【摘要】：當下,我國處于交通高速發(fā)展過程中,城市的格局正在發(fā)生著巨變,城市特征的差異在不斷拉大。這種差異直觀體現(xiàn)在城市規(guī)模、空間形態(tài)、用地布局、交通框架與出行特征上等等。然而,自1995年《城市道路交通規(guī)劃設計規(guī)范》頒布以來,當初以人口規(guī)模差異為主要分類因素所制定的道路網規(guī)劃指標已指導我國城市道路建設近20年。在城市差異越來越多樣的今天,部分指標的適用性引起了廣泛的關注。其中,以帶型城市為對象的研究也越來越多,認為形態(tài)上的差異會影響交通特征,從而需要改變路網的布局,導致其道路設施與指標體現(xiàn)一定的差異,一些研究從定性分析和簡單數(shù)據對比也得出了與之相印證的結論。 然而,既有研究中也存在一些問題,集中在兩個方面：一方面是量化研究少,結論較為籠統(tǒng),實際應用效果不理想；另一方面是系統(tǒng)性研究少,僅以少數(shù)幾個典型帶型城市為案例所得到的指標不足以指導該類城市的道路建設。 因此,基于現(xiàn)狀背景與研究中的問題,本研究首先從城市空間入手,收集并整理了全國658個城市的形態(tài)數(shù)據,包括建成區(qū)長度、寬度和長寬比。以長寬比為主要劃分指標,將城市(組團)的形態(tài)分為團狀、帶狀和線條狀,三種形態(tài)之間的長寬比分界值為3：1和7：1,又將形態(tài)呈團狀的城市稱為團狀城市,形態(tài)呈帶狀或線條狀的城市統(tǒng)稱為帶型城市,完成從“形”到“型”的過程。然后以區(qū)分出的帶型城市和團狀城市為基礎,抽象其城市空間,簡化其道路干線網絡與交通特征,建立不同規(guī)模、不同長寬比、不同路網布局的城市模型,并用TransCAD軟件進行交通分配模擬。最后得出不同情況下帶型、團狀兩類城市模型的路段交通運行特征,驗證了其差異性的存在：帶型城市路段交通特征變化類似于對數(shù)突變,高低值間落差斜率大：團狀城市則呈線性溫和變化,高低值間落差斜率小。這種顯著差異主要是由于帶型城市空間寬度的限制,造成長軸方向干線道路設施少,從而在長軸干線上聚集大量交通,帶來交通特征的對數(shù)型變化。 針對路段交通特征差異,基于研究中得到的路段交通量-長度累計百分比曲線,本研究提出了不同規(guī)模、長寬比的帶型城市在推薦路網模式下,干線道路的分類以及不同類別干線道路的里程比例與對應所承擔的交通量比例。這些理論指標,對95版《城市道路交通規(guī)劃設計規(guī)范》路網規(guī)劃的部分指標是一種擴展和細化,為更加針對性地指導帶型城市的干線路網規(guī)劃與設計提供了參考依據。
[Abstract]:At present, our country is in the process of high-speed development of traffic, the pattern of the city is changing dramatically, the difference of the characteristics of the city is widening. The differences are embodied in urban scale, spatial form, land use layout, traffic framework and travel characteristics and so on. However, since the promulgation of the "Code of Urban Road Traffic Planning and Design" in 1995, the road network planning index based on the difference of population size has been used to guide the urban road construction in China for nearly 20 years. As the urban differences become more and more diverse today, the applicability of some indicators has attracted extensive attention. Among them, there are more and more researches on belt-shaped cities. It is considered that the differences in shape will affect the traffic characteristics, so it is necessary to change the layout of the road network, which leads to the differences in road facilities and indicators. Some studies also draw conclusions from qualitative analysis and simple data comparison. However, there are also some problems in the research, focusing on two aspects: on the one hand, the quantitative research is less, the conclusion is more general, and the practical application effect is not ideal; On the other hand, there are few systematic studies, and only a few typical belt cities can not be used to guide the road construction of these cities. Therefore, based on the background of the present situation and the problems in the research, the paper firstly collects and arranges the morphological data of 658 cities in China, including the length, width and ratio of length to width of the built-up area, starting with the urban space. Taking the ratio of length to width as the main index of division, the shape of the city (cluster) is divided into clusters, bands and lines. The cutoff value of the ratio of length to width among the three forms is 3:1 and 7 渭 1, and the city with the shape of cluster is called a cluster city. Banded or line-shaped cities are collectively called belt-shaped cities, completing the process from "shape" to "shape". Then on the basis of the differentiated belt city and group city, the city space is abstracted, the main road network and traffic characteristics are simplified, and the urban model of different scale, different aspect ratio and different road network layout is established, which is based on the city model of different size, different ratio of length to width, and different layout of road network. TransCAD software is used to simulate traffic assignment. Finally, the traffic characteristics of two types of urban models, belt type and cluster type, are obtained under different conditions, and the existence of the difference is verified: the change of traffic characteristics of belt-type urban sections is similar to the logarithmic sudden change. The slope of drop between high and low value is large: the group city shows linear mild change, and the slope between high and low values is small. This significant difference is mainly due to the limitation of the spatial width of the belt-shaped cities, resulting in less road facilities in the long-axis direction trunk lines, thus gathering a large number of traffic on the long-axis trunk lines, resulting in logarithmic changes in traffic characteristics. According to the difference of road traffic characteristics, based on the cumulative percentage curve of road section traffic volume and length, the paper puts forward the different size and ratio of length to width of the belt-type cities under the recommended road network model, and based on the traffic volume-length cumulative percentage curve obtained in the study. The classification of trunk roads and the proportion of mileage of different types of trunk roads to the corresponding traffic volume. These theoretical indexes are an extension and refinement to some indexes of road network planning in the 95 edition, which provides a reference basis for guiding the planning and design of the trunk road network in the belt-type cities more pertinently.
【學位授予單位】：中國城市規(guī)劃設計研究院
【學位級別】：碩士
【學位授予年份】：2014
【分類號】：U412.12

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