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日常活动地理环境对居民瞬时幸福感的影响
Impact of real-time urban environment on momentary happiness under geographic contexts of daily activities
地理环境对居民幸福感的影响是地理学近年来的热点话题,尽管地理学的幸福感研究取得了一定的成果,但对于幸福感如何表现为一种短暂的情感经历并与日常活动时空地理背景相联系的研究较少。本研究采用生态瞬时评估(EMA)获取实时的幸福感,通过GPS和移动传感器收集活动地的即时环境数据,来探索日常活动地理环境与瞬时幸福感之间的关系。研究结果表明,居民瞬时幸福感体验受到活动地点即时环境的影响,适宜的温度、POI密度可以促进幸福感,而噪音、PM2.5、人口密度、POI类型和交叉路口不利于幸福感。日常活动地理环境与瞬时幸福感的关系也受到时间和空间要素的调节,相比工作日,休息日的活动地即时环境对幸福感的影响更大;而活动的离家距离会削弱建成环境与幸福感的关系。研究证实了日常活动地理环境与瞬时幸福感相关,并受到时空行为特征的调节,为指导中国城市的环境规划与管理提供参考。
The impact of the urban environment on residents' happiness has become a hot topic in the field of geography in recent years. Despite the achievements of research on happiness, there has been a lack of attention to how happiness is expressed as transitory experiences in the proximate environment and related to the spatial-temporal geographic contexts of people's daily activities. This study obtains data on momentary happiness via ecological momentary assessment (EMA) and collects environmental data of activity place through GPS and mobile sensors to explore the relationship between the real-time geographic environment and momentary happiness of daily activities. The results show that residents' momentary happiness is affected by the immediate urban environment. Appropriate temperature and POI density can promote happiness, while noise, PM2.5, population density, the numbers of POI types and intersections are not conducive to happiness. The relationship between the geographic environment and momentary happiness is also regulated by time and space factors. Compared with working days, the immediate environment of activities on rest days has greater impacts on happiness. The distance of activities from home weakens the relationship between the built environment and happiness. This study confirms that geographic contexts of daily activities are related to momentary happiness and are regulated by the characteristics of people's spatial and temporal behaviors, which provides reference for the environmental planning and management of Chinese cities.
瞬时幸福感 / 地理环境 / 日常活动 / EMA / 移动技术 {{custom_keyword}} /
momentary happiness / geographical context / daily activities / EMA (Ecological Momentary Assessment) / mobile technology {{custom_keyword}} /
表1 个体社会经济属性Table 1 Characteristics of the research participants |
指标 | 属性特征 | 样本量 | 占比/% | 指标 | 属性特征 | 样本量 | 占比/% | |
性别 | 男 | 68 | 47.2 | 年龄 | 青年早期(18~28岁) | 16 | 11.1 | |
女 | 76 | 52.8 | 青年晚期(29~44岁) | 80 | 55.6 | |||
教育水平 | 小学及以下 | 6 | 4.2 | 中年(45~59岁) | 41 | 28.5 | ||
初中 | 17 | 11.8 | 老年(60岁及以上) | 7 | 4.9 | |||
高中(含中专、职高) | 36 | 25.0 | 个人月收入 | 1 999元及以下 | 19 | 13.2 | ||
大专 | 34 | 23.6 | 2 000~4999元 | 59 | 41.0 | |||
大学本科 | 33 | 22.9 | 5000~7999元 | 24 | 16.7 | |||
研究生及以上 | 18 | 12.5 | 8000~9999元 | 19 | 13.2 | |||
婚姻状况 | 单身 | 33 | 22.9 | 10000元及以上 | 23 | 16.0 | ||
已婚 | 111 | 77.1 |
表2 瞬时幸福感与即时城市环境的多层有序logistic回归结果Table 2 Multilevel ordered logistic models of momentary happiness |
变量 | 模型1 | 模型2 | 模型3 | ||||||
β | S.E. | β | S.E. | β | S.E. | ||||
注:*、**、***分别表示变量在90%、95%和99%置信水平上显著;AIC 为赤池信息量准则;空白处表示无此项;POI为兴趣点。 | |||||||||
个体属性特征 | 性别(女=1; 男=0) | 0.3925 | 0.5536 | 0.4483 | 0.5378 | 0.4785 | 0.5378 | ||
年龄 | 0.0389 | 0.0249 | 0.0394 | 0.0242 | 0.0394 | 0.0242 | |||
教育水平 | –0.4872** | 0.2395 | –0.4337* | 0.2339 | –0.1294** | 0.0557 | |||
婚姻状况(已婚=1; 其他=0) | 1.1533* | 0.6557 | 1.1973* | 0.6382 | 1.2909* | 0.1722 | |||
收入 | –0.0120 | 0.0794 | 0.0060 | 0.0076 | 0.0057 | 0.0071 | |||
活动环境特征 | 温度 | 0.0558*** | 0.0161 | 0.0552*** | 0.0163 | ||||
湿度 | –0.0204 | 0.0153 | –0.0204 | 0.0153 | |||||
噪音 | –0.0875*** | 0.0111 | –0.0876*** | 0.0113 | |||||
PM2.5质量浓度 | –0.0079** | 0.0032 | –0.0079** | 0.0032 | |||||
人口密度 | –0.0060*** | 0.0009 | –0.0055*** | 0.0007 | |||||
绿色空间覆盖率 | 0.0013 | 0.0018 | 0.0012 | 0.0014 | |||||
蓝色空间覆盖率 | 0.0002 | 0.0003 | 0.0002 | 0.0002 | |||||
POI 密度 | 0.0003*** | 0.0001 | 0.0003*** | 0.0001 | |||||
POI 类型数量 | –0.0216*** | 0.0067 | –0.0273*** | 0.0050 | |||||
交叉口数量 | –0.3398*** | 0.0478 | –0.4335*** | 0.0421 | |||||
活动类型 | |||||||||
生存性活动 | –0.5951* | 0.3699 | |||||||
维护性活动 | 0.1149 | 0.2309 | |||||||
社交和休闲活动 | 0.3458* | 0.2001 | |||||||
其他 | 0.2105 | 0.5084 | |||||||
同伴(有=1,无= 0) | 0.1871 | 0.1718 | |||||||
方差缩减比例(地理环境)/% | 15.3 | 20.9 | 21.3 | ||||||
Log likelihood | –973.977 | –957.676 | –953.557 | ||||||
AIC | 1975.954 | 1945.354 | 1943.874 |
表3 活动时间调节作用的分组回归结果Table 3 Results of grouping regression of activity time regulation |
变量 | 工作日 | 休息日 | ||||||||||
模型1 | 模型2 | 模型3 | 模型4 | |||||||||
β | S.E. | β | S.E. | β | S.E. | β | S.E. | |||||
注:*、**、***分别表示变量在90%、95%和99%置信水平上显著;空白处表示无此项;POI为兴趣点。 | ||||||||||||
个体属性特征 | 性别(女=1;男=0) | 0.3270 | 0.7101 | 0.4686 | 0.6856 | 0.4789 | 0.6049 | 0.4054 | 0.5874 | |||
年龄 | 0.0570* | 0.0321 | 0.0573* | 0.0310 | 0.0334 | 0.0271 | 0.0360 | 0.0265 | ||||
教育水平 | –0.4942 | 0.3097 | –0.4645 | 0.3024 | –0.4597* | 0.2695 | –0.3963 | 0.2602 | ||||
婚姻状况(已婚=1;其他=0) | 1.2630 | 0.8534 | 1.2377 | 0.8278 | 1.1533* | 0.6766 | 1.4056** | 0.6992 | ||||
收入 | –0.0406 | 0.1029 | –0.0041 | 0.0989 | –0.0200 | 0.0859 | –0.0133 | 0.0834 | ||||
活动环境特征 | 温度 | 0.0654** | 0.0302 | 0.0553** | 0.0222 | |||||||
湿度 | –0.0202 | 0.0282 | –0.0263 | 0.0233 | ||||||||
噪音 | –0.1025*** | 0.0190 | –0.0824*** | 0.0165 | ||||||||
PM2.5质量浓度 | –0.0110** | 0.0055 | –0.0108** | 0.0049 | ||||||||
人口密度 | –0.0052*** | 0.0014 | –0.0079*** | 0.0015 | ||||||||
绿色空间覆盖率 | –0.0011 | 0.0030 | 0.0045* | 0.0027 | ||||||||
蓝色空间覆盖率 | 0.0002 | 0.0002 | 0.0019 | 0.0021 | ||||||||
POI 密度 | 0.0001 | 0.0001 | 0.0005*** | 0.0002 | ||||||||
POI 类型数量 | –0.0144 | 0.0104 | –0.0264** | 0.0122 | ||||||||
交叉口数量 | –0.3242*** | 0.0708 | –0.3736*** | 0.0801 | ||||||||
方差缩减比例(地理环境)/% | 20.1 | 20.3 | 18.7 | 26.0 | ||||||||
Log likelihood | –489.303 | –487.701 | –498.957 | –486.314 | ||||||||
AIC | 1006.606 | 1005.402 | 1035.914 | 1022.627 |
表4 活动距离调节作用的模型结果Table 4 Results of activity distance regulation |
交互项 | S.E. | |
注:*、***分别表示变量在90%和99%置信水平上显著;POI为兴趣点。 | ||
温度×距离 | –0.0020 | 0.0027 |
噪音×距离 | 0.0016 | 0.0015 |
PM2.5质量浓度×距离 | 0.0001 | 0.0006 |
人口密度×距离 | 0.0001 | 0.0001 |
POI密度×距离 | –0.0005* | 0.0003 |
POI类型数量×距离 | 0.0011 | 0.0009 |
交叉口数量×距离 | 0.0291*** | 0.0083 |
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利用2018年广州社区问卷数据、遥感影像、城市街景、环境污染等多元数据,提取多种蓝绿空间指标,并使用多层模型、中介效应模型和倾向值匹配法,探讨中国城市背景下蓝绿空间暴露影响老年人健康的“生物?心理?社会”邻里影响路径和机制,以及对不同社会阶层间的差异。研究发现,社区层面的蓝绿空间暴露与老年人的身心健康均存在显著相关;周围蓝绿空间程度通过促进体育锻炼、缓解压力提升老年人的身体健康,可达性通过促进社会交往提升老年人的心理健康;蓝绿空间暴露对老年人健康的影响在不同阶层间存在差异。为健康老龄化、健康城市建设提供科学参考。
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Exposure to green and blue space refers to the surrounding green and blue space exposed in residence and activity place in daily life, which can bring about health benefits for residents. The neighborhood green and blue space is related to the elderly’s health. Based on questionnaire data in Guangzhou in 2018, remote sensing image, street scape and so on, we extracted various green and blue space indicators, etc. From the perspective of reducing harm, restoring capacities and restoring capacities, we also constructed research framework including five mediating pathway. This research employed multilevel linear regression model and mediating effect model and propensity score matching method to examine biopsychosocial pathways and mechanism linking exposure to green and blue space to the elderly’s health. According to this empirical analysis, firstly, neighborhood exposure to green and blue space is significantly associated with the elderly’s self-reported health and mental health; Secondly, physical activity encouragement and reduction in stress and social cohesion facilitation play a separate role in mediating the effect of green and blue space exposure on the elderly’s health, while reducing environmental harm and improving aesthetic pleasure did not perform significant role on the elderly’s health; Thirdly, the impact of exposure to green and blue space on the elderly's health differs significantly among different social strata. According to our findings and conclusions, we suggest the necessity of achieving 'Healthy city' and 'Health aging' construction, such as increasing the proportion of water body in public space, optimizing the layout of urban green space and improving vertical green space view, which provide new references for relevant public policies for the elderly. {{custom_citation.content}}
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刘倩倩, 党云晓, 张文忠, 等. 中国城市 PM2.5 污染对居民主观幸福感的影响及支付意愿研究[J]. 地理科学, 2021, 41(12):2096-2106
利用2015年中国40个城市大规模问卷调查数据,采用贝叶斯多层级有序分类响应模型探讨了PM<sub>2.5</sub>污染对居民主观幸福感的影响,进而核算居民为减轻PM<sub>2.5</sub>污染的支付意愿。研究发现:PM<sub>2.5</sub>污染对主观幸福感具有显著的负向影响,PM<sub>2.5</sub>污染每增加1个单位,主观幸福感将下降0.040个百分点;家庭月收入对主观幸福感具有显著的正向影响,家庭月收入每增加1个单位,主观幸福感将提升0.026个百分点。支付意愿不仅受到家庭收入水平的影响,还受到居民所处城市空气质量的影响;在承受PM<sub>2.5</sub>污染的最初阶段,居民为改善空气质量的支付意愿最高。居民为改善空气质量愿意支付的金额平均为226元,占家庭月总收入的2.274%。
Liu Qianqian, Dang Yunxiao, Zhang Wenzhong et al. Impact of PM2.5 pollution on urban residents' happiness and willingness-to-pay: A case study of urban China. Scientia Geographica Sinica, 2021, 41(12):2096-2106
China’s rapid industrialization and urbanization are not necessarily accompanied by the corresponding improvement of living standards. As the largest developing country in the world, the rapid economic growth has been confronted with problems such as inadequate public services, soaring housing prices, environmental degradation and food safety, which have seriously restricted the happiness of Chinese urban residents. In recent years, PM2.5 pollution imposes serious impacts on the health and life quality of residents and restricts the improvement of urban residents’ happiness. Exploring the influential mechanism of air pollution on residents’ happiness and the economic value brought by the improvement environmental quality provide a scientific basis for the construction of livable cities in the new era. Based on the theoretical analysis framework of the impact of meso-and micro-scale air pollution on residents’ happiness and willingness to pay, we select 40 cities in China as the cases for empirical analysis. By employing the large-scale questionnaire survey data of 40 cities in 2015, this article adopts a Bayesian multi-level ordinal categorical response model to empirically explore the impact of PM2.5 pollution on residents’ subjective well-being, and evaluates residents’ willingness to pay to alleviate PM2.5 pollution by using happiness evaluation model. The empirical results are presented in the following aspects. First, PM2.5 pollution exerts a significant negative influence on residents’ subjective well-being, that is, the more serious the PM2.5 pollution is, the lower the residents’ subjective well-being. Specially, for every unit increase in the number of days of haze pollution, the subjective well-being of residents will significantly decrease by 0.040. Household monthly income has a significant positive impact on residents’ subjective well-being, meaning that the increase of household income is accompanied by the increase of residents’ happiness. For every unit increase in monthly household income, residents’ happiness will significantly increase by 0.026 percentage points. Second, willingness to pay is affected not only by household income level, but also by the air quality of the city where residents live. Third, residents in 40 cities were willing to pay 226 yuan, or 2.274 percent of their monthly income in order to improve air quality. Residents in Beijing were the most willing to pay 582 yuan to reduce PM2.5 pollution, accounting for 3.535 percent of their average monthly income. In addition, residents have the highest willingness to pay at the initial stage of reducing PM2.5 pollution and improving air quality. The conclusions of this article not only enriches the relevant research results of environmental pollution and residents’ happiness, but also provides an empirical basis for the policy making of environmental pollution improvement in Chinese cities. {{custom_citation.content}}
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Birenboim A. The influence of urban environments on our subjective momentary experiences[J]. Environment and Planning B: Urban Analytics and City Science, 2018, 45(5):915-932
In today's developed world, the ability of a city to generate good experiences for its residents and visitors is a main aspect of its attractiveness. A good city is considered to be one in which people feel secure, relaxed, and happy. This article explores the factors that influence the subjective momentary experiences of individuals in the city, while focusing on the impact of spatial variables on these experiences; 91 students living in Jerusalem, Israel, were asked to repeatedly self-report four dimensions of episodic experience, namely, sense of security, happiness, annoyance, and sense of comfort. Reports were sent in real time using a smartphone application during an eight-month period. The results, based on over 5000 experience samples, indicate that subjective momentary experiences, particularly sense of comfort and sense of security, are highly influenced by situational variables and environmental characteristics including type of activity and environment, place characteristics, and company. Surprisingly, personality variables which are considered to be a main determinant of wellbeing and general life satisfaction were found to be non-significant in the multilevel models that were implemented. This finding further supports the notion that momentary experiences greatly differ from general evaluations of subjective wellbeing.
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Xia F, Wang J, Kong X et al. Exploring human mobility patterns in urban scenarios: A trajectory data perspective[J]. IEEE Communications Magazine, 2018, 56(3):142-149
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塔娜, 柴彦威, 关美宝. 北京郊区居民日常生活方式的行为测度与空间–行为互动[J]. 地理学报, 2015, 70(8):1271-1280
郊区化及其对居民日常生活的影响成为近年来城市研究的重要议题。时空行为研究认为推动日常生活方式的郊区化是解决郊区化过程中出现的社会与空间问题的根本措施。从日常生活方式的角度出发,需要利用多维度时空行为指标刻画群体的生活方式类型以分析郊区居民的空间—行为互动机制。本文采用活动空间和出行频率指标构建个体日常生活方式的行为测度方法,并基于2012年在北京上地—清河地区进行的GPS调查数据将郊区居民划分为“空间排斥”、“本地化”、“郊区性”、“两极化”、“城市依赖”五种日常生活方式类型。研究发现不同日常生活方式群体在活动分布、活动频率和交通方式上存在差异;并通过多项logistic模型分析郊区化对于个体日常生活方式的影响,发现工作日居民的日常生活方式受到性别、收入、年龄和工作时长等社会经济属性的影响。同时郊区设施配置直接影响着居民对郊区空间的利用程度,土地混合利用、商业设施密度提高更有可能实现日常生活的郊区化。日常生活方式的行为测度方法有助于分析郊区居民日常行为的复杂性,为理解郊区化提供了独特的视角,为构建城市研究的空间—行为互动理论提供了有力的支持。
Ta Na, Chai Yanwei, Kwan M P. Suburbanization, daily lifestyle and space-behavior interaction in Beijing. Acta Geographica Sinica, 2015, 70(8):1271-1280
Rapid suburbanization in China is dramatically reshaping the daily life of suburban residents. Characterized by fragmentation, increasing car ownership and job-housing separation, suburbanization is changing the way residents use urban space. In China, long-distance commuting, traffic congestion, spatial mismatch and the low quality of life emerging in the progress of residential suburbanization have caused widespread concerns. Suburbanization of residents' daily life is believed to be a solution to the socio-spatial issues in suburbs. Therefore, scholars have argued that there is an urgent need to introduce behavioral perspectives to the study of suburbanization. This approach will enhance our understanding of the process and the mechanism of suburbanization from the perspective of an individual’s daily life. The important step in this study is to portray the nature of the daily lifestyle in the suburbs. Along with the trend toward behavioral perspectives in human geography, space-time behavior has become an important perspective for the study of urban space. Activity space and travel behavior often serve as important indicators of individual behavior in urban and geographic studies. This study focuses on daily activity-travel behavior, introduces the concept of lifestyle, and brings forward a concept of daily lifestyle based on a combined measure of activity space and trip frequency. The daily lifestyle of suburban residents can be classified into five categories: localization, spatial exclusion, suburbanism, polarization, and city dependence, according to the size of the activity space and the trip frequency. Based on a GPS-facilitated activity-travel survey dataset collected in the Shangdi-Qinghe area in Beijing in 2012, this paper compares the differences in activity-travel behavior among five daily lifestyle groups. The study finds that there are intergroup differences in the spatial distribution of activities, activity participation and modal split among these five lifestyle groups. Furthermore, this paper analyzes the impact of suburbanization on daily lifestyle by examining the relationship between daily lifestyle and built environment while controlling socio-demographic factors using a multinomial logistic model. Women and older people are more likely to be in the categories of localization and spatial exclusion. Low-income people have the higher possibility to be spatially excluded. These outcomes indicate that traditionally disadvantaged groups could be trapped in suburban areas, raising definite concerns for their daily life in suburban areas. Factors associated with the built environment primarily impact the localization lifestyle. Mixed land use in danwei and higher retail density contribute to the concentration of activity space in suburbs, as well as more active travel. The concept of daily lifestyle provides an effective and reasonable way to understand complicated activity-travel behavior of suburban residents. The paper offers a special perspective on understanding suburbanization and the interaction between urban space and individual behavior. {{custom_citation.content}}
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[26] |
焦华富, 韩会然. 中等城市居民购物行为时空决策过程及影响因素——以安徽省芜湖市为例[J]. 地理学报, 2013, 68(6):750-761
购物决策过程是居民根据自身需求进行购物信息搜寻、购物目的地选择等方面的完整过程,是居民购物行为发生与实施的前提和基础,已经成为城市地理学研究的热点之一。本文利用2011 年芜湖市居民购物行为调查问卷数据,通过构建居民购物出行的嵌套Logit 模型,从购物出行模式决策、购物初始时间决策、购物目的地决策、购物出行交通方式决策等四个层面对芜湖市居民购物行为的决策过程及影响因素进行了探讨。结果表明:① 居民属性特征对购物出行模式决策具有显著影响,男性居民选择单纯购物出行的概率较大,而女性居民、有家人陪伴的居民更倾向多目的出行;在中心城区居住及出行距离远的居民偏好中午进行多目的购物概率较大,出行距离集中在1~2 km的范围内,而近郊区居民则避开下班高峰期进行购物,倾向选择2~5 km的购物空间范围;② 具有私家车的男性居民在晚上进行购物的概率比较大,其出行概率是上午的2.94 倍,更加偏好远距离出行;居民上下班途中购物大多发生在下班时间,偏好5~8 km范围的远距离;有朋友陪伴的居民更倾向上午依赖公共交通进行远距离出行;③ 以家为购物出发地点的居民的购物更倾向19:00 之后并且偏好远距离出行,公交车依然是芜湖市居民购物出行的主要载体。
Jiao Huafu, Han Huiran. Research on temporal and spatial decision-making process and influencing factors of residents' shopping behavior in medium-sized cities: A case study of Wuhu City in Anhui Province. Acta Geographica Sinica, 2013, 68(6):750-761
As human geographers have paid more and more attention to practical problems of human and society, the focuses of urban geography have transformed from macroscopic level such as researches on city system to microscopic level such as studies on shopping space, living space and commercial space. At present, China is in a transitional period in which cities' main functions are changing from production to consumption. With the development of shopping behaviors, the complexity and the transformation of shopping patterns as well as their deep influences on society, economy, institution, culture and so on, residents' shopping behaviors have become a focus of certain fields such as urban geography, urban sociology and urban economics. Based on the residents' shopping decision-making theory, the data from the interview and questionnaire survey on Wuhu residents' shopping behavior in 2011, and the nested Logit model on residents' shopping tour behavior, the paper analyzes the residents' decision-making process and its factors influencing the decision-making in the following four aspects: shopping travel mode, shopping starting time, shopping destination, and shopping transportation mode. The results are shown as follows. (1) The characteristics of residents' attributes such as the gender, monthly income and family companions have a significant effect on residents' decision-making of shopping travel mode. The residents who live in the central city and those who live relatively far away are more likely to have a multi-purpose shopping tour. The residents living in the central city prefer shopping at noon, and their travel distance mainly extends from 1-2 km, while the suburbanites go shopping mainly after 19:00 p.m. to avoid the rush hour and tend to choose the shopping space in the range of 2-5 km. (2) The male residents who have private cars are more inclined to go shopping in the evening, 2.94 times as many as in the morning. They are more likely to have a long-distance shopping. Residents on and off duty prefer to go shopping on their way back home. Their shopping space is mainly confined in the range of 5-8 km. The residents shopping with companions are more likely to have a long-distance travel by the public transport facilities in the morning, which mainly focuses on the range of 5-8 km. (3) The residents who set out from their houses tend to go shopping in the evening rather than in the morning and are more inclined to go shopping after 19:00. Bus is still the main vehicle for the residents' shopping travel.
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齐兰兰, 周素红. 邻里建成环境对居民外出型休闲活动时空差异的影响——以广州市为例[J]. 地理科学, 2018, 38(1):31-40
休闲行为的产生条件一直受到国内外地理学者的重视,邻里建成环境作为结构性制约因素,在休闲行为研究的交叉学科中开始受到重视,但是关注其对休闲行为影响的时间差异的研究严重不足;此外相关研究多从是否产生休闲行为或活动量的角度去验证,缺乏建成环境对休闲空间特征影响的衡量。基于时间地理学理论,以广州市为案例地,结合居民的出行活动日志调查与人口普查数据、土地利用数据、建筑POI普查数据,探讨居民休闲行为时空特征及居住地的邻里建成环境对其产生的影响。研究发现:工作日,居民外出型休闲活动时间呈现出高度集中特征,高度集中于12:00~14:00,活动集聚的时空区域是12:00~14:00、4 km内;休息日,居民外出型休闲活动时间集聚的集中性减弱,活动持续时间增长;活动集聚的时空区域是9:00~20:00、1 km内。邻里建成环境的不同维度指标对休闲活动距离的作用时段与影响程度存在差异。工作日上午并无影响显著的因素;中午,休闲距离主要受到道路交叉口数量和商业中心可达性的负向影响;下午,休闲距离受到道路交叉口数量先负向后正向的影响。休息日上午,休闲距离主要受开敞空间用地比例的负向影响;中午,受开敞空间用地比例、公交站点数和到最近开敞空间距离的负向影响,土地利用混合度则是呈现先正向后负向的影响;下午,受道路交叉口数量和公交站点数的负向影响、休闲设施数量的正向影响。从作用机制来看,休息日是休闲机会和时间成本作用占主导,工作日是休闲环境作用占主导。
Qi Lanlan, Zhou Suhong. The influence of neighborhood built environments on the spatial-temporal characteristics of residents' daily leisure activities: A case study of Guangzhou. Scientia Geographica Sinica, 2018, 38(1):31-40
The conditions of leisure activity has been payed much attention to by geographers.Neighborhood built environment, as a structural restriction factor, has been paid attention to in the interdisciplinary study of leisure behavior. However, there is still little study to consider the time difference of the influence of the built environment on leisure behavior. Most researchers believe that the built environment has an impact on leisure behavior, and the related researches are mostly from the perspective of whether there are leisure activities, and lack of measure of the spatial dimension of leisure behavior. Based on the theory of time geography, this paper takes Guangzhou as an example and use residents’ activity dairy, census data, land use data and building POI(position of interests) data to explore the spatial-temporal characteristics of residents' out-of-home leisure behavior and the neighborhood built environment impact.We find that on weekdays, the out-of-home leisure time of residents showed a high degree of agglomeration. The space-time areas highly concentrated are from 12:00 to 14:00 within 4 km. On weekend, the degree of time agglomeration is weakened, but duration of the activity is increased. The space-time area highly concentrated is from 9:00 to 20:00 within 1 km. Residents' leisure activities are constrained by factors such as the neighborhood built environment, the time length of the leisure activity, the distance from the workplace, and so on. These effects are higher in the weekdays than in the weekends. The constraints are higher in the morning and at noon than in the afternoon on weekdays. On weekends, the constraints are high in the morning and low at noon. There are differences in the time and the degree of influence of the different dimensions of the neighborhood built environment on out-of-home leisure activity distance. On weekday: There is no significant factor of the built environment in the morning. The leisure distance is mainly affected by the negative impact of the number of road intersections and the accessibility of the commercial centers at noon. In the afternoon, leisure distance is affected by the number of road intersections, and at first it is positive effect and then negative effect. On weekend: In the morning, the leisure distance is mainly affected by the negative impact of the proportion of the land use of the open space. At noon, it is affected by the positive effect of the land use ratio of the open space, and negative effect of the number of bus stations and the distance to the nearest open space. The land mix index has a positive and then negative effect. In the afternoon, the leisure distance is affected by the negative impact of the number of road intersections and the positive impact of number of bus stations.From the point of view of the mechanism, residents are restricted mainly by the neighborhood built environment on weekends, while the work place mainly on weekdays. The opportunity for leisure and time costs are dominant roles on weekends, while the recreational environment is the dominant role on weekdays. {{custom_citation.content}}
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Zhang Yan, Chai Yanwei. The spatio-temporal activity pattern of the middle and the low-income residents in Beijing, China. Scientia Geographica Sinica, 2011, 31(9):1056-1064
The dramatic institutional and spatial transformation has brought great challenges for the planning and provision of public housing and transportation in terms of social sustainability. In the western cities, the urban disadvantages such as the female, the elderly, the disabled, and the low-income groups have been "entrapped" in certain spatial territory with lower level of accessibility and mobility in their daily life as a result of the urban sprawl, suburbanization of jobs and other public facilities, the institutional housing segregation, as well as the deficiency of the public transit. In China, there have been great social transformation and spatial restructuring driven by the dissolve of Danwei compound, land use separation, industrial suburbanization, and residential relocation during the process of market-oriented transition. As a consequence, individuals, especially the urban middle and low-income groups, would face great challenges of decreasing accessibility and mobility in their daily life which could in turn result in the decline of the life quality. Aiming at discovering the spatio-temporal demand of the urban middle and low-income groups and promoting the social equity in urban policy and planning, this paper explores the spatio-temporal activity pattern of the urban middle and low-income residents in Beijing from the perspectives of the temporal allocation and spatial distribution of both work and non-work activities, observed daily activity space and mobility based on the activity diary survey of 600 households, 1 119 individuals of Beijing in 2007. Aided by the GIS technique and tools, the 3D geovisualization of individual's spatio-temporal path and the spatio-temporal activity density surface are introduced to explore and compare the spatial and temporal pattern of the middle and low-income groups and their counterpart group. It is found that the social transformation and spatial restructuring in urban China has exerted obviously more negative impact on the daily life of urban middle and low-income groups than their other groups. Firstly, the whole daily activity pattern show the trend of "fragmentation" due to the existing of large amount of out-of-home, non-employment activities during the day time. Also, the middle and low-income have relatively shorter work hours than their counterparts in the workday while they have relatively longer work hours than their counterparts in the weekend. Secondly, there is no strong rhythm of their work time, and their work activities relatively dispersed in the large spatial extent. Also, most of their non-work activities are located within the 1-km distance from their home. Thirdly, the middle and low-income group has lower level of mobility than other groups. They have more single purpose trips, and more frequently use the non-motorized mode such as walk and bicycle in their daily life. Besides, they have much smaller observed activity space measured by convex polygon. Finally, it is argued that much more attention should be paid to the accessibility and mobility consequences of provision the public housings for the low-income group.
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Previous research has shown that the urban environment could influence people's behavior and wellbeing. However, little is still known about how the objective and subjective measures of the momentary experience of urban public spaces could contribute to the satisfaction with the urban environment of cities, which eventually could influence the momentary and long-term subjective wellbeing (SWB) of citizens. Therefore, the aim of this research is to gain insight into how momentary experience and satisfaction with the urban public space could contribute to the SWB of citizens, and thereby control for personal, contextual characteristics. Relationships were simultaneously analyzed using a multi-level path analysis approach based on a sample of 1056 momentary experiences of urban public spaces reported by 161 citizens of the urban area Eindhoven, The Netherlands. The results showed that personality and personal characteristics are highly important for explaining long-term SWB and subsequently long-term SWB positively influences momentary SWB (the degree of feeling secure, comfortable, happy and annoyed) together with the momentary satisfaction of urban public space characteristics. In addition, contextual characteristics, such as time/day and distance to facilities are important for explaining people’s momentary SWB. Policy makers and urban planners can use these results when developing policy and designing a healthy, attractive, livable and safe living environment for citizens.
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赵莹, 柴彦威, 关美宝. 中美城市居民出行行为的比较——以北京市与芝加哥市为例[J]. 地理研究, 2014, 33(12):2275-2285
中外城市比较研究是城市科学研究中的一个重要方面。不同社会文化背景、城市规划理念下城市居民日常行为的比较,对中国城市未来发展借鉴国际经验具有重要意义。当前,围绕中美城市空间发展及居民日常行为的研究多局限在经验性的理论讨论,鲜有基于一手数据的比较分析。开展基于活动—出行日志的中国北京与美国芝加哥城市中心区居民出行行为的对比,由此透视不同的城市空间结构对居民行为的时空制约差异。结果显示:北京居民的通勤距离较短,且表现出市中心指向性;而芝加哥居民的通勤距离较长,具有向城市远郊区扩散的趋势。居民日常出行中,工作目的出行距离最长,北京居民事务目的出行居次,而芝加哥休闲目的出行居次。北京居民倾向于慢行交通出行,而芝加哥居民依赖于小汽车出行。最后讨论了美国经验对中国城市空间健康发展的建议,以及中美城市比较研究的未来。
Zhao Ying, Chai Yanwei, Kwan M P. Comparison of urban residents' travel behavior in China and the U. S.: A case study between Beijing and Chicago. Geographical Research, 2014, 33(12):2275-2285
Comparative urban research is an important perspective for learning international experience and guide Chinese development, and urban residents’ travel behavior is a measurable phenomenon for exploring how different contexts and development stages have impact on residents’ daily activities. Previous studies mostly focus on theoretical discussions on urban spatial development and residents’ daily behavior in China and the U.S. rather than empirical studies based on first-hand surveys. This paper explores differences in behavioral patterns and space-time constraints of residents living in the urban centers of Beijing and Chicago. The datasets are based on Beijing activity diary survey of residents living inside the Fifth Ring Road and Chicago Regional Household Travel Inventory of residents living inside City of Chicago, both of which were collected in 2007. The datasets finally comprise data with two-day activity-travel diary from 715 individuals in Beijing and 589 individuals in Chicago. The results show that people in Beijing have relatively short commuting distance and center-oriented distribution, whereas people in Chicago have relatively long commuting distance and decentralized distribution. These are in consistent with the different suburbanization processes between China and the U.S. Suburbanization in China is mainly living space rather than employment centers. However, employment in large American metropolitan areas has been decentralized in a large extent. For socio-demographics, men with high household-income tend to travel long distance to work, which responds to intra-household gender division of labor and classical sector model in social space. For daily activities and travel, the purpose with the longest distance is work-related activities in both cities, but the second is maintenance-related activities in Beijing while the counterpart is entertainment-related activities in Chicago. For transport mode, people in Beijing prefer walking or bicycling, while people in Chicago are more likely to use cars. This paper generates some important insights on the development mode for future Chinese cities after considering the U.S. experience - i.e., developing sub-centers to form a multi-center spatial structure, improving urban facilities to reduce excess travel demands for maintenance and daily-shopping, encouraging people to keep using bicycles or walking instead of depending of cars. Discussions of the benefits and shortcomings associated with comparative urban research based on travel behavior analysis are provided, along with suggestions for future research. {{custom_citation.content}}
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