地理研究 ›› 2017, Vol. 36 ›› Issue (6): 1053-1064.doi: 10.11821/dlyj201706005
收稿日期:
2017-01-02
修回日期:
2017-03-03
出版日期:
2017-06-30
发布日期:
2017-06-30
作者简介:
作者简介:何嘉明(1991- ),男,广东佛山人,硕士,主要从事城市地理与城市规划研究。E-mail:
基金资助:
Jiaming HE1,2(), Suhong ZHOU1,2(
), Xuemei XIE3
Received:
2017-01-02
Revised:
2017-03-03
Online:
2017-06-30
Published:
2017-06-30
摘要:
日常生活的权利和平等是女性主义地理学关注的问题。在个体出行的视角上,已有的研究大多停留在两性出行特征差异的描述统计上,对反映两性家庭生活分工不平等的“出行目的”研究较为缺乏。工作型、家务型和休闲型三种类型的出行目的结构对审视女性出行活动权利和生活质量有着直接的作用,有必要进行深入探讨。此外,对女性的出行影响因素研究主要集中在个人和家庭属性因素上,缺乏对女性居民出行空间的建成环境分析。鉴于此,以广州市为例,选取18个社区的1604个样本为研究数据,以男女性居民的出行基本特征差异为基础,重点研究表征出行活动权利和生活质量的“出行目的”,以此解释家庭生活中存在的隐性不平等现象,并通过建立多项logistic模型,探讨造成女性居民出行目的差异的影响因素。结果显示:广州男女性居民在出行率、出行时耗、出行时间分布等基本出行特征方面差异不大,但出行目的结构却存在明显差异,这种差异揭示了隐性的性别休闲活动机会与权利的不平等现象;同时,这种性别不平等现象在不同女性群体内部存在一定的差异,主要体现在不同的个人属性及家庭结构上;而在建成环境因素中,用地混合度、建筑密度、POI密度和公交站点密度低的社区,工作日女性居民的出行目的更多受限于责任性的家务活动;在休息日,用地混合度、POI密度和商业可达性低的社区,女性居民的出行目的也更显著地指向家务活动,建成环境因素可能会进一步加剧日常出行中的性别不平等现象。研究结论为优化土地利用结构,为女性群体创造平等的出行空间和公共服务提供政策参考。
何嘉明, 周素红, 谢雪梅. 女性主义地理学视角下的广州女性居民日常出行目的及影响因素[J]. 地理研究, 2017, 36(6): 1053-1064.
Jiaming HE, Suhong ZHOU, Xuemei XIE. Female residents' daily travel purpose and its influencingfactors from the perspective of feminism: A case study in Guangzhou, China[J]. GEOGRAPHICAL RESEARCH, 2017, 36(6): 1053-1064.
表2
工作日广州居民出行目的多项逻辑模型回归结果(以休闲出行目的为参照)"
模型1:女性工作日出行活动目的 | 模型2:男性工作日出行活动目的 | |||||
---|---|---|---|---|---|---|
工作活动目的 | 家务活动目的 | 工作活动目的 | 家务活动目的 | |||
年龄 | 1=1~18岁 | 0.355** | -2.561 | 0.887** | 0.008 | |
2=19~30岁 | 0.468* | 0.523 | 1.052** | -0.808 | ||
3=31~45岁 | 0.835** | 1.223*** | 2.128*** | -0.691 | ||
4=46~55岁 | 0.757** | 1.386** | 1.295*** | -0.097 | ||
5=55岁以上 | 0b | 0b | 0b | 0b | ||
文化程度 | 1=初中以下 | -0.690 | 2.840** | 0.333 | -0.652 | |
2=高中(中专、职高) | -0.826 | 1.756** | 1.261* | 0.454 | ||
3=大学本科(大专) | -0.773 | 1.317 | 0.030 | 0.202 | ||
4=研究生以上 | 0b | 0b | 0b | 0b | ||
就业 | 1=全职 | 2.526*** | 1.572*** | 0.423*** | -0.881* | |
2=兼职 | 1.024* | 0.544 | -0.625 | -0.353 | ||
3=无工作 | 0b | 0b | 0b | 0b | ||
家庭构成 | 1=单身 | -0.203 | 0.185 | -0.219 | 0.272 | |
2=一对夫妇 | 1.326 | 0.362 | 0.460 | 0.783* | ||
3=单亲带小孩 | 17.631*** | 9.589*** | ||||
4=一对夫妇带小孩 | -0.585 | 0.768* | 0.141 | 0.095 | ||
5=三代人家庭 | -0.419 | 0.015 | 0.267 | -0.245 | ||
6=其他 | 0b | 0b | 0b | 0b | ||
孩子年龄 | 1=有0~6岁小孩 | -0.205 | 0.558** | -0.120 | -0.409 | |
2=有7~12岁小孩 | -0.264 | 0.367 | -0.901 | -0.342 | ||
3=有13~18岁小孩 | -0.165 | -0.227 | 0.143 | -0.125 | ||
建成环境 | 容积率 | -0.09 | 0.039 | -0.096** | -0.110 | |
建筑密度 | -0.012* | -0.625*** | -0.014* | -0.013 | ||
用地混合度 | -0.668** | -0.765** | -0.190 | 0.077 | ||
POI密度 | 0.324*** | 0.089** | 0.521** | -0.424* | ||
商业可达性 | 1.062 | 0.187 | 0.157 | 0.152 | ||
公交站点密度 | 0.009 | -3.025** | -0.009 | -0.007 | ||
截距 | 3.221 | 1.348 | 2.079 | 0.956 |
表3
休息日广州居民出行目的多项逻辑模型回归结果(以休闲出行目的为参照)"
模型3:女性休息日出行活动目的 | 模型4:男性休息日出行活动目的 | |||||
---|---|---|---|---|---|---|
工作活动目的 | 家务活动目的 | 工作活动目的 | 家务活动目的 | |||
年龄 | 1=1~18岁 | -0.130 | -2.738* | 0.269 | -2.502* | |
2=19~30岁 | -1.199 | -0.408 | -1.594* | -1.381* | ||
3=31~45岁 | -1.719 | 0.568** | -0.552 | 0.054 | ||
4=46~55岁 | -2.364* | 0.170 | 0.496 | 0.216 | ||
5=55岁以上 | 0b | 0b | 0b | 0b | ||
文化程度 | 1=初中以下 | 14.951 | -0.564 | 0.521 | 0.000 | |
2=高中(中专、职高) | 15.844 | -0.733* | -0.397 | -0.141 | ||
3=大学本科(大专) | 15.066 | -1.848** | -1.827 | -0.149 | ||
4=研究生以上 | 0b | 0b | 0b | 0b | ||
就业 | 1=全职 | 15.420 | 0.370 | 13.454 | 0.337 | |
2=兼职 | 17.331 | 0.248 | 0.208 | 1.114 | ||
3=无工作 | 0b | 0b | 0b | 0b | ||
家庭构成 | 1=单身 | -15.908 | 0.178 | 2.208 | -0.159 | |
2=一对夫妇 | 0.539 | 0.530 | 1.304*** | -0.020 | ||
3=单亲带小孩 | -15.240 | 1.038** | ||||
4=一对夫妇带小孩 | 0.706 | 0.724* | 2.191 | 0.347* | ||
5=三代人家庭 | 0.463 | 0.317 | 1.724 | 0.021 | ||
6=其他 | 0b | 0b | 0b | 0b | ||
孩子年龄 | 1=有0~6岁小孩 | 1.160 | 1.106* | -0.258 | 0.238 | |
2=有7~12岁小孩 | -1.725** | 0.004 | 1.219 | 0.264 | ||
3=有13~18岁小孩 | 15.979 | -0.180 | -0.422 | -0.274 | ||
建成环境 | 容积率 | -0.212 | 0.025 | -0.593** | 0.056 | |
建筑密度 | -0.001 | 0.005 | 0.008 | -0.006 | ||
用地混合度 | -0.156 | -1.504** | 0.043 | 0.173 | ||
POI密度 | -0.207 | -0.728*** | -0.010 | -0.021*** | ||
商业可达性 | 0.892 | -0.067* | 0.552 | 0.492 | ||
公交站点密度 | -3.061 | -2.004* | -0.293 | 0.005 | ||
截距 | -18.168 | 2.353 | -21.328 | -0.202 |
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