基于社会属性的北京市居民通勤满意度空间差异分析

doi:10.13249/j.cnki.sgs.2013.04.410

摘要/Abstract

摘要：

制度转型和城市空间重构背景下,中国城市居住和就业空间结构发生着巨大的变化,职住关系变化产生的职住分离及其引发的交通、环境问题逐渐受到重视。基于2005年、2010年两次大规模问卷调查数据,运用多元统计和空间探索分析方法对北京市城市居民通勤满意度的社会属性差异和空间分异进行了实证分析。研究发现：① 2010年北京市居民通勤满意度总体较为满意,但与2005年相比,通勤满意度有所下降。② 不同人群的通勤满意度差别明显。其中,一般平民和年轻打工族的通勤满意度相对较高,但年轻打工族对通勤不清楚或不关注的比例相对略高;而高收入阶层和年轻白领的通勤满意度相对较低。③ 通勤满意度的空间差异显著。通勤满意度较高的“热点区”主要集聚在内城、南城区域的个别街道,满意度较低的“冷点区”主要分布在城市远郊边缘街道;但在不同区域也零星存在通勤满意度得分的异质区域。

关键词: 通勤满意度, 职住分离, 空间格局, 居住分异, 北京

Abstract:

With the reform and opening up, China experienced a rapid growth during the past 30 years. At the same time, the urbanization level increased to nearly 50% at 2010. The transformation in China had provided a great opportunity for theoretical work on the urban study. The urban spatial structure had undergone tremendous change with housing reform too. The traffic problems such as longtime commute, traffic congestion and air pollutions that accompanied with the home-work separation are paid more attention now. Beijing, as the capital of China, is also faced these challenges. In this article, an empirical analysis focused on the difference of residents′ commuting satisfaction in Beijing was done based on the large-scale survey data both in 2005 and 2010. The survey focused on the commute behaviors and the social-economic characteristics of the people worked in Beijing. We find out that the people can be divided into 4 groups by using Principal Component Analysis based on their socio-economic characteristics. The 4 groups are civilians in general, young migrant workers, high-income group and young white-collar workers. And then the spatial distribution of the 4 groups was tested by using Moran′s I. The results show that there are significant spatial autocorrelation in distribution of civilians in general and young white-collar workers. But the distribution of young migrant workers and high-income group are more random than spatial cluster. The hot spots of the cluster of the groups were found by LISA. General civilians mainly gather in western suburbs and young migrant workers mainly in urban central area or nearby Zhongguancun; high-income group also gather in urban center while young white-collars cluster are located in northern area of the city and the area near the East Fifth Ring Road. The difference of the commuting satisfaction among these groups is tested too. The results show that compared with 2005, the residents commute satisfaction has declined in Beijing in 2010. One reason may be the commuting time increased from 38.0 min to 43.6 min at the same time. The commuting satisfaction of civilians in general and young migrant workers is relatively higher while high-income group and young white-collar workers had lower satisfaction. The result shows that there is significant spatial difference of the residents’ commuting satisfaction too. The hot spot with higher satisfaction clustered in the center area of the city, and the cool spot with lower satisfaction clustered in the suburbs area of the city. The spatial distribution of the groups can help to understand the pattern of the residents’ commuting satisfaction.

Key words: commuting satisfaction, home-work separation, spatial pattern, residential separation, Beijing

中图分类号:

F119.9

孟斌, 湛东升, 郝丽荣. 基于社会属性的北京市居民通勤满意度空间差异分析[J]. 地理科学, 2013, 33(4): 410-417.

Bin MENG, Dong-sheng ZHAN, Li-rong HAO. The Spatial Difference of Residents′ Commuting Satisfaction in Beijing Based on Their Social Characteristics[J]. SCIENTIA GEOGRAPHICA SINICA, 2013, 33(4): 410-417.

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属性		样本数(个)	比例（%）	属性		样本数（个）	比例（%）
年龄	30岁以下	2695	63.2	家庭构成	单身独住	1658	39.0
	30~39岁	1048	24.6		单身和父母同住	736	17.3
	40~49岁	383	9.0		夫妻独住	817	19.2
	50~59岁	124	2.9		夫妻和父母同住	135	3.2
	60岁以上	15	0.4		夫妻携子女	621	14.6
学历	初中及以下	270	6.3		三代以上同住	144	3.4
	高中	712	16.7		其它	142	3.3
	大专	1219	28.6	交通方式	步行	454	10.7
	本科	1661	39.0		自行车	301	7.1
	研究生	393	9.2		电动车/摩托车	105	2.5
家庭月收入	3000元以下	909	22.0		公交车	1606	37.7
	3000~4999元	1180	28.6		地铁/轻轨	1003	23.6
	5000~9999元	1183	28.7		单位班车	135	3.2
	1~1.5万元	444	10.8		出租车	88	2.1
	1.5~2万元	218	5.3		私家车	566	13.3
	2万元以上	191	4.6

		F1经济知识水平	F2家庭负担压力
主成分	特征值	1.705	1.290
	贡献率	34.095	25.801
	累计贡献率	34.095	59.896
旋转后因子载荷	X1年龄	-0.003	0.800
	X2学历	0.763	-0.246
	X3家庭月总收入	0.715	0.344
	X4家庭规模	0.082	0.755
	X5交通方式	0.705	0.091

	年龄	学历	家庭规模	家庭月总收入	交通方式
一般平民	30~49岁	高中、大专	3人为主、包括一些5人	3000~9999元	公交车为主,其次步行、自行车
年轻打工族	30岁以下	高中、大专	1人为主	3000元以下	公交车为主,其次步行、自行车
高收入阶层	30~40岁	本科	3人为主	5000~15000元	私家车为主、其次地铁
年轻白领	30岁以下	本科	1人为主	3000~9999元	公交车、地铁

	Moran’s I	Z值	P值
一般平民	0.11	2.28	0.02
年轻打工族	0.06	1.30	0.19
高收入阶层	-0.07	-1.19	0.23
年轻白领	0.11	2.36	0.02