【摘要】：以南京地鐵1、2號線為例,通過多個(gè)指標(biāo)測度地鐵建成前后的交通通達(dá)性及其格局變化,探討不同類型用地對地鐵通達(dá)性的增值響應(yīng)模式。研究結(jié)果表明:地鐵從時(shí)間成本、影響范圍等方面增益了研究區(qū)交通通達(dá)性;外圍絕對通達(dá)性增幅高于中心區(qū),而"半徑陷阱"作用使得中心區(qū)的相對通達(dá)性高于外圍,產(chǎn)生"中心膨脹-外圍坍縮"的通達(dá)性格局變化;地價(jià)格局變化與通達(dá)性格局變化類似,不同類型用地對地鐵的增值響應(yīng)模式不同,商業(yè)用地增值為對數(shù)響應(yīng)模式、住宅用地為指數(shù)響應(yīng)模式、工業(yè)用地為線性響應(yīng)模式;地鐵對城市土地升值的貢獻(xiàn)占到總量的1/3,其中地鐵對商業(yè)用地外部性作用大于住宅和工業(yè)用地。研究結(jié)果可為評估地鐵對城市土地利用影響、城市經(jīng)濟(jì)外部性以及制訂征收差別化的土地房屋稅收政策提供依據(jù)。
[Abstract]:Taking Nanjing Metro Line 1 and 2 as an example, the traffic accessibility and its pattern changes before and after the completion of subway are measured by several indexes, and the value-added response modes of different types of land to subway accessibility are discussed. The results show that the subway increases the traffic accessibility in the study area from the aspects of time cost and influence range, while the absolute accessibility increase is higher than that of the central area, and the "radius trap" makes the relative accessibility of the central area higher than that of the periphery. The change of land price pattern is similar to the change of accessibility pattern. Different types of land use have different response modes to subway, and commercial land increment is logarithmic response mode. Residential land is exponential response mode, industrial land is linear response mode, subway contribution to urban land appreciation accounts for 1 / 3 of the total, in which the role of subway to commercial land externality is greater than residential and industrial land. The results can provide the basis for assessing the impact of subway on urban land use, urban economic externalities and formulating a differentiated land and housing tax policy.
【作者單位】： 江西師范大學(xué)城建學(xué)院;南京大學(xué)地理與海洋科學(xué)學(xué)院;中國聯(lián)合工程公司規(guī)劃市政設(shè)計(jì)院;
【基金】：國家自然科學(xué)基金項(xiàng)目(41001047)~~
【分類號】：U12

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本文編號：2119250