都市区建成环境对“共享单车+地铁”通勤使用影响的空间异质性——以深圳市为例  

Spatial Heterogeneity of the Built Environment Effect on the Use of a Bikeshare-Metro Commute in a Metropolitan Area:A Case Study of Shenzhen

作　　者：郭源园 吴磊[2] 曾鹏[1] Guo Yuanyuan;Wu Lei;and Zeng Peng(School of Architecture,Tianjin University,Tianjin 300072,China;School of Architecture and Planning,Hunan University,Changsha 410082,China)

机构地区：[1]天津大学建筑学院,天津300072 [2]湖南大学建筑与规划学院,长沙410082

出　　处：《热带地理》2023年第5期872-884,共13页Tropical Geography

基　　金：四川省教育厅人文社会科学重点研究基地重点项目——“四川省资源型城市精明发展评估、机制及策略研究”(ZYZX-ZD-2101);国家自然科学基金面上项目——“城镇化政策演进与京津冀乡村空间网络变迁的响应机制研究”(51978447)。

摘　　要：“共享单车+地铁”的多模式组合出行被认为能较好地解决“最后一公里”问题,同时也能进一步促进大都市区TOD(Transit-Oriented Development)的建设和发展。以中国大都市区之一的深圳市为案例,基于ofo停车位置大数据挖掘“共享单车+地铁”的接驳使用,应用全局回归分析(OLS回归)、地理加权回归(GWR)和半参数地理加权回归(SGWR)模型对建成环境与“共享单车+地铁”接驳使用的关系进行探讨,并揭示建成环境影响的空间性。研究发现,SGWR比GWR和OLS模型能更好地解释建成环境对驶入接驳的影响,但SGWR并不适用于驶出接驳的建模。模型分析表明,建成环境对不同接驳类型(驶入和驶出接驳)的影响不尽相同,人口密度、主干道和进站客流3个正向因子以及中学数量、地铁站点和交叉路口3个负向因子对驶入接驳的影响呈现出了明显的空间差异;相比之下,办公用地、公园广场、公交站点以及出站客流在大部分地铁站点对于驶出接驳的影响表现出正相关,而居住用地、中学数量、地铁站点及CBD距离则表现出负相关。Recently,dockless bikeshare(DBS),a new bikeshare program that does not feature fixed dock stations,has been developed rapidly in China and has also offered a decent solution to the first-and last-mile problem.In addition,the integration of DBS and metro strongly promotes the transit-oriented development,particularly in the metropolitan areas of China.To achieve the seamless connection between DBS and metro transit,the spatial variation of the effects of urban built environment,particularly in high-density metropolitan areas,should be explored to advance the targeted policy interventions in different urban spaces.Using data from one of the largest DBS operators in China(ofo),this study measured the integrated use of DBS and the metro quantitatively,and it employed geographically and semiparametric geographically weighted regression(GWR and SGWR,respectively)to examine the effects of the built environment on the integrated use,using Shenzhen as a case study.The findings show that(1)The SGWR model performs better than GWR and OLS in explaining the relationship between built environment and access integrated use,whereas SGWR is not applicable for the egress integrated use.(2)Three positive determinants of population density,major road length and inbound metro ridership,and three negative determinants of metro density,secondary school,and intersection density have been examined with spatial effects on the access integration.(3)For egress integration,official land use,park,bus stops,and outbound metro ridership have positive and spatial effects,while residential land use,number of secondary school,metro density and distance to CBD(Central Business District)exert negative spatial effects.The results indicate that the built environment elements usually affect the integrated use with spatial variation.Furthermore,the access and egress integration use of DBS metro largely depends on the characteristics of built environment of the origin and destination metro catchment,respectively.This work provides insight into how the DB

关 键 词：共享单车 建成环境 半参数地理加权回归 接驳 空间异质性 深圳市 

分 类 号：U491.225[交通运输工程—交通运输规划与管理] TU984.113[交通运输工程—道路与铁道工程]