquiry was on whether land use would still matter for mode choice (and if so, to what extent) when mode attributes and traveler socioeconomic characteristics were taken into account. In Hong Kong, where the role of land use in mode choice is obvious due to the densely built environment, the focus was on whether land use completely explained the transit-dominated travel pattern. The empirical modeling confirmed that the role of land use in influencing travel was independent from travel time and monetary costs. Elasticity estimates show that the composite effect of land use on driving could be comparable in magnitude to that of driving cost. Yet being place specific, land use strategies are limited by the spatial extent to which they can be implemented. Land use strategies influence travel more effectively when complemented by pricing policies.     

Exploring the underlying dimensions of elements affecting traffic congestion relief impact of transit

In this paper a new approach for transit congestion relief measurement in urban areas is described. The paper reviews relevant transport data sources and describes how a comparable international transport database has been selected for this study. The elements affecting the congestion relief impact of public transport in global cities are explored. Factor analysis is used to identify the underlying dimensions of the measured elements from the readily available urban and transport data for a broad international spectrum of cities. The multivariate data analysis manifests three major dimensions of factors affecting congestion relief: (1) transit-oriented factor, (2) car-deterrence factor, and (3) urban-form factor. Finally, by using linear regression analysis, this paper has determined how these three dimensions are related to the congestion relief value of transit. The results of the regression analysis show that all three dimensions positively influence transit congestion relief. Car-deterrence factor has the strongest influence on transit congestion relief, followed by transit-oriented factor and urban-form factor. In addition, the regression model provides a quantitative link between city variables, transport characteristics and transit congestion relief without using comprehensive transport modelling approach. This quantitative link can provide insight to our understanding of the strength of these dimensions to transit congestion relief for urban areas.     

Are multimodal travelers more satisfied with their lives? A study of accessibility and wellbeing in the Denver,Colorado metropolitan area

In this study, we ask how the ability to use multiple transportation options affects one's subjective wellbeing (SWB), including aspects such as physical health, financial security, standard of living, and personal relationships. A clearer understanding of these associations can inform investments in multimodal infrastructure. We draw on 232 surveys from a diverse set of residents in the Denver, Colorado metropolitan area and find that having more transportation choices can improve standard of living for low- and middle-income residents. Multimodal middle-income residents are also more satisfied with their health and what they are achieving in life. Vehicle owners report higher levels of satisfaction with their standard of living, health, and achievements, compared to non-owners, unless auto is their only travel mode. Only low-income respondents had significant differences in standard of living by where they lived, with greatest satisfaction in the urban core. These results confirm the relationship between public transit and SWB, and contribute to our understanding of how the concept of motility (social and spatial mobility) shapes one's quality of life. The findings have implications for investments in transportation modes across neighborhood types and populations, so that people have a range of travel options to meet their needs and increase their satisfaction with their goals through improved daily travel.     

城市街区环境要素对低碳出行的影响研究——以湖北武汉为例

该文基于对武汉八个典型街区的街区用地模式、交通设施配置、交通管理组织、周边房产信息等要素与街区居民出行特征的调查与比对,分析了不同街区环境要素对居民低碳出行的影响机理,为适合低碳出行的城市街区用地与交通环境构建提供了一定的指导。     

From the Editors

Problem: Reducing gasoline consumption could sharply curtail greenhouse gas emissions. Ongoing research seeks to document factors associated with green travel behavior, like walking and transit use.

Purpose: We seek to determine whether green beliefs and values are associated with green travel behavior. We measure whether residents of communities with environmentalist attributes drive less, consume less gasoline, and are more likely to commute by private vehicle. We explore several channels through which green beliefs and values may affect travel behavior and vice versa.

Methods: We drew our demographic, transportation, and built environment data from the 2000 Census of Population and Housing including the Public Use Microdata Sample and the 2001 National Household Travel Survey, and constructed our indicators of green ideology using voting records, political party membership, and data on hybrid auto ownership. We estimated ordinary least squares regression and linear probability models using both individual households and small areas as units of analysis.

Results and conclusions: We find green ideology is associated with green travel behavior. People with green values are more likely than others to be located in communities with high population densities and proximity to city centers and rail transit stations, which are attributes conducive to environmentally friendly travel. We also find that residents of green communities engage in more sustainable travel than residents of other communities, even controlling for demographics and the effects of the built environment. Green ideology may cause green travel behavior because greens derive utility from conservation or because greens locate in, or create, areas with characteristics that promote sustainable travel. We also discuss the possibility that green travel behavior may cause green beliefs.

Takeaway for practice: If greens self-select into dense, central, and transit-friendly areas, the demand for these characteristics may rise if green consciousness does. Alternatively, if these characteristics cause green consciousness, their promotion promises to increase green behavior. The implications of our finding that residents of green communities engage in more sustainable travel patterns than others depends on the causal mechanism at work. If greens conserve because they derive utility from it, then environmental education and persuasion may bring about more sustainable travel. Alternatively, if green travel behavior causes green beliefs, it is possible that attracting more travelers to alternate modes and reducing vehicle miles traveled may increase environmental consciousness, which may in turn promote other types of pro-environment behavior.

Research support: None.     

Peripheral Residential Relocation and Travel Pattern Change

The aim of this article is to identify how residential location affects travel patterns, and specifically how peripheral residential relocation impacts on individual travel patterns. The current research presents findings from a case study of Northwood, the largest new peripheral residential development located on the northern rural/urban fringe of Christchurch, New Zealand. During the 1990s a large amount of rural land was rezoned for urban development in Christchurch, the environmental consequences of which have led to continued political conflict particularly between regional and local tiers of government. In the light of such conflict we investigate how new residential developments, such as Northwood, have influenced changes in modal choice and distances travelled for employment and other purposes. Overall results show a minimal change in travel mode, which remained heavily dominated by the car. However, there was a substantial lengthening of travel distances after residential relocation, although this was found to vary by the purpose of the trip.     

Peripheral Residential Relocation and Travel Pattern Change

The aim of this article is to identify how residential location affects travel patterns, and specifically how peripheral residential relocation impacts on individual travel patterns. The current research presents findings from a case study of Northwood, the largest new peripheral residential development located on the northern rural/urban fringe of Christchurch, New Zealand. During the 1990s a large amount of rural land was rezoned for urban development in Christchurch, the environmental consequences of which have led to continued political conflict particularly between regional and local tiers of government. In the light of such conflict we investigate how new residential developments, such as Northwood, have influenced changes in modal choice and distances travelled for employment and other purposes. Overall results show a minimal change in travel mode, which remained heavily dominated by the car. However, there was a substantial lengthening of travel distances after residential relocation, although this was found to vary by the purpose of the trip.     

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.     

大城市街区土地利用特征与居民通勤方式研究——以杭州城西为例

基于杭州城西9个街区1339份居民出行数据,利用居民个体属性、出行距离和土地利用等三组变量建构了多项逻辑决策模型,分析街区土地利用变量对通勤方式选择的影响。结论为:在中国高密度城市形态下,由于城区扩张和收入水平提高,形成了以小汽车为主导的混合通勤结构,而小尺度街区、密集路网等土地利用变量则是助长小汽车通勤的诱因;有必要在街区空间尺度上,通过土地利用规划、小汽车使用管制以及公共交通环境设计等综合措施,优化居民的通勤结构。     

Book Reviews and Notes

Problem, research strategy, and findings: Planners need a clear understanding of what influences walking and bicycling behavior to develop effective strategies to increase use of those modes. Transportation practitioners have largely focused on infrastructure and the built environment, although researchers have found that attitudes are also very important. The theory of planned behavior (TPB) suggests that behavior such as active transportation results from a mixture of personal attitudes toward these modes, subjective norms, and a person's perceived behavioral control, giving us a way to conceptualize psychological factors that influence travel behavior. Using data from a random phone survey of three neighborhoods in Portland (OR), we test whether TPB explains the possible causal relationships among the built environment, socio-demographics, and active transportation. We find that both the built environment and demographics influence cycling and walking, although indirectly, by influencing attitudes and perceived behavioral control. Moreover, it is important to look at bicycle-specific infrastructure separately from other environmental characteristics. For example, relatively flat neighborhoods with well-connected, low-traffic streets and multiple destinations were associated with more frequent bicycling, but striped bike lanes were not.

Takeaway for practice: Practitioners cannot rely solely on changing the environment to increase bicycling. Programs such as public events and individualized marketing that influence attitudes may be necessary to reinforce positive environmental features. This is particularly true for women and older adults. Moreover, adding bike lanes to an otherwise poor bicycling environment may not increase bicycling in any significant way.     

公交优先导向下超大城市的综合交通规划研究——“上海2040”交通发展思考

公交优先是上海长期以来构建综合交通体系的重大战略.回顾发展历程,剖析上海作为超大城市在经历集中大规模建设期后,在与空间形态的协调、出行效率和服务品质、城市交通结构的集约性等方面的瓶颈.结合国际经验、国家战略、上海转型以及交通需求情景研判,立足建设卓越的全球城市的目标愿景及分解指标,提出未来25年上海要以“绿色发展、永续发展”的价值导向,建立高效协作的门户枢纽城市、便捷高效的城市交通体系、绿色低碳的交通发展模式等三个维度的交通发展目标,并指出从区域、市域、分区等不同空间层面,交通与空间协同优化的规划方法及内容要求.分析并提出了交通引领、公交主导、人本协同等理念指引下,如何突出骨架作用、打造轨道都市、引导绿色出行的思路及策略要点.