本文關(guān)鍵詞： 職住空間 通勤行為 職住率 均衡指數(shù)　出處：《哈爾濱工業(yè)大學(xué)》2015年碩士論文　論文類型：學(xué)位論文

【摘要】：居住和就業(yè)是城市居民日常生活工作聯(lián)系最為密切的兩個(gè)場所,形成城市居民在城市空間中活動(dòng)最為主要的兩個(gè)錨點(diǎn),而連接居住地和就業(yè)地的通勤則是城市日常生活中最為主要的交通出行行為。職住地的空間分布直接影響了城市居民的通勤行為,從而影響人們的生活質(zhì)量。隨著城市化進(jìn)程的深入和城市規(guī)模的擴(kuò)張,城市職住分離現(xiàn)象越來越嚴(yán)重,并導(dǎo)致長距離通勤行為,引發(fā)交通擁堵、環(huán)境污染等城市問題。所以研究城市職住空間分布及它對居民通勤行為的影響是十分有必要的。國外主要從城市規(guī)劃角度關(guān)注城市空間分布,研究側(cè)重導(dǎo)致職住空間失衡的制度性因素,給予弱勢群體人文關(guān)懷。而國內(nèi)主要偏向一些城市的實(shí)證研究。正是基于這樣的研究環(huán)境背景下,本文以深圳市為研究對象,研究深圳市職住空間分布及對居民通勤行為的影響。研究中對2000年深圳市職住空間分布進(jìn)行了分析,并采用2005年的居民通勤數(shù)據(jù)研究深圳市居民通勤距離和通勤方式特征,從職住空間關(guān)系和街道均衡性兩個(gè)測度研究對居民通勤行為的影響,通勤行為包括通勤距離和通勤方式,采用的指標(biāo)是職住率和本文構(gòu)建的均衡指數(shù)。采用空間分析和數(shù)理統(tǒng)計(jì)的方法,建立了多元回歸模型和logit模型。職住率能反映出街道的功能性質(zhì)對居民通勤行為的影響,街道均衡指數(shù)可以衡量街道自足性對居民通勤行為的影響。整體看來,深圳以居住為主的街道比以就業(yè)為主的街道多。特區(qū)內(nèi)職住空間分布情況兩極分化,居住型街道主要沿沿海和特區(qū)內(nèi)分布,特區(qū)外以就業(yè)為主導(dǎo)的街道較多。從街道均衡性角度看,特區(qū)內(nèi)街道職住均衡兩極化,特區(qū)內(nèi)職住不均衡的街道,主要是職位數(shù)較多,而居民較少,吸引大量流動(dòng)通勤來街道內(nèi)工作。職住空間對居民通勤行為的模型結(jié)果顯示,職住率的提高可以減少居民平均通勤距離,職住率每提高1個(gè)單位,通勤距離就縮短0.375 km。職住率越高的街道,居民可選擇的就業(yè)機(jī)會(huì)就越多,這樣就可以避免長距離擇業(yè),減少通勤距離,職住率提高會(huì)促使步行、自行車和摩托車通勤方式的增加。均衡指數(shù)的提高會(huì)增加居民平均通勤距離,均衡指數(shù)每提高1個(gè)單位,通勤距離就增加0.134 km,均衡指數(shù)越低,居民平均通勤距離越短,相對于第二類地鐵、公共大巴、公共小巴、的士及單位班車或小區(qū)巴士通勤方式,選擇步行、自行車和摩托車通勤方式的人越多,街道自足性越高,越平衡。
[Abstract]:Residence and employment are the two most closely related places of daily life and work of urban residents, forming the two most important anchors of urban residents' activities in urban space. The commuting between the place of residence and employment is the most important traffic behavior in the daily life of the city, and the spatial distribution of the occupation place directly affects the commuting behavior of the urban residents. With the deepening of urbanization and the expansion of urban scale, the phenomenon of separation of occupation and residence is becoming more and more serious, which leads to long-distance commuting behavior, causing traffic congestion. Environmental pollution and other urban problems. So it is very necessary to study the urban occupational space distribution and its impact on residents commuting behavior. Foreign countries mainly focus on urban spatial distribution from the perspective of urban planning. The study focuses on the institutional factors that lead to the imbalance of occupation and housing space, and gives humanistic care to the vulnerable groups. However, the domestic empirical research is mainly biased towards some cities. It is precisely based on this research environment background. This paper takes Shenzhen as the research object to study the spatial distribution of occupation and residence and its influence on the commuting behavior of residents in Shenzhen. In the study, the spatial distribution of occupation and residence in Shenzhen in 2000 was analyzed. Using the data of residents commuting in 2005, this paper studies the characteristics of commuting distance and commuting style in Shenzhen, and studies the influence on the commuting behavior from two measures: the relationship between occupation and living space and the street equilibrium. Commuting behavior includes commuting distance and commuting mode. The indicators are occupation occupancy rate and equilibrium index constructed in this paper. Spatial analysis and mathematical statistics are used. The multivariate regression model and logit model are established. The occupation and occupancy rate can reflect the influence of the function of the street on the commuting behavior of residents. Street equilibrium index can measure the impact of street self-sufficiency on the commuting behavior of residents. On the whole, there are more residential streets than employment-oriented streets in Shenzhen. Residential streets are mainly distributed along the coast and in the SAR, and there are more employment-oriented streets outside the SAR. From the perspective of street equilibrium, the street in the SAR is polarized in terms of balanced occupation and occupation, and the streets in the Special Administrative region are not balanced in terms of occupation and housing. The main reason is that there are more jobs and fewer residents attract a large number of mobile commutes to work in the street. The results of the model show that the increase of occupation and occupation rate can reduce the average commuting distance of residents. The higher the occupation rate, the more employment opportunities the residents can choose, which can avoid long distance employment and reduce commuting distance. The increase of occupational occupancy rate will promote the increase of commuting mode of walking, bicycle and motorcycle. The increase of equilibrium index will increase the average commuting distance of residents, each unit of increase of equilibrium index. The commuting distance increased by 0.134 km. The lower the equilibrium index, the shorter the average commuting distance of residents, as compared with the commute mode of type II MTR, public bus, public light bus, taxi and unit bus or residential bus. The more people who choose to walk, bike and motorcycle commutes, the more self-sufficient and balanced the streets are.
【學(xué)位授予單位】：哈爾濱工業(yè)大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2015
【分類號(hào)】：U491;TU984.113

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本文編號(hào)：1448404