地理科学 ›› 2019, Vol. 39 ›› Issue (8): 1265-1275.doi: 10.13249/j.cnki.sgs.2019.08.008

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广州市地铁对常规公交出行成本影响及其空间公平性研究

陈慧灵1,王伯礼2,曹小曙3(),石恩名4,刘永伟5   

  1. 1. 湖南工商大学旅游管理学院,湖南 长沙 410205
    2. 中国科学院地理科学与资源研究所,北京 100101
    3. 陕西师范大学全球区域与城市研究院,陕西 西安 710119
    4. 华南师范大学地理科学学院,广东 广州 510631
    5. 鲁东大学商学院, 山东 烟台 264025
  • 收稿日期:2018-07-11 修回日期:2018-09-28 出版日期:2019-08-10 发布日期:2019-10-10
  • 通讯作者: 曹小曙 E-mail:caoxsh@mail.sysu.edu.cn
  • 作者简介:陈慧灵(1992-),女,湖南邵阳人,博士研究生,主要从事交通地理与旅游地理研究。E-mail: chenhuiling0325@126.com
  • 基金资助:
    国家自然科学基金项目资助(41671160)

Impact of Rail Transit on the Travel Cost of Bus Transit and the Spatial Equity: A Case Study of Guangzhou

Chen Huiling1,Wang Boli2,Cao Xiaoshu3(),Shi Enming4,Liu Yongwei5   

  1. 1. School of Tourism Management, Hunan University of Technology and Business, Changsha 410205, Hunan, China
    2. Institute of Geographic Sciences and Natural Resources Research, Chinese Academy of Sciences, Beijing, 100101, China
    3. Global Regional and Urban Research Institute, Shaanxi Normal University, Xi'an 710119, Shaanxi, China
    4. School of Geography, South China Normal University, Guangzhou 510631, Guangdong, China
    5. School of Business, Ludong University, Yantai 264025, Shandong, China
  • Received:2018-07-11 Revised:2018-09-28 Online:2019-08-10 Published:2019-10-10
  • Contact: Cao Xiaoshu E-mail:caoxsh@mail.sysu.edu.cn
  • Supported by:
    National Natural Science Foundation of China(41671160)

摘要:

从时间与费用两个角度研究广州市地铁建设对公共交通可达性的影响及其影响的空间公平性。结果表明: 加权时间与费用可达性均形成“核心-外围”的空间格局。通地铁后,南部郊区加权时间可达性变化率较大,花都区变化率最低;加权费用可达性高变率地区集中在地铁沿线及边缘地区。不乘地铁情境下,CBD等时圈呈同心圆状,80%的居民在50 min以及2元钱花费内能到达最近的商业综合体。乘地铁情境下等时圈沿着地铁网络延伸与扩散,80%的居民在30 min以及5元钱以内能到达最近的商业综合体。无论是否乘坐地铁,出行时间的不公平程度都高于出行费用的不公平程度。番禺区的社区从地铁网络中时间可达性获益最多,最不公平的是白云区的社区,其绝对和相对变化较低;中心城区由于常规公交网络发达,地铁缩短的绝对出行时间较少,而变化率高。地铁对城市内中远距离出行性价比的影响最明显。

关键词: 地铁, 常规公交, 出行时间, 出行费用, 广州

Abstract:

Rail transit provides the possibility for residents from car travel to public transport travel. This paper studies the changes and characteristics of travel costs which subway construction brought up and the spatial equity of its influence from two aspects of travel time and travel expenses. The results show that: 1) The spatial patterns of weighted average time and fare indicators are core-peripheral. After the operation of subways, the relative change value of the weighted time in the southern suburbs is high, and the change rate of Huadu district is the lowest. The areas of high change rate of weighted fare accessibility are concentrated in the southern fringe areas and along the subway lines. 2) In the bus transit scenario, the isotime curves of CBD are concentric circles and eighty percent of residents could arrive in the nearest commercial complex within 80 minutes and RMB 2. In the rail transit scenario, the isotime curves are extended and diffused along the subway lines and eighty percent of residents could arrive in the nearest commercial complex within 30 minutes and RMB 5. 3) Whether or not to take the subway, the inequity degree of travel time between communities is higher than of travel fare. The absolute and relative improvement of travel time of Panyu district after with subway is great. Due to the bus transit network is well in central city, the absolute change of travel time which subway brought is slight, but its relative change is high. The rail transit has a significant on the cost-effective of medium-distance and long-distance travel. This research could provide the theoretical support for the development of the multi-modal transit system.

Key words: rail transit, conventional bus, travel time, travel fare, Guangzhou

中图分类号: 

  • K901