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地理研究 >

2016 , Vol. 35 >Issue 3: 431 - 441

DOI: https://doi.org/10.11821/dlyj201603003

研究论文

长春市大型零售设施空间可达性绩效测度

  • 赵梓渝 , 1 ,
  • 庞瑞秋 2 ,
  • 王士君 , 2
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  • 1. 吉林大学地球科学学院,长春 130061
  • 2. 东北师范大学地理科学学院,长春 130024
王士君(1963- ),男,黑龙江延寿人,博士,教授,博士生导师,主要从事经济地理和城市地理学研究.E-mail:

作者简介:赵梓渝(1986- ),男,吉林长春人,博士研究生,主要从事城市土地资源管理研究.E-mail:

收稿日期: 2015-11-20

  要求修回日期: 2016-01-05

  网络出版日期: 2016-03-20

基金资助

国家自然科学基金项目(41471142, 51178091)

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Measurement of spatial accessibility performance of large retailing facilities in Changchun

  • ZHAO Ziyu , 1 ,
  • PANG Ruiqiu 2 ,
  • WANG Shijun , 2
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  • 1. College of Earth Sciences, Jilin University, Changchun 130061, China
  • 2. School of Geographical Sciences, Northeast Normal University, Changchun 130024, China

Received date: 2015-11-20

  Request revised date: 2016-01-05

  Online published: 2016-03-20

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《地理研究》编辑部
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摘要

对传统的空间可达性测度模型进行改进,并引入营业面积,人口数量,消费者偏好等变量,对长春市大型零售设施进行研究,通过ArcGIS平台对零售设施的分布特征进行分析后表明:① 零售设施主要分布在城市三环路以内,在一环路传统商业区集聚程度最高;快消零售设施空间分布的向心性显著,呈单中心的集聚特征;耐消设施分布的离心化相对明显,呈双中心的集聚特征.② 综合,快消设施可达性绩效高值区集中在一环内,绩效指数向外递减时存在阶梯性,南北方向递减速度高于东西方向,城市南部三环路以外绩效水平最低;耐消设施绩效高值区在空间上分散分布.③ 快消设施绩效低值区是近年来长春市居住空间扩散的主要区域,零售设施的空间配置严重滞后于城市的空间拓展与人口的郊区化趋势.零售设施空间可达性绩效测度是一种关联了供需双方面因素,测量零售设施服务分配到单位消费者水平的方法.

关键词： 空间可达性绩效; 绩效指数; 大型零售设施; 空间分布; 长春

本文引用格式

赵梓渝 , 庞瑞秋 , 王士君 . 长春市大型零售设施空间可达性绩效测度[J]. 地理研究, 2016 , 35(3) : 431 -441 . DOI: 10.11821/dlyj201603003

Abstract

Spatial accessibility performance is an effective tool measuring the supply and demand relationship between the retailing services and consumers. However, the traditional models of spatial accessibility performance merely take into account the spatial distance, while the scale of the retailing service or population density is rarely involved. Therefore, this article manages to improve the traditional model by incorporating the variables of retailing area, population and consumer preference. As a case study, the spatial accessibility performance of the city of Changchun is hereby measured. For convenience of analysis, the results are visualized by the ArcGIS software hereunder. Based on such results, this article concludes that large retailing facilities in Changchun are mainly distributed within the 3rd Ring Road, with higher degree of aggregation in traditional business areas, due to historical impacts; meanwhile, the distribution of retailing facilities for fast moving consumer goods (FMCG) shows great centrality with a single center, while that for durable consumer goods (DCG) shows a dual-core character. This article also concludes that areas with high spatial accessibility performance of comprehensive consumer goods and FMCG retailing facilities concentrate within the 1st Ring Road, with a decreasing trend, particularly in a north-south direction over that of west-east; areas with high performance of DCG retailing facilities tend to be discrete. Finally, this article concludes that the government of Changchun has shifted its urban design strategy from mono-center to dual-center, leading to a great development of a new suburban residential area in the south, but the supply of the FMCG retailing facilities is insufficient. This indicates that spatial distribution of retailing facilities lags behind the trend of urban space expansion and population suburbanization. Accessibility of FMCG outside of the 3rd Ring Road is much less than that at the city center, resulting in dissatisfaction of people's daily needs. Above all, the research findings of this article suggest that spatial accessibility performance of retailing facilities is a key indicator for assessing the livability of an area. The core of the method is to measure the evenness of service distribution among different space units with consideration of factors like population density, service capability, consumer preference, and spatial isolation. During the social transitional period, marketing has gradually become the main approach for the distribution of urban commercial facilities, while problems caused by the lack of policy regulation emerge at the same time. In reality, some retailing service facilities are taken as scarce resources, i.e., a kind of social welfare or invisible income due to their insufficient supply. Reasonable planning for retailing facilities will be a key approach to reduce the social space differentiation.

Key words： spatial accessibility performance; performance indices; large retailing facilities; spatial distribution; Changchun

1 引言

零售业及其空间组织一直是地理学和城乡规划学的重要研究议题[1].在20世纪90年代西方中心城区复兴背景下,零售业的再城市化成为城市空间重塑的驱动力之一.已有研究基于经济发展,城市更新,消费者行为等多角度,指出这一时期西方零售业呈现中心城区由衰落到复兴,郊区持续繁荣的发展趋势,零售设施数量减少,规模大型化,连锁经营化,业态进一步细分,档次两极分化的业态特征[2-4].
改革开放以来,政府逐步放松对零售业的管制,加之收入水平的提高激发了居民的"消费革命",零售业成为驱动中国经济发展的重要引擎[5].伴随零售业的快速发展,多种业态构成的零售设施极大地改变了居民的消费观,同时,零售空间对城市环境的塑造作用也日益显著.在这一背景下,中国学者对零售业的发展趋势,郊区化进程,分布格局,区位特征及影响因素,规划实施效果等方面进行了广泛研究[6-11].已有研究对零售业发展变化的特征总结如下[12-15]:转型期大城市零售业呈现中心城区地位相对下降,零售设施布局紧随人口郊区化;零售空间结构等级序列明确,具有向心性并形成明显的集聚区;居民购物出行的空间等级结构较为明显并呈现扁平化趋势;老城区传统商业中心吸引力较强,新商业区服务能力不足.
可达性是地理学评价地理要素空间布局的重要概念,其中空间可达性是强调可达性的空间属性[16].20世纪末以来,城市资源的空间配置日益被视为社会福利.西方学者基于新公共服务理念对不同社会群体之间的可达性及公正性进行了深入探讨[17,18].同时期,中国学者也对公共设施的可达性进行了深入探讨,指出快速城镇化,城市空间蔓延背景下,中国大城市新建社区的零售,交通,娱乐及医疗等设施的可达性都在显著下降[19,21].零售设施作为居民消费行为的主要载体,其可达性是影响居民生活舒适度的重要因素.同时,可达性对零售设施的空间分布同样具有决定性影响[22].因此,基于空间可达性的零售设施相关研究具有学术价值与实际意义.
从目前国内研究成果来看,仍有一个问题值得考虑:居民消费需求的满足程度是受到零售设施这一供给主体服务能力所限制的.以往零售空间相关研究视角多是基于零售设施的自身属性,如销售额,营业面积,空间位置,交通网络等,而忽略了零售设施服务对象----消费者的需求是否得到满足.在现实中,人口密度不同的两个空间单元的居民在前往相对应的可达性和服务能力相同的零售设施时,收获的服务水平存在差异,即零售设施的服务水平,可达性水平与其服务分配到单位消费者的水平存在差异.基于这一思路,通过关联消费行为中的供需主体,以长春市为例,对零售设施服务能力在空间的分配水平进行测度,定义为零售设施空间可达性的绩效测度.

2 研究方法与数据来源

2.1 基于可达性测度指标的扩展模型

对于可达性指标的参数选取,相关学者做了较多研究[23],其中被广泛采纳的是,围绕固定地点i,测算到达某一地点j的移动成本,可定义为:
A i = ∑ f ( W j , S i j ) (1)
或
A i = ∑ f ( S i j ) (2)
式中:Wj是地点j的吸引力或吸引程度的指数;Sij是对从i到j的距离或通行时间的空间距离的测度.地点i的可达性Ai随Sij的变化而变化.
基于零售引力法则,以可达性指标公式作为地理可达性测量的工具[24]:
A i = ∑ W j × S ij - α (3)
式中:α是空间距离参数.
城市零售设施的服务特征研究可以从服务规模,空间距离,居民偏好三方面进行归纳[25],基于可达性测量公式,零售设施空间可达性绩效公式可定义为:
A ij ( k ) = P k × W j ( k ) × D × S ij - x (4)
式中:Aij(k)是零售设施j(k)在空间单元i(i=1, 2, , et al., I)空间可达性绩效;k是零售设施,k=1, 2, , et al., K;j(k)是k类设施中的第j个,j=1, 2, , et al., J.Pk是居民对于第k类零售设施的偏好权重. P k = A S k / ∑ A S k .ASk对居民第k类零售设施的偏好态度得分, ∑ P k = 1 .
在以往空间可达性研究中,由于可达性模型的局限性,研究对象的假设偏好与实际偏好存在不匹配情况[26].如预测居民居住决策时通常采用效用最大化模型,即假定居民在进行居住决策时会最大程度的满足自身的居住需求.但在实际生活中,个体行为往往无法达到均等的最大化满足,即模型预测的效用差异.居民对零售设施的偏好权重的加入,是考虑了消费者对于不同业态构成的零售设施的前往频率差异.通过500份里克特量表调查居民对不同种类零售设施的出行频次,取值为0~5,5为偏好程度最高.
式(4)中Wj(k)的计算方法:
Wj(k)=Rj(k)/Rk (5)
式中:Rj(k)是第k类第j个零售设施在空间单元i内服务覆盖的人口数量,而非空间单元i的人口数量;Rk是第k类零售设施服务覆盖的人口数量.需说明的是,零售设施j必须覆盖到空间单元i,否则将不被计入.如图1,零售设施j(点)在空间单元i中的服务人口Rj(k)应是右图网格范围内人口数量,而非整个i空间单元的人口总量,也不是以i空间单元的边缘是否处于零售设施j的影响范围内而划定,因此左图的Rj(k)为0.
Fig. 1 Diagram of calculation on service range of retailing facilities

图1 零售设施服务范围计算示意图

式(4)中D为零售设施规模影响系数.根据服务规模差异,将零售设施分为市级和区级两级.营业面积2万m2及以上定义为市级设施,2万m2以下定义为区级.市级零售设施覆盖范围是全市,区级覆盖范围按照商务部《零售业同业损害评估方法》规定,大型零售设施的主要辐射半径为2000 m左右.由于区级零售设施规模差异较小,所以D只在测度市级零售设施可达性绩效中计入.计算方法:
Dj(k)=dj(k)/M(dk) (6)
式中:dj(k)是第k类第j个市级零售设施营业面积;M(dk)是第k类市级零售设施营业面积的中值(中值相对于均值更符合体现全市零售设施规模等级差异程度,减少个别规模巨大的零售设施对于营业规模整体水平的影响).
式(4)中Sij表示设施j与空间单元i的空间距离,是基于城市主干路网的ij之间的距离,α作为空间距离参数解释了资源分配的空间水平,其取值应依照模型的特定应用来作为参照,值域1~2,目前最广为接受的值为2[27],本文取值为2.
因此空间单元i的综合可达性绩效指数为:
T i = ∑ k = 1 K ∑ j ( k ) = 1 J A ij ( k ) (7)
式中:Ti是第i个空间单元内所有零售设施的可达性绩效指数之和.

2.2 研究区概况与数据来源

研究区为长春市中心城区(除双阳区),包括5个建制区和4个开发区:朝阳区,南关区,宽城区,二道区,绿园区,双阳区及净月开发区,经济开发区,汽车经济开发区和高新开发区.双阳区位于长春市东南部46 km,与中心城区距离较远,其城市建设具有独立性.
数据来源于《长春市商业网点专项规划(2011-2020)》.将营业面积不小于5000 m2的零售设施定义为大型,2010年长春市大型零售设施共计8类306个(图2),其中大型超市27个,购物中心47个,生产资料市场25个,消费品市场71个,家居建材商店11个,城市综合体2个,专卖店52个,汽车4S店71个.
Fig. 2 Spatial distribution of large retailing facilities

图2 大型零售设施的空间分布

为获取居民对零售设施偏好的权重数据,于2014年6月的4个周日进行了实地调查,方式为面对面答卷形式,问卷方法为克特量表.调查内容为居民对8类零售设施的出行频次评分.抽样点包括快速消费品零售设施5个:3家购物中心,2家消费品市场;耐用消费品零售设施5个:1家汽车4S店,2家家居建材商店及2家生产资料市场,基本覆盖居民不同消费需求的零售设施.选取原则是该类零售设施中营业面积最大的设施作为抽样点.每个样点布置50张问卷,计500份,收回500份,有效问卷478份,有效率95.6%.调查对象中,30岁以下,31~50岁,51岁以上分别占总数的34%,37%,29%.

3 大型零售设施的空间分布

3.1 总体特征

基于一般均衡理论,Pashigian等将零售设施的外部性视为零售业态的收益,零售业态的集聚降低了消费者搜寻商品的不确定性,从而降低了消费者在多中心购物过程中的成本,提高了零售业的整体收益[28].通过2000 m搜索半径的核密度分析(图3a),零售设施在城市一环路传统商业区集聚程度最高,并远高于其他区域,可见历史脉络仍是长春零售业空间格局的主导因素.结合图2,该区域主要分布购物中心,专卖店和消费品市场三类设施.从区位数量来看(表1),中心城区约是郊区的6倍,其中一环路以内,一环至二环,二环至三环间设施密度分别为4.8个/km2,1.4个/km2,1.1个/km2,设施数量由城市中心向外递减.
Fig. 3 Interpolation of large retailing facilities' core density

图3 大型零售设施分布的核密度插值

Tab. 1 Statistics of large retailing facilities distribution

表1 大型零售设施的分布区域统计

大型零售设施\区位 中心城区 近郊 远郊
一环内 一环至二环 二环至三环 三环至四环 四环外 总计
快消设施(%) 76(38.2) 61(30.7) 48(24.1) 8(4.0) 6(3.0) 199(100.0)
耐消设施(%) 3(2.8) 17(15.9) 60(56.1) 23(21.5) 4(3.7) 107(100.0)
零售设施(%) 79(25.8) 78(25.5) 108(35.3) 31(10.1) 10(3.3) 306(100.0)
区位条件是零售设施选址的重要因素.分商业地租级别统计(表2),零售密度随地租级别的降低而降低.其中I类用地为7.2个/km2,是II类用地的2倍,III~VII类用地中均不超过1个/km2.从比例上看,I~V类用地中设施数量比例均为15%左右,VI类最多(25.2%),VII类最少(2%).较之一般商业网点,大型零售设施对土地价格的承受能力更强,因此高级别商业用地具有的区位优势,人口密集和商业氛围吸引了零售设施的集聚.
Tab. 2 Statistics of large retailing facilities density in areas with different rent levels (One hundred hectares)

表2 不同地租级别区域内大型零售设施的密度统计(个/km2)

地租级别 I II III IV V VI VII 总计
快消设施(占该类比例%) 7.2(21.6) 3.2(22.6) 0.9(20.1) 0.6(12.6) 0.3(10.1) 0.2(11.1) 0(2) (100.00)
耐消设施(占该类比例%) 0 0.3(3.7) 0.1(2.8) 0.2(9.3) 0.5(30.8) 0.6(51.4) 0(1.9) (100.00)
零售设施(占该类比例%) 7.2(14.1) 3.5(16) 1.0(14.1) 0.9(11.4) 0.9(17.3) 0.8(25.2) 0.1(2) (100.00)

3.2 分类特征

零售设施可分为快速消费品零售设施(快消设施)和耐用消费品零售设施(耐消设施).快消设施包括大型超市,购物中心,消费品市场,城市综合体,专卖店,承接着居民的日常消费.由于居民趋向于就近消费,其格局主导了居民多数消费行为的出行方向,方式,频次及距离.耐消设施包括汽车4S店,家居建材商店,生产资料市场,具有规模大,专业性强的特征,消费者前往的目的性明确,出行频次少,长距离消费机率大.
通过核密度分析(图3b),快速消费品零售设施呈单中心的空间集聚特征,核心区域在传统商圈.中心城区分布数量比例达93.0%,其中三条环路间比例相近,郊区所占比例远低于中心城区,空间分布趋势的向心性显著.在地租级别上,设施密度随商业地租级别的降低而降低,I类用地密度远高于其他等级用地.设施分布比例在I~III类用地中相近(20%左右),IV~VI类中相近(10%左右),呈现等级特征.营业面积是衡量零售设施服务能力的重要因素,使用克里金法(Kriging)对快消零售设施的营业面积进行插值分析(图4a),符号系统分类方式选择自然间断点分级法,高权重区域有西南方向一环路沿线以大型购物中心为主的红旗街市级商圈和西南方向三环路沿线单体规模世界最大的购物中心----欧亚卖场.
Fig. 4 Interpolation of large retailing facilities business area

图4 大型零售设施营业面积插值

耐用消费品零售设施呈双中心的空间集聚特征(图3c),热点多位于城市环路沿线.二环至三环路间数量比例最高(56.1%),一环内最少(2.8%),空间分布趋势的离心化特征相对明显.V类和VI类用地中设施密度和所占比例明显较高.营业面积总体呈北高南低,东西高,中心低的空间格局(图4b).高权重区域分别为东北方向二环路沿线家居建材商圈和西北方向三环与四环路间生产资料市场集中区.

4 大型零售设施空间可达性绩效特征

4.1 总体特征

基于主干路,将中心城区分割为77个空间单元,对单元内零售设施的可达性绩效指数进行测算(表3),均值越大代表该类零售设施服务的可达性绩效水平越高,绩效水平的空间特征具有阶梯性.一环到二环与二环到三环内绩效指数差距较小,综合,快消绩效指数相差约2倍,耐消指数相近;其余相邻环路间指数差异较大,综合,快消绩效指数相差约5倍,耐消指数相差2~4倍.空间上,综合,快消设施绩效高值区集中在一环内(图5a,图5b),并向外递减,南北方向递减速度高于东西方向,低值区均位于西南--东南方向三环路以外.其中快消设施一环内绩效指数是全市均值的18倍,四环外仅为全市均值的1/14,空间差异显著.耐消设施绩效高值区在空间上分散分布(图5c),其中两个高值区位于二环路以外.
Tab. 3 Statistics of spatial accessibility performance index of large retailing facilities

表3 大型零售设施的空间可达性绩效指数

零售绩效圈层 区域 空间单元绩效指数均值 圈层特性描述
综合 快消 耐消 绩效评价(相对全市均值) 居民消费需求
综合 快消 耐消
核心层 一环路内 0.2752 0.2492 0.0260 高 高 高 丰富
中间层 一环至二环 0.0695 0.0567 0.0128 中 中 高 满足
二环至三环 0.0399 0.027 0.0129
近郊层 三环至四环 0.0073 0.0044 0.0029 低 极低 低 缺乏
远郊层 四环路外 0.0016 0.001 0.0006 极低 极低
全市 0.0086 0.0135 0.0037
Fig. 5 Grades of spatial accessibility performance index of large retailing facilities

图5 大型零售设施的空间可达性绩效指数分级

4.2 分类特征

由于快消设施与居民日常消费行为关系紧密,因此选择四种快消设施做进一步分析(城市综合体数量只有2个,故忽略).购物中心,消费品市场,专卖店的分布区位都是以城市传统商圈为主,因此尽管三者指数值相差较大,但绩效水平的空间分布特征相似(图6a~6c),高值区均位于一环路以内;大型超市绩效高值区在城市东西轴线上(图6d),延伸至西三环路以外.值得注意的是,四类设施可达性绩效低值区均位于西南--东南方向三环路以外,而2006年长春实施了城市重心南移的规划策略,加之东南部净月潭国家森林公园优越环境的吸引,这一区域是近年来长春市居住空间扩散的主要区域[29].尽管人口郊区化特征已经形成(图7),但新商业区服务能力仍远落后于中心城区,可见零售设施的空间配置严重滞后于城市的空间拓展和居住空间的郊区化进程,这导致了居民的日常购物需求无法在近距离得到满足.
Fig. 6 Grades of spatial accessibility performance index of 4 types of large retailing facilities

图6 四类大型零售设施的空间可达性绩效指数分级

Fig. 7 Grades of units population

图7 空间单元人口数量分级

5 结论与讨论

零售设施作为居民消费行为的重要载体,其服务能力在空间分配的水平与居民生活舒适度密切相关.以长春市为例,通过ArcGIS平台对长春市大型零售设施的空间分布特征进行分析.结果表明,零售设施主要分布在城市三环路以内,在传统商业区集聚程度最高;从地租级别来看,I类商业用地中设施密度远高于其他级别用地,VI类用地中设施数量最多;快速消费品零售设施空间分布的向心性显著,呈单中心的集聚特征;耐用消费品零售设施分布的离心化相对明显,呈双中心的集聚特征;
在空间可达性测度模型基础上,借助扩展方法引入营业面积,人口数量,消费者偏好等变量,构建可达性绩效的测度模型,对零售设施进行测度.结果表明,综合,快消设施可达性绩效高值区集中在城市一环内,绩效指数向外递减时存在阶梯性特征,南北方向递减速度高于东西方向,城市南部三环路以外绩效水平最低;耐消设施绩效高值区在空间上分散分布;
通过对四类快消设施可达性绩效格局的分析,结果表明,绩效低值区正是近年来长春市居住空间扩散的主要区域,可见零售设施的空间配置严重滞后于城市的空间拓展与居住空间的郊区化趋势,这导致了大量居民的日常消费需求无法在近距离得到满足.
空间可达性绩效是衡量零售设施服务分配到单位消费者的水平的指标.由于关联了供需双方面因素,因此更突出体现零售设施作为商业终端服务消费者的本质属性.需指出的是,由于居民对不同零售设施的使用频次差异显著,因此各类零售设施的绩效指数不能横向比较,只能同一类型指数在空间单元间比较,或引入新的城市进行对比.
转型期背景下,市场运作逐步成为中国城市商业配置的主体方式,缺少政策调控带来的问题也随之显现,如城市部分区域居民的日常购物需求无法在近距离得到满足.考虑到当代社会中公共服务设施越发隐含成为社会福利及隐性收入,因此合理规划零售设施布局将是减少社会空间分异的途径之一.

The authors have declared that no competing interests exist.

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[Zhang Yanji, Qin Bo, Wu Lingyan, et al.Study on the spatial relationship between formal commerce and street vendor: A case study of Chaoyang district, Beijing. Human Geography, 2014, 29(5): 121-126.]

[12]
张珣, 钟耳顺, 张小虎, 等. 2004-2008年北京城区商业网点空间分布与集聚特征. 地理科学进展, 2013, 32(8): 1207-1215.本文以北京城区内的8 个行政区作为研究对象,选取批发和零售业、住宿和餐饮业、居民服务与其他服务业作为具体的商业类别,利用北京第一次、第二次全国经济普查数据,采用核密度(Kernel)、标准差椭圆、Ripley's <i>K(r)</i>函数相结合的GIS 点模式分析方法,对比研究了2004 年和2008 年北京市商业网点分布与空间集聚特征。研究结果表明:① 北京商业网点呈现相对集中分布态势,具有向心性并形成明显的集聚区,集聚中心主要分布在五环内,且在两次普查期间有所改变,商业网点空间偏向性差异明显;② 以CBD、金融街、王府井、中关村、亚运村和奥运村等为代表的典型商圈对北京商业网点的布局影响十分显著,商业网点在典型商圈周围分布密度较高,呈现集聚中心状态;③ 北京商业网点Ripley's <i>K(r)</i>曲线随距离的变化总体呈现“先增后减”态势,其中受居民小区影响较大的居民服务与其他服务业网点两次普查期间变化剧烈,反映了居民由市中心向外扩散的过程。

DOI

[Zhang Xun, Zhong Ershun, Zhang Xiaohu, et al.Spatial distribution and clustering of commercial network in Beijing during 2004-2008. Progress in Geography, 2013, 32(8): 1207-1215.]

[13]
柴彦威, 翁桂兰, 沈洁. 基于居民购物消费行为的上海城市商业空间结构研究. 地理研究, 2008, 27(4): 897-906.<p>我国城市商业空间结构研究多局限于基于物质空间的中心地体系研究,本文以改革开放后市场经济转型及消费者因素日益重要的零售环境变化为出发点, 从居民购物消费行为空间入手,考察目前上海市的商业空间结构特征。本研究基于问卷调查及实地观察所获得的第一手资料,通过经验行为主义方法,总结出上海居民购物消费行为的一般特征,发现上海居民购物出行的空间等级结构较为明显并呈现扁平化的趋势,这与商业中心地的空间结构及其变化是相对应的;此外,本文创新性地得出上海市不同收入地区购物消费行为空间的等级结构特征,并发现了其与戴维斯模型类似的空间特征以及不尽相同的形成原因。</p>

[Chai Yanwei, Weng Guilan, Shen Jie.A study on commercial structure of Shanghai based on resident's shopping behavior. Geographical Research, 2008, 27(4): 897-906.]

[14]
周素红, 林耿, 闫小培. 广州市消费者行为与商业业态空间及居住空间分析. 地理学报, 2008, 63(4): 754-762.商业业态空间和居住空间是城市空间结构研究中的两个重要领域,通 过分析居民微观行为解释实体空间是近年来城市商业业态空间和居住空间研究领域中越来越多被使用的研究方法.以联系商业业态空间与居住空间的纽带-消费者行 为作为切入点,选择广州市8个街区的1428位居民为调查对象,研究二者的特征及关系.通过典型街区的问卷调查分析表明:①居民购物出行方式选择、出行距 离和多目的出行与所处街区的类型、区位、周边服务配套和城市商业业态空间等存在密切的关系.②商业空间的等级体系清晰存在,老城区传统商业中心仍存在较强 的吸引力;20世纪80年代以后形成的新商业中心区次之,二者在吸引人群的类型上存在差异;次一级商业中心区和日常生活服务配套区在为居民提供日常消费服 务方面扮演着重要的角色.⑨城市新商业中心和外围商业次中心的在服务能力和提供的业态类型上还存在不足,使其服务供给与周边居民的购物需求之间存在某种程 度的不匹配,引发对老城区的过度依赖.④外围商品房小区和政府规划建设的经济适用房小区周边的商业配套不足,增加了居民日常生活成本.通过对居民出行空间 的分析,可以从另一侧面剖析城市的空间结构及其发展演变的动力机制.

DOI

[Zhou Suhong, Lin Geng, Yan Xiaopei.The relationship among consumer's travel behavior, urban commercial and residential spatial structure in Guangzhou, China. Acta Geographica Sinica, 2008, 63(4): 754-762.]

[15]
薛领, 翁瑾. 基于垄断竞争的大都市商业空间结构动态模拟. 地理学报, 2010, 65(8): 938-948.<p>本文构建了一个基于垄断竞争、规模经济、交通成本、消费者多样化偏好以及商品和服务差异化的大都市两区域商业空间结构模型。提出了经济学演绎模型与基于agent 的计算实验相结合的研究路径,通过对商家、消费者等大量微观自主体(agent) 的相互作用来&ldquo;动态地&rdquo;观察和讨论大都市新、老城区宏观商业空间结构的微观基础、影响因素和演化过程。研究结果表明,①在商品和服务替代性、购物交通成本设定的情形下,新、老城区商业固定成本投入差距越大,则商业空间分布越不均衡,越易形成核心-边缘结构。② 由于居民的消费存在多样化偏好,因此强化区域间的差异性有助于改变商业的市场份额。③ 商业往往集聚在具有区位优势、人口规模优势以及固定成本优势的地区,而且交通条件的改善将加速商业的空间集聚。研究认为,空间经济学演绎模型与推导&rarr;基于agent 的地理计算&rarr;实证分析与计量检验是一个值得探索的技术路线。</p>

[Xue Ling, Weng Jin.Dynamic simulation on spatial structure of metropolitan commerce based on monopolistic competition model. Acta Geographica Sinica, 2010, 65(8): 938-948.]

[16]
Luo Wei, Wang Fahui.Measures of spatial accessibility to health care in a GIS environment: Synthesis and a case study in the Chicago region. Environment & Planning B, 2003, 30(6): 865-884.

[17]
Talen E, Anselin L.Assessing spatial equity: An evaluation of measures of accessibility to public playgrounds. Environment and Planning A, 1998, 30(4): 595-613.

[18]
W Ogryczak.Inequality measures and equitable approach to location problems. European Journal of Operational Research, 2000, 122(2): 374-391.

DOI

[19]
林康, 陆玉麒, 刘俊, 等. 基于可达性角度的公共产品空间公平性的定量评价方法: 以江苏省仪征市为例. 地理研究, 2009, 28(1): 215-226.<p>随着社会经济的快速发展和人民生活水平的提高,提供良好优质的公共产品服务,加快推进社会主义和谐社会建设,是当今政府的题中应有之义。其中, 空间可达性是公共产品服务的核心内容之一,而这正是地理学最具优势的研究领域。本文基于所开发的公共产品空间布局决策支持系统,以仪征医院空间布局为例,从定量角度深入探讨了不同布局方案所产生的空间效应,为优化公共产品的空间布局提供了非常有说服力的科学依据,同时也从方法论角度进行了公共产品空间布局量化研究的有益尝试。</p>

[Lin Kang, Lu Yuqi, Liu Jun, et al.Assessment of fair space of public product based on accessibility: A case of Yizheng city. Geographical Research, 2009, 28(1): 215-224.]

[20]
柴彦威, 塔娜, 毛子丹. 单位视角下的中国城市空间重构. 现代城市研究, 2011(3): 5-9.中国城市空间重构表现为均质的城市空间向异质的多元的城市空间转 变.单位转型是城市空间重构的缩影和重要组成部分.一方面,单位的空间和社区特点对于构建单位退休者社区和基于新单位制的低碳城市空间组织具有重要意义; 另一方面,单位的制度因素和社会特征和居民迁居,对于重塑城市居住空间具有重要影响,单位居民迁居和单位隐性化作用是城市空间重构的中心环节.因此,基于 单位视角解读中国城市空间重构具有重要的理论和现实意义.

DOI

[Chai Yanwei, Ta Na, Mao Zidan. Urban spatial reconstruction in cities in China: From the perspective of Danwei. Modern Urban Research, 2011(3): 5-9.]

[21]
Ding Wenjie, Zheng Siqi, Guo Xiaoyang.Value of access to jobs and amenities: Evidence for new residential properties in Beijing. Tsinghua Science and Technology, 2010, 15(5): 595-603.<h2 class="secHeading" id="section_abstract">Abstract</h2><p id="spara120">With the rapid urbanization of Chinese cities, access to jobs and amenities is becoming increasingly valued in household's choice of residential locations. In this paper, we estimate the implicit value of access to jobs and amenities in Beijing using the hedonic pricing model. The spatial distributions of jobs and amenities in the Beijing Metropolitan Area are quite centralized, supporting the traditional monocentric model in the urban economics literature. Accessibility indices are developed to measure the accessibilities to jobs and amenities of 129 Jiedaos (residential zones). We then employ the hedonic pricing equations to estimate the capitalization effects of these accessibility indices in the prices of new residential properties. The empirical results show that the accessibility indices are important determinants of residential property prices in Beijing, which means that urban residents have a willingness to pay for access to high quality amenities.</p>

DOI

[22]
陈晨, 王法辉, 修春亮. 长春市商业网点空间分布与交通网络中心性关系研究. 经济地理, 2013, 33(10): 40-47.首先运用UNA测度长春市中心城区交通网络中心性；然后运用KDE法对交通网络中心性与商业网点进行空间插值,将二者转换为同一空间单位,测算二者相关系 数,分析各类商业网点与交通网络中心性的空间相关性及二者关系的统计学特征；最后根据商业网点空间分布与交通网络中心性非协调性提出优化措施.究结果表 明:交通网络中心性对商业网点空间分布具有决定性影响；除生产资料市场外,其余商业网点空间分布与交通网络中心性均有较强关联性；邻近度对大型商场和专业 店分布影响较大,大型超市和家居建材商店倾向分布于中间性较高的区域,直达性则是影响消费品市场分布较为重要的因素；其中,大型商场、专业店、消费品市场 和生产资料市场空间分布与交通网络中心性存在非协调性.

DOI

[Chen Chen, Wang Fahui, Xiu Chunliang.The relationship between the spatial distribution of commercial networks and street centrality in Changchun. Economic Geography, 2013, 33(10): 40-47.]

[23]
Pooler J A.The use of spatial separation in the measurement of transportation accessibility. Transportation Research Part A: Policy and Practice, 1995, 29(6): 421-427.In a recent article, Allen et al . (1993) [ Transpn Res . 27B , 439–449] introduce what they call a new transportation accessibility measure. The present paper raises some questions about the history of the measure and its novelty. It is argued that accessibility indices have a longer history than the authors suggest and that the proposed index of accessibility, being the average distance among a set of locations, is neither new, nor worthy of the claims made for it. In addition, some questions are raised about the associated empirical results.

DOI

[24]
Jiang B, Claramunt C, Batty M.Geometric accessibility and geographic information: Extending desktop GIS to space syntax. Computers, Environment and Urban Systems, 1999, 23(2): 127-146.Accessibility indices which measure the relative &lsquo;nearness&rsquo; or &lsquo;propinquity&rsquo; of geographic locations, one to another, are not well-developed functions in proprietary geographic information systems (GIS), notwithstanding their evident usefulness for urban analysis. In this paper, we develop procedures for embedding such measures within desktop GIS, focusing on the measurement of geometric accessibility which is applicable to fine-scale urban structure at the street-building level of representation. The particular type of accessibility that we examine is based on the theory of space syntax, although our presentation generalises to many other types, and the way we embed measures of space syntax within GIS is applicable to a much wider class of measures. We first review the general class of geographic and geometric accessibility measures, defining those in space syntax as special cases. We then outline our implementation of these through a software extension within the desktop GIS, showing how the analyst can input street systems within the software through new drawing tools, generate accessibility measures through new computational functions, and present these visually using standardoutputs. The extension we propose enables accessibility measures to be integrated with the more conventional functionality of GIS analysis which is embodied in the basic software and its extensions. We illustrate the analysis using a standard space syntax example based on the street pattern of a small French town.

DOI

[25]
Tsou K W, Hung Y T, Chang Y L.An accessibility-based integrated measure of relative spatial equity in urban public facilities. Cities, 2005, 22(6): 424-435.<p id="">The achievement of equity in the distribution of urban public facilities is a goal of paramount importance to urban planners, who must analyze whether and to what degree their distribution is equitable. Recent efforts have probed into the equity of one type of facility, leaving an overall examination unconsidered. In this paper, integrated equity indices with which planners can analyze the relative equity status of facility distributions are presented, integrating GIS and spatial analysis models. Ren-de, Taiwan is the test site for this prototype method, and results show it allows users to understand the characteristics of spatial equity both for disaggregated and aggregated levels, and it demonstrates significant differences between urban public facilities.</p>

DOI

[26]
Schwanen T, Mokhtarian P L.What if you live in the wrong neighborhood? The impact of residential neighborhood type dissonance on distance traveled. Transportation Research Part D, 2005, 10(2): 127-151.While urban form in general and density in particular are believed by many to significantly influence travel behavior, various recent studies have argued that the true determinants of travel patterns are attitudes rather than land use characteristics. This research builds on this notion and investigates to what extent a lackof congruence between physical neighborhood structure and preferences regarding land use near ones home location (termed residential neighborhood type dissonance or mismatch) affect distance traveled overall and by mode. A conceptual model is described in which the relationship between neighborhood type dissonance and distance traveled is embedded in a wider set of individual and household choices, and tobit models of the influence of neighborhood type mismatch are presented. The results suggest that neighborhood type mismatch should be taken into account in future research as well as in policies attempting to modify travel behavior through land use regulations.

DOI

[27]
Immergluck D.Job proximity and the urban employment problem: Do suitable nearby jobs improve neighborhood employment rates?. Urban Studies, 1998, 35(12): 2353-2358.

[28]
Pashigian B P, Gould E D.Internalizing Externalities: The pricing of space in shopping malls. The Journal of Law and Economics, 1998, 41(1): 115-142.Consumers are attracted to malls because of the presence of well-known anchors--department stores with recognized names. Anchors generate mall traffic that indirectly increases the sales of lesser-known mall stores. Lesser-known stores can free ride off of the reputations of better-known stores. Mall developers internalize these externalities by offering rent subsidies to anchors and by charging rent premiums to other mall tenants. We estimate that anchors receive a per foot rent subsidy of no less than 72 percent that which nonanchor stores pay. Anchors pay a lower rent per square foot in larger malls (with several department stores) than in smaller malls (with fewer department stores), even though sales per square foot of anchors are the same in the two types of malls. In contrast, the sales and rent per square foot of other mall stores are higher in superregional malls than in regional malls. Copyright 1998 by the University of Chicago.

DOI

[29]
庞瑞秋, 赵梓渝, 王唯, 等. 住房制度改革以来长春市新建住宅的空间布局研究. 地理科学, 2013, 33(4): 432-442.依据房价网和搜狐焦点长春地产等网络数据,借助反权重分析方法及GIS技术平台,对1991~2011年长春市新建的住宅分布格局进行分析,得出长春市住宅空间分布特征①住宅的郊区化趋势日趋明显;②住宅沿城市主干道轴向布局和以城市绿地及水面为中心环状布局特征鲜明;③住宅价格总体上呈单中心多极核圈层分布;④价格重心相对于城市原有的几何中心南移等。同时,在对新建住宅空间布局的影响因素进行分析的基础上,进一步分析了这种空间布局的效应城市人口空间分布的郊区化、职住分离加剧、城市交通压力的增加以及城市商业空间的郊区化和多中心化。

[Pang Ruiqiu, Zhao Ziyu, Wang Wei, et al.The spatial layout of residence since the reform of housing system in Changchun. Scientia Geographica Sinica, 2013, 33(4): 432-442.]

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