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GEOGRAPHICAL RESEARCH >

2018 , Vol. 37 >Issue 11: 2331 - 2343

DOI: https://doi.org/10.11821/dlyj201811016

Articles

Influencing factors of residents' commuting behavior in Xining: A SEM analysis using activity-travel diary survey data

  • ZHANG Xue ,
  • CHAI Yanwei
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  • Department of Urban and Economic Geography, College of Urban and Environmental Sciences, Peking University, Beijing 100871, China

Received date: 2018-03-05

  Request revised date: 2018-09-10

  Online published: 2018-11-20

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《地理研究》编辑部
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Abstract

Commuting related issues in transitional urban China, like traffic congestion in rush hours, long distance commuting, increasing commuting time and its negative effect on human health, have attracted much attention of researchers in recent years. In order to solve the urban problems caused by residents' commuting, it is important to understand the changes of job-housing relationship and figure out the influencing factors of commuting behavior. Based on the activity-travel diary survey data of Xining conducted in 2013, this paper described the characteristics of commuting behavior of the residents living in different types of residential areas, in terms of their commuting distance, commuting traffic mode and commuting time. Using the structural equation model, we analyzed the relationship among these three endogenous variables, and explored the influencing effects of residential area type and individual socio-economic attributes.

The results reveal that: (1) Commuting distance has a significant positive effect on commuting traffic mode. The longer the commuting distance is, the more likely residents use the motorized commuting traffic mode. Commuting distance also has a significant positive effect on commuting time. Despite residents tend to take motorized commuting traffic mode when faced with long distance commuting, their commuting time is longer compared with their counterparts who have shorter commuting distance and take non-motorized traffic mode. This indicates that, the key to reduce motorized commuting traffic and bring down commuting time is to promote the job-housing balance and reduce the commuting distance. (2) After we control the impact of individual socio-economic attributes, residential area type still has a significant impact on commuting behavior in Xining. The residents who live in Danwei communities showed a prominent feature of the shortest commuting distance, lowest proportion of motorized travel mode and shortest commuting time. The residents living in commercial housing residential areas have the longest commuting distance, the most proportion of motorized travel mode and longest commuting time. And residents living in mixed residential areas in the old downtown area of Xining have longer commuting distance than those living in Danwei communities, whereas the proportion of motorized travel mode is higher than that of residents in Danwei communities. Compared with the existing research results in cities of eastern region, like Beijing, the commuting behavior of residents living in Danwei communities and commercial housing communities showed similar characteristics, while the commuting behavior of residents living in mixed residential areas in the downtown area of Xining had more proportion of motorized travel. This indicates that more job opportunities need to be provided in the downtown area of Xining to promote the job-housing balance in this city. (3) Individual socio-economic attributes have a significant impact on commuting behavior of the residents. Male, self-employed residents, high-income earners, part-time workers and well-educated residents have higher proportion of motorized commuting. They are the groups who need to be given more consideration in promoting job-housing balance in the city.

Key words： commuting behavior; job-housing relationship; SEM; Xining

Cite this article

ZHANG Xue , CHAI Yanwei . Influencing factors of residents' commuting behavior in Xining: A SEM analysis using activity-travel diary survey data[J]. GEOGRAPHICAL RESEARCH, 2018 , 37(11) : 2331 -2343 . DOI: 10.11821/dlyj201811016

1 引言

近年来,中国城市居民的通勤行为越来越受到学者们的关注。一方面,随着私人小汽车拥有率的持续上升,居民机动化出行比率上升,通勤高峰时段的交通拥堵问题成为影响居民出行的重大困扰[1,2];另一方面,长距离通勤、交通拥堵所引发的通勤时间增加成为影响居民生活质量与身体健康的重要因素[3,4,5];同时,与此相关联的空气污染问题、能源消耗问题等接踵而来[6]。如何理解中国城市转型期居民职住关系的变化,理清通勤距离、通勤交通方式与通勤时间之间的关系,挖掘通勤行为的影响因素,解决由于通勤引发的一系列城市问题,对城市规划与城市地理学者提出了挑战。
城市地域中就业与居住的空间组织方式决定了通勤的空间格局。西方城市土地利用模式完全由市场主导,基本遵循阿隆索的城市土地利用模型[7],因此关于通勤行为的研究均是基于市场原则支配下的住房选择过程,即居民根据经济支付能力和住房偏好自由选择住房,进而产生差异化的通勤模式[8,9,10]。在此背景下,居民自身的社会经济属性特征成为西方学者分析通勤行为影响因素的重要方面。比如Cervero等研究发现,在就业空间多中心化与郊区化背景下,具有较高就业和居住流动性的居民通勤距离较短,而内城的低收入工作者往往需要承受长距离的逆向通勤[11]。Sultana等研究发现居民社会经济属性对于通勤距离与通勤模式选择的影响似乎大于城市空间扩展的影响[12]。Lee等研究发现,家庭中的男性居民、高学历者和户主的通勤距离和通勤时间往往更长[13]。同时,居住区的就业可达性和住房选择偏好成为影响居民通勤行为的另一重要因素,比如Sohn等研究就业与居住的平衡对通勤行为的影响[14,15]。Schwanen等研究发现,居住区的物质环境和对于居住区的态度是决定通勤交通方式选择的重要因素[16]。Schneider等研究了居住区环境与选择自行车通勤方式之间的关系[17]。
在中国,城市土地利用模式一方面受市场化因素影响,另一方面也受到政府制度性因素调控,导致居民的住房选择过程与西方有很大不同。计划经济时期,除居民的自建房之外,单位是城市居民获取住房的主要来源。由于单位大院在居住区层面实现了生产功能和生活功能的平衡,因此当时职住接近、低机动化出行是居民通勤的基本特征[18]。随着中国经济发展逐渐向市场化转型,单位福利住房制度解体,开发商在老城区边缘和城市郊区地带新建大量商品房居住区,政府为保障低收入居民的生活建设了不同类型的保障性住房居住区,加之残留的原有单位房居住区、改造中的老城区自建房居住区等,不同类型居住区在中国城市空间中共存,打破了计划经济时期职住接近的城市空间格局。张艳等通过比较北京不同居住区居民的通勤格局,发现居民的通勤格局在不同居住区之间存在显著差异[19]。赵鹏军等通过研究北京不同类型居住区的交通可达性、人口密度、居民社会经济属性与通勤时间的关系,发现在目前住房市场化改革的背景下,相比于其他类型社区的居民,单位社区居民的通勤时间依然较短[20]。王冬根等基于北京城市居民调查数据,比较单位住房居民和市场化住房居民通勤行为的差异,发现单位住房居民职住接近、通勤时间短、采用非机动化交通方式的特点依然突出,认为单位制度对于中国城市居民通勤行为的影响依然存在[21]。塔娜等则从发展过程的视角系统梳理了在单位制度影响下,中国城市居民职住关系与通勤模式的演变过程,认为在中国,政府干预力量将有助于实现城市的职住平衡[22]。基于以上梳理,可以发现,在中国城市中,居住区类型一定程度上代表居民的社会属性与职住关系,居民的通勤行为一方面受居民自身社会经济属性因素影响,另一方面与居住区类型密切相关。如何通过研究不同居住区居民的通勤行为特征,针对不同居住区实行差异化的城市规划与管理,促进实现城市职住平衡,对于解决转型期中国城市的交通拥堵、减少居民长距离通勤、降低居民机动化出行率等问题具有重要意义。
已有关于中国城市不同类型居住区居民通勤行为的比较研究中,大多以北京、广州、上海等东部发达城市为实证案例[3,23-26],而对于西部城市的研究较少。根据第六次全国人口普查数据,中国东部地区有11.43%的居民的住房来源为行政类住房,而在西部地区有13.18%的居民的住房来源仍为行政类住房[27]。可见,西部城市的单位福利住房制度改革较东部城市缓慢,城市发展历史与制度性的烙印对于居民日常生活的影响相比于东部地区可能更加明显。任瑜艳等学者以西宁市为例,探讨了西部城市单位居住区居民通勤行为的特征[28,29],但关于城市内部不同类型居住区居民通勤行为之间的差异性以及居住区类型、个人社会经济属性与通勤行为特征之间关系的研究尚未开展。因此,本文试图基于2013年西宁市居民活动日志调查数据,分析西宁居民通勤行为的居住区差异,并利用结构方程模型分析通勤距离、通勤交通方式、通勤时间三者之间的关系,探讨居住区类型及个人社会经济属性因素对于通勤行为的影响,为进一步制定相关政策提供支持。

2 研究方法与数据来源

2.1 西宁城市居住区类型与调查居住区的选择

20世纪90年代,传统式街坊居住区、单一式单位居住区、混合式综合居住区和演替式边缘居住区是当时中国城市四类典型的居住区[30]。2000年以来,随着单位福利住房制度的解体和住房市场化改革,中国城市居住区呈现出不断分化的格局[31]。基于对中国城市居住空间发展历程的梳理,本文结合对西宁城市居住区的实地调研,将西宁城市内部的居住区划分为三种主要类型：
（1）老城区混合居住区
西宁是位于青海省东部湟水谷地的典型河谷城市。早期城市公共服务功能高度集中于大十字附近,即四条川道交汇处的城市中心区,这是解放前西宁城市的居住核心区。解放后,主城区内建设了大量自建房,以上房下商的二层建筑形式为主。在计划经济时期,部分青海省政府事业单位在老城区内建设了单位居住区。2000年以来,随着住房市场化改革和单位福利住房制度的解体,老城区内的单位居住区居民搬迁较多,杂化现象明显。近年来,由于老城区的居住区建设年代较久、居住条件较差,成为旧城改造的对象。改造后的住房多为多层或高层住宅,一部分作为商品房进入住房市场,一部分则作为政府为解决中低收入家庭的住房问题而建设的保障性住房。因此,在西宁老城区的居住区内住房来源混杂的特征明显。
（2）单位房居住区
建国以后,西宁市在老城区外围依托行政机关和科研院所,建设了一批各单位的居住区,比如青海师范大学居住区、青海省出版社居住区等;同时,为配合国家“三线建设”,在当时的城市边缘区建设了一批工厂型单位居住区,比如位于城西区的西宁钢铁厂居住区。以单位为基本空间单元的居住区建设,成为建国初期西宁城市空间扩张的主要推动力[32]。住房市场化改革之后,由于单位房居住区内居民构成的变动,居住区内开始出现杂化。但作为计划经济时期的产物,目前单位房居住区与其它类型的居住区仍然在城市空间中共存。
（3）商品房居住区
西宁市的住房制度改革开始于1994年青海省人民政府印发的《青海省深化城镇住房制度改革实施意见》。在取消原有单位福利住房制度的同时,西宁市在北部经济技术开发区和西部海湖新区开始大量建设商品房居住区,新建的商品房住宅以多层或高层居多。郊区商品房的建设,成为2000年之后西宁城市空间扩张的重要力量。同时,在2000年初,通过对老城区旧城改造,新建了一批靠近市中心的商品房。
总体上,上述三类居住区构成西宁市居住空间的主要类型,它们反映出不同时期的住房制度,以及城市空间扩张与重构背景下城市内部居住空间的分化过程。本文按照上述三种类型对14个典型居住区进行问卷调查（图1）。老城区混合居住区的案例社区包括东关居住区、银苑居住区、文化街居住区、东大街居住区和团结居住区。单位居住区的案例社区包括青海师范大学居住区、西北高原生物研究所居住区、出版社居住区和西宁钢铁厂居住区。商品房居住区的典型案例包括2000年左右建设的王府花园居住区、杨家巷居住区、香格里拉居住区、新乐花园居住区和华益明筑居住区。其中新乐花园居住区位于城北生物技术园区,华益明筑居住区位于西部海湖新区,王府花园居住区、杨家巷居住区、香格里拉居住区靠近老城区。
Fig. 1 Location of the study area

图1 调查居住区区位

2.2 问卷调查实施与数据获取

2013年9月北京大学时间地理学研究小组与青海师范大学联合对上述14个居住区开展居民日常活动与出行调查。每个居住区随机选取100户家庭（每户调查男家长与女家长两人）。调查采用纸质问卷的方式对居民的社会经济属性和日常活动与出行行为进行记录。有效样本共2598个。本研究选取通勤信息完整的1186个样本,建立基础数据库。
样本的社会经济属性特征如表1所示。三种不同类型居住区样本均占到三分之一左右。男性样本占60%,这与前期数据筛选中剔除了部分无工作的居民有关。从年龄分布来看,86%左右居民为30~59岁。18%左右的居民为少数民族,体现了西宁少数民族聚居城市的特色。从居民的受教育水平来看,47.6%的居民为高中及以下水平,研究生及以上水平的居民占8.6%。82%左右的居民为西宁户籍。从居民的就业情况来看,有四分之一的居民为兼职就业。居民的职业类型方面,48%左右居民为企事业单位从业者,将近三分之一的居民为个体私营从业者。个人月收入方面,66%的居民个人月收入在2000~5000元之间。65%的居民家中有18岁以下小孩,18%的居民家中有60岁以上老人。83%的居民的房屋为自有产权。①(① 根据《西宁市2010年第六次人口普查主要数据公报》,西宁全市常住人口中,男性占51.47%,女性占48.53%;15~64岁的人口占75.49%;汉族人口占74.04%,各少数民族人口占25.96%;高中及以下受教育水平居民占77%。由于本研究中剔除了无工作、离退休的样本,因此与西宁市人口普查数据中的全市居民属性特征略有差异,表现为以中青年为主,男性比例偏高、受教育水平偏高。)
Tab. 1 Socio-economic attributes of the samples

表1 样本社会经济属性

变量 样本量(比例%) 数据描述 变量 样本量(比例%) 数据描述
居住区的类型 1186(100) 户籍 1186(100) 虚拟变量
单位房居住区 383(32.3) 参照组 西宁户籍 976(82.3) 1
商品房居住区 425(35.8) 虚拟变量 非西宁户籍 210(17.7) 0
混合居住区 378(31.9) 虚拟变量 就业情况 1186(100) 虚拟变量
性别 1186(100) 虚拟变量 全职就业 882(74.4) 1
男 716(60.4) 0 兼职就业 304(25.6) 0
女 470(39.6) 1 职业类型 1186(100) 等级变量
年龄 1186(100) 等级变量 私营个体企业者 341(28.8) 1
<18岁 2(0.2) 1 商业、服务业从业者 274(23.1) 2
19~29岁 149(12.6) 2 企事业单位从业者 571(48.1) 3
30~39岁 398(33.6) 3 个人月收入 1186(100) 等级变量
40~49岁 500(42.2) 4 <2000元 244(20.6) 1
50~59岁 125(10.5) 5 2000~5000元 786(66.3) 2
60~69岁 12(1.0) 6 5000~7000元 110(9.3) 3
民族 1186(100) 虚拟变量 7000~10000元 24(2.0) 4
汉族 968(81.6) 0 10000元以上 22(1.9) 5
少数民族 218(18.4) 1 家中有<18岁小孩情况 1186(100) 虚拟变量
受教育程度 1186(100) 等级变量 有 772(65.1) 1
小学以下 21(1.8) 1 无 414(34.9) 0
小学 65(5.5) 2 家中有>60岁老人 1186(100) 虚拟变量
初中 207(17.5) 3 有 212(17.9) 1
高中(中专/职高) 292(24.6) 4 无 974(82.1) 0
大专 174(14.7) 5 住房产权 1186(100) 虚拟变量
大学本科 325(27.4) 6 自有 987(83.2) 0
研究生及以上 102(8.6) 7 租赁 199(16.8) 1

3 不同类型居住区居民通勤模式的描述性分析

从不同居住区居民的通勤空间图中可以发现,老城区混合居住区居民通勤活动两极化特点明显。大部分居民通勤距离较短,主要在西宁老城区附近,但也有一部分居民的通勤距离较长,由老城区指向城北区经济技术开发区、城西区以及东部的城市边缘地区,说明西宁城市中心区存在逆通勤现象。位于主城区附近的单位居住区居民通勤活动除分布在单位居住区周边,一部分指向大十字附近,一部分指向城北区经济技术开发区;而位于城市郊区的单位居住区居民,存在较大比例的内向通勤。商品房居住区居民的通勤指向较丰富,向城区各个方向发散,并存在一定比例的长距离通勤（图2）。
Fig. 2 Commuting space of urban residents living in different communities

图2 不同居住区居民的通勤空间

进一步,对不同类型居住区居民的通勤直线距离、通勤时间和通勤交通方式进行描述性统计（表2）。从通勤直线距离的统计来看,单位房居住区居民的平均通勤距离最短,为1.0 km;老城区混合居住区居民的通勤距离次之,为3.8 km;商品房居住区居民的通勤距离最长,为6.0 km。从居民通勤时间角度分析,单位房居住区居民的平均通勤时间最短,为9.9分钟,老城区混合居住区居民的通勤时间次之,而商品房居住区居民的通勤时间最长,为16.6分钟。从通勤的交通方式来看,单位房居住区居民采取机动化通勤方式的比例仅为17.3%,老城区混合居住区居民采用机动化通勤方式的比例为48.2%,商品房居住区居民采用机动化通勤方式的比例为47.1%。可见,单位房居住区居民的平均通勤距离、通勤时间相对其他类型居住区更短,通勤采取非机动化交通方式的比例最高;商品房居住区居民的平均通勤距离和通勤时间最长,采用机动化通勤方式的比例较高;而老城区混合居住区居民的平均通勤距离和通勤时间均小于商品房居住区,但采用机动化通勤交通方式的比例与商品房居住区相当。
Tab. 2 Descriptive analysis on commuting behavior of residents living in different types of communities

表2 不同类型居住区居民通勤行为的描述性统计

通勤时间 通勤距离 通勤交通方式
样本数（个） 平均值
（分钟）		 平均值
（km）		 步行
（%）		 自行车
（%）		 小汽车
（%）		 单位班车
（%）		 公共交通
（%）		 其他
（%）
单位
居住区		 青海师大居住区 145 8.2 1.0 81.4 0.0 9.0 2.1 6.2 1.4
西北生物所居住区 90 9.1 0.2 84.4 1.1 4.4 0.0 10.0 0.0
出版社居住区 36 8.1 1.1 72.2 0.0 25.0 0.0 2.8 0.0
西宁钢铁厂居住区 112 13.4 1.5 75.9 9.8 1.8 0.0 12.5 0.0
汇总 383 9.9 1.0 79.6 3.1 7.3 0.8 8.6 0.5
商品房
居住区		 王府花园居住区 89 13.3 1.8 62.9 0.0 18.0 2.3 16.9 0.0
杨家巷居住区 77 17.0 15.3 29.9 0.0 23.4 2.6 39.0 5.2
香格里拉居住区 79 15.7 2.7 48.1 7.6 20.3 5.1 16.5 2.5
新乐花园居住区 128 20.4 4.9 64.8 0.0 10.2 1.6 23.4 0.0
华益明筑居住区 52 13.8 6.9 36.5 0.0 34.6 5.8 21.2 1.9
汇总 425 16.6 6.0 51.5 1.4 19.1 3.1 23.3 1.7
老城区
混合居
住区		 东关居住区 95 12.0 2.9 47.4 2.1 15.8 3.2 25.3 6.3
银苑居住区 158 13.5 4.9 44.9 0.0 21.5 1.3 26.0 6.3
文化街居住区 60 11.6 3.8 65.0 0.0 5.0 0.0 30.0 0.0
东大街居住区 29 12.9 3.6 51.7 0.0 13.8 0.0 34.5 0.0
团结居住区 36 20.0 1.8 50.0 16.7 5.6 5.6 22.2 0.0
汇总 378 13.4 3.8 49.7 2.1 15.3 1.9 26.7 4.2

4 基于结构方程模型的分析

4.1 结构方程模型

结构方程模型是目前处理隐变量以及复杂关联的主要模型,广泛应用于居民行为决策、交通出行等研究领域[33,34,35,36,37]。本文构建的模型是结构方程模型的路径模型,表达式为：
y = By + Г x + ζ
式中：y代表内生变量向量;x代表外生变量向量;B代表内生变量间的路径系数矩阵;Г代表外生变量与内生变量间的路径系数矩阵;ζ代表结构方程的误差项,反映y在方程中未被解释的部分[33,34]。
已有研究表明,职住不平衡是引发长距离通勤的重要因素。比如,Cervero等研究发现,住房与就业岗位之间的空间错位或者不平衡,是增加居民通勤距离的主要因素;同时,居民的职住关系与机动化出行显著相关[38,39,40,41]。Limtanakool等研究发现,通勤交通方式的选择与通勤时间显著相关[42]。基于对已有相关研究结论的梳理,本文的模型理论框架如图3所示。假设通勤距离会对通勤交通方式和通勤时间产生直接影响,即通勤距离越长,居民越倾向于采取机动化通勤交通方式,并且通勤时间越长。同时,由于不同交通方式的速度不同,通勤交通方式又会对通勤时间产生直接影响。在通勤行为的影响因素方面,根据前文所述已有研究结论,居住区类型会对通勤距离、通勤交通方式和通勤时间均产生直接和间接影响,居民的社会经济属性也会分别对通勤行为产生影响。
Fig. 3 Theoretical framework for the structural equation model

图3 结构方程模型的理论框架

内生变量中,通勤距离和通勤时间均为连续变量。为对比不同类型居住区通勤交通方式的差异,将通勤交通方式分为非机动化出行方式（包括步行、自行车）和机动化出行方式（包括小汽车、单位班车、公共交通等）,其中非机动化出行方式作为参照组,编码为0,机动化出行方式编码为1。外生变量的编码如表1所示。

4.2 模型拟合指数

在Amos 20.0软件中采用极大似然法（ML）对数据进行估算,得到模型的拟合指数（表3）。分别与其对应的参考值进行比较,发现模型的拟合效果较好。
Tab. 3 Goodness-of-fit statistics of the model and reference values

表3 拟合指数

拟合指数 参考值 模型结果
degree of freedom 11
Minimum fit function Chi-Square 4.32
P >0.05 0.94
RMSEA <0.05 0.016
GFI >0.90 0.999
NNFI >0.90 1.000
SRMR <0.05 0.046

4.3 模型结果

如图4和表4所示,内生变量之间假设的因果关系均通过显著性检验。通勤距离对通勤交通方式的直接效应为0.790,说明通勤距离越长,居民越倾向于采用机动化通勤交通方式。通勤距离对通勤时间的直接效应是0.205,表明通勤距离每增加1 km,通勤时间会增加0.205分钟;且随着通勤距离每增加1 km,通勤交通方式的机动化程度增高,通勤时间增加0.023分钟,因此通勤距离对于通勤时间的总效应是0.228。通勤交通方式对于通勤时间的总效应为0.029,说明采用机动化交通方式的通勤时间要长于采用非机动化交通方式通勤的居民。内生变量之间的关系验证了职住关系对于通勤交通方式和通勤时间的显著影响;尽管随着通勤距离的增加,居民倾向于采用机动化交通方式出行以减少通勤时间,但他们的通勤时间仍然长于通勤距离短、采用非机动化交通方式通勤的居民。
Fig. 4 The direct effects of endogenous variables upon each other

图4 内生变量之间的直接效应路径图

Tab. 4 Total, direct and indirect effects of endogenous variables on one another

表4 内生变量之间的总体效应、直接效应和间接效应

效应 通勤距离 通勤交通方式
通勤交通方式 总体效应 0.790 0.000
直接效应 0.790 0.000
间接效应 0.000 0.000
通勤时间 总体效应 0.228 0.029
直接效应 0.205 0.029
间接效应 0.023 0.000

注：所有效应指数在0.10及以上的水平上显著。

外生变量对内生变量的影响如表5所示。相对于单位房居住区居民,老城区混合居住区居民的通勤距离显著增加,采用机动化交通方式的比例显著增加,但通勤时间与单位房居住区居民并没有显著差异。商品房居住区居民,在通勤距离相对于单位房居住区居民显著增加的同时,采用机动化通勤交通方式的比例显著增加,并且通勤时间显著增加。由此可见,居住区类型这一变量在控制了样本的社会经济属性之后仍然对居民的通勤行为产生显著影响。单位房居住区居民职住接近、非机动化出行、通勤时间短的特点依然突出;而住房市场化背景下兴建的商品房居住区居民职住分离、机动化出行、通勤时间长的特点明显;混合房居住区内居民通勤特征较复杂,部分居民逆通勤现象的出现,导致通勤距离相比于单位居住区居民显著增加,通勤交通方式的机动化程度较高,但仍然有相当一部分居民在老城区附近工作,职住接近,通勤时间较短,导致从模型结果来看,通勤时间与单位房居住区居民并没有显著差异。
Tab. 5 Total, direct and indirect effects of exogenous variables on endogenous variables

表5 外生变量对内生变量的总体效应、直接效应和间接效应

通勤距离 通勤交通方式 通勤时间
总体
效应		 直接
效应		 间接
效应		 总体
效应		 直接
效应		 间接
效应		 总体
效应		 直接
效应		 间接
效应
混合房 1.023*** 1.023*** — 1.56** 0.752 0.808 0.311 0.056 0.255
商品房 1.495*** 1.495*** — 1.324*** 0.143*** 1.18 0.423** 0.078** 0.345
有60岁以上老人 0.162 0.162 — 0.106 -0.022 0.128 -0.006 -0.042 0.036
有18岁以下小孩 -0.134 -0.134 — -0.522 -0.41 -0.106 -0.039 0.004 -0.043
住房产权 -0.121 -0.121 — -0.546*** -0.45 -0.096 0.043 0.083 -0.041
个人月收入 0.016 0.016 — 0.21*** 0.197 0.013 0.003 -0.007 0.009
职业类型 0.085 0.085 — -0.072 -0.139 0.067 0.033 0.018 0.015
就业情况 -0.076 -0.076 — -0.391** -0.331** -0.06 0.078*** 0.105 -0.027
户籍 0.115 0.115 — 0.372 0.281 0.091 0.212 0.178 0.035
民族 -0.095 -0.095 — -0.537*** -0.462** -0.075 -0.121*** -0.113 -0.008
受教育程度 0.015 0.015 — 0.129** 0.118*** 0.012 -0.014 -0.02 0.007
年龄 -0.105** -0.105** — -0.314*** -0.231*** -0.083 -0.042 -0.012 -0.031
性别 -0.181** -0.181** — 0.047** 0.19 -0.143 0.006 0.042 -0.036

注：**代表5%显著性水平上显著,***代表1%显著性水平上显著;“—”代表模型中不包括的关系。

从居民的社会经济属性对通勤行为的影响效应来看,女性居民的通勤距离更短,更倾向于采用非机动化的通勤交通方式,而通勤时间并不存在显著差异;相比于自有房者,租赁房居民更倾向于采用非机动化的通勤交通方式;个人月收入对于采用机动化通勤方式具有显著的正向影响;相对于兼职就业的居民,全职就业居民往往采用非机动化交通方式通勤,但通勤时间要长于兼职就业居民;从居民的民族属性来看,相比于汉族居民,少数民族居民采用非机动化通勤方式的比例更高,且通勤时间更短;从居民受教育程度来看,具有较高学历的居民更多采用机动化通勤方式;从年龄角度来看,居民的年龄越大,通勤距离显著较小,并倾向于采用非机动化的通勤交通方式。

5 结论与讨论

本文以西宁市为案例,基于2013年西宁市居民活动日志调查获取的第一手数据,分析了不同类型居住区居民通勤行为特征的差异,并采用结构方程模型理清通勤距离、通勤交通方式、通勤时间之间的内生关系,探讨居住区类型属性及个体的社会经济属性对于居民通勤行为的影响。模型结果表明：① 通勤距离对通勤交通方式有显著的正向影响,即通勤距离越长,居民越倾向于采用机动化的通勤交通方式;通勤距离对通勤时间有显著的正向影响;同时也发现,尽管随着通勤距离的增加,居民倾向于采用机动化交通方式出行,但通勤时间仍然长于通勤距离短、采用非机动化交通方式通勤的居民。说明促进职住平衡,减少居民的通勤距离,是降低机动化通勤比例、减少通勤时间的关键。② 在控制了个人社会经济属性之后,居住区类型属性仍然对居民通勤行为产生显著影响。单位房居住区居民职住接近、非机动化出行、通勤时间短的特点依然突出;而住房市场化背景下兴建的商品房居住区居民职住分离、机动化出行、通勤时间长的特点明显;混合房居住区内居民通勤特征较复杂,通勤距离相比于单位居住区居民显著增加,通勤交通方式的机动化程度较高,但从模型结果来看,通勤时间与单位房居住区居民并没有显著差异。张艳等通过比较北京城市内部不同居住地域之间居民通勤格局的差异性,发现北京市单位居住区居民的通勤时间和距离显著较短,政策性住房居住区居民的通勤距离显著较长,非机动化出行是旧居住区与单位居住区的居民主要的通勤交通方式,商品房与政策性住房居住区中的居民较多采用机动化的通勤交通方式[19]。与之相比,西宁市单位房居住区、商品房居住区居民的通勤行为表现出与北京一致的特点,而老城区居住区居民的通勤行为特征有所差异,在西宁老城区居民使用机动化通勤交通方式的比例较高。说明在西宁,一方面要在商品房建设中考虑增加周边的就业岗位,促进商品房居住区居民职住平衡,另一方面,如何促进老城区混合居住区居民不断提高住房条件的同时,增加适宜该类居住区居民从事的就业岗位,促进老城区实现新的职住平衡,降低老城区混合居住区居民的逆通勤比例,是西宁在目前的旧城改造中需要考虑的问题。③ 个人社会经济属性对于居民通勤行为也产生重要影响。男性、自有房者、高收入者、兼职就业者、高学历者采用机动化通勤方式的比例更高,促进解决该类人群的职住平衡,是降低居民机动化通勤方式比例,减少交通拥堵需要着重考虑的方面。
中国城市正在经历巨大的社会经济转型,单位制残留的居住区、新建商品房居住区、老城区居住区等不同类型的居住区在城市空间中共存,既代表了中国城市发展不同阶段的就业与居住的空间组织形式,又代表了不同社会经济属性的居民在城市空间中的分选结果。面向以人为本、旨在提高居民生活质量的新型城镇化建设,如何通过研究不同居住区居民的通勤行为特征,针对不同居住区实行差异化的城市规划与管理,促进实现城市职住平衡,对于解决转型期中国城市的交通拥堵、减少居民长距离通勤、降低居民机动化出行率等问题具有重要意义。目前本文对于不同类型居住区周边建成环境的差异性、不同居住区内居民的入住年份、城市形态的影响等方面尚考虑不足,在未来的研究中将进一步深化。

The authors have declared that no competing interests exist.

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Cooke T J.Proximity to job opportunities and African American male unemployment: A test of the spatial mismatch hypothesis in Indianapolis. The Professional Geographer, 1993, 45(4): 407-415.Despite the lack of substantive research, the spatial mismatch hypothesis remains a pervasive explanation for the high rate of African American male unemployment. This research tests the hypothesis that census tract African American male unemployment rates are negatively related to the number of local job opportunities. This hypothesis is tested for Marion County, Indiana, the central county of the Indianapolis MSA. Weighted partial correlation coefficients of the logit of African American male census tract unemployment rates and indices of the availability of local job opportunities in manufacturing, services, and retail trade are statistically insignificant. The findings reject the spatial mismatch hypothesis in the specific context of Indianapolis in 1990.

DOI

[9]
Horner M W.Spatial dimensions of urban commuting: A review of major issues and their implications for future geographic research. The Professional Geographer, 2004, 56(2): 160-173.Modern urban transportation systems continuously challenge, and are challenged by, the changing nature of 21st-century travel demand. Today, congestion is the norm in cities of the United States, and researchers and practitioners are seeking solutions to these problems. Urban commuting is identified as contributing to the suboptimal performance of transportation systems. This paper offers a review and critique of recent research on urban commuting, emphasizing geographical dimensions of this topic. Three broad areas of research related to urban commuting are discussed. These include (1) urban sustainability, (2) land use, and (3) geographic information systems (GIS). Major themes are examined in an effort to elicit thought on future geographic research. At the conclusion of the paper, summary remarks are provided and avenues for research are outlined.

DOI

[10]
Limtanakool N, Dijst M, Schwanen T.The influence of socioeconomic characteristics, land use and travel time considerations on mode choice for medium-and longer-distance trips. Journal of Transport Geography, 2006, 14(5): 327-341.This paper contributes to the limited number of investigations into the influence of the spatial configuration of land use and transport systems on mode choice for medium- and longer-distance travel (defined here as home-based trips of 50 km and over) in the Netherlands. We have employed data from the 1998 Netherlands National Travel Survey to address the question as to how socioeconomic factors, land use attributes, and travel time affect mode choice for medium- and longer-distance travel, and how their role varies across trip purposes: commuting, business, and leisure. The empirical analysis indicates that land use attributes and travel time considerations are important in explaining the variation in mode choice for medium- and longer-distance travel when controlling for the socioeconomic characteristics of travellers.

DOI

[11]
Cervero R.Jobs-housing balance revisited: Trends and impacts in the San Francisco Bay area. Journal of the American Planning Association, 1996, 62(4): 492-511.Abstract Regions in California have recently set jobs-housing balance targets, to relieve traffic congestion and improve air quality. Critics of such targets charge that many factors prevent people from living near their workplaces, and that market forces, left unobstructed, work to produce balance-that is, people and firms co-locate to reduce imbalances. This article examines changes in the ratios of jobs to employed residents in 23 large San Francisco Bay Area cities during the 1980s. Imbalances were found to have declined generally, mainly because dormitory communities in 1980 had attracted businesses by 1990. However, imbalances generally worsened in job-surplus cities, particularly in the Silicon Valley. The research also reveals little association between jobs-housing balance and self-containment. Several Bay Area cities are nearly perfectly balanced, yet fewer than a third of their workers reside locally, and even smaller shares of residents work locally. Restricted housing production, especially in fast-growing cities, has in many instances raised housing prices, displacing workers and increasing average commute distances. Eliminating barriers to residential mobility and housing production would allow more housing and jobs to co-locate in the future.

DOI

[12]
Sultana S, Weber J.Journey-to-work patterns in the age of sprawl: Evidence from two midsize southern metropolitan areas. The Professional Geographer, 2007, 59(2): 193-208.Among others, one commonly identified negative consequence of urban sprawl is an increase in the length of the journey to work. However, there has been more discussion of this than serious scrutiny, hence the relationship between urban sprawl and commuting patterns, especially at the intraurban level, remains unclear. Using the 2000 Census Transportation Planning Package (CTPP) data for two Southeastern metropolitan areas, this research investigates the extent to which workers living in sprawl areas commute farther to work than those living in higher density areas. The analysis of variance confirms that workers commuting from sprawl areas to urban areas experience a longer commute in terms of time as well as mileage, though this varies when workplace and home locations are taken into account. However, multivariate statistical results suggest that there are limits to the utility of sprawl as a predictor of travel behavior compared to workers' socioeconomic characteristics, as other factors appear to be equally or more important.

DOI

[13]
Lee B S, McDonald J F. Determinants of commuting time and distance for Seoul residents: The impact of family status on the commuting of women. Urban Studies, 2003, 40(7): 1283-1302.

DOI

[14]
Sohn J.Are commuting patterns a good indicator of urban spatial structure?. Journal of Transport Geography, 2005, 13(4): 306-317.Commuting patterns can be recognized by examining urban spatial structure. The latter can also be identified through the investigation of the former. This paper examines how well commuting patterns reflect the corresponding urban spatial structure. For this purpose, locational variables for commuting trip origin and destination are derived and included in an adjusted gravity model. The sign and the magnitude of the coefficients of those variables are interpreted along with the associated urban spatial structure. For a more formal comparison, urban density functions are estimated. Commuting data from the Seoul Metropolitan Region in 1987, 1990, and 1995 are used for an empirical analysis. The result shows that the distribution of employment is consistent between the spatial structure projected from the commuting patterns and the urban density distribution, while the distribution of employed residents is not, suggesting that the latter case should be interpreted with more caution.

DOI

[15]
Horner M W.Spatial dimensions of urban commuting: A review of major issues and their implications for future geographic research. The Professional Geographer, 2004, 56(2): 160-173.Modern urban transportation systems continuously challenge, and are challenged by, the changing nature of 21st-century travel demand. Today, congestion is the norm in cities of the United States, and researchers and practitioners are seeking solutions to these problems. Urban commuting is identified as contributing to the suboptimal performance of transportation systems. This paper offers a review and critique of recent research on urban commuting, emphasizing geographical dimensions of this topic. Three broad areas of research related to urban commuting are discussed. These include (1) urban sustainability, (2) land use, and (3) geographic information systems (GIS). Major themes are examined in an effort to elicit thought on future geographic research. At the conclusion of the paper, summary remarks are provided and avenues for research are outlined.

DOI

[16]
Schwanen T, Mokhtarian P L.What affects commute mode choice: Neighborhood physical structure or preferences toward neighborhoods?. Journal of Transport Geography, 2005, 13(1): 83-99.The academic literature on the impact of urban form on travel behavior has increasingly recognized that residential location choice and travel choices may be interconnected. We contribute to the understanding of this interrelation by studying to what extent commute mode choice differs by residential neighborhood and by neighborhood type dissonance—the mismatch between a commuter’s current neighborhood type and her preferences regarding physical attributes of the residential neighborhood. Using data from the San Francisco Bay Area, we find that neighborhood type dissonance is statistically significantly associated with commute mode choice: dissonant urban residents are more likely to commute by private vehicle than consonant urbanites but not quite as likely as true suburbanites. However, differences between neighborhoods tend to be larger than between consonant and dissonant residents within a neighborhood. Physical neighborhood structure thus appears to have an autonomous impact on commute mode choice. The analysis also shows that the impact of neighborhood type dissonance interacts with that of commuters’ beliefs about automobile use, suggesting that these are to be reckoned with when studying the joint choices of residential location and commute mode.

DOI

[17]
Schneider R J, Stefanich J.Neighborhood characteristics that support bicycle commuting: Analysis of the top 100 US census tracts. Transportation Research Record: Journal of the Transportation Research Board, 2015, (2520): 41-51.

[18]
柴彦威. 以单位为基础的中国城市内部生活空间结构: 兰州市的实证研究. 地理研究, 1996, 15(1): 30-38.本文着眼于中国城市居民生活的最基本组织──单位，通过考察其形成与作用、日常生活类型及空间分布特征等，得出中国城市的内部生活空间结构由三层次构成：（１）由在世界各种城市地域组织中独具一格的单位构成的基础生活圈；（２）同质单位为主形成的低级生活圈；（３）以区为基础的高级生活圈。这种独特的生活空间结构是在社会主义计划城市下行政管理和生活居住规划的双重影响下形成的。

DOI

[Chai Yanwei.Danwei-based Chinese cities' internal life-space structure: A case study of Lanzhou city. Geographical Research, 1996, 15(1): 30-38.]

[19]
张艳, 柴彦威. 基于居住区比较的北京城市通勤研究. 地理研究, 2009, 28(5): 1327-1340.改革开放以来,伴随城市土地与住房市场化改革逐渐推进、郊区化与城市空间扩张不断加快、单位制度及单位大院的解体等,北京城市内部居住与就业的空间组织正经历着显著变化,从而导致通勤问题的产生以及城市通勤格局的显著变化。本文基于对北京市内10个典型居住区中600个家庭、842位就业居民的日常通勤行为问卷调查数据,比较城市内部不同居住地域居民通勤格局的差异性,以期折射北京市居住与就业空间重构的微观过程。研究表明：（1）城市内部不同居住区居民的通勤行为存在显著差异性;（2）不同类型单位居住区通勤格局呈现出明显的分化;（3）老城区旧居住区中相当比例的长距离逆向通勤,以及郊区新建商品房以及政策性住房居住区中较高比例的长距离内向通勤,反映城市职住分离现象的出现。

DOI

[Zhang Yan, Chai Yanwei.Characteristics of commuting pattern in Beijing: Based on the comparison of different urban residential areas. Geographical Research, 2009, 28(5): 1327-1340.]

[20]
Zhao P, Lv B, De Roo G.Impact of the jobs-housing balance on urban commuting in Beijing in the transformation era. Journal of Transport Geography, 2011, 19(1): 59-69.This empirical study examines the impact of the jobs-housing balance on individual commuting time in Beijing in the period of transformation of the Chinese economy and society. The results of the analysis show that the jobs-housing balance has a statistically significant association with a worker’s commuting time when the factors of transport accessibility, population density and worker’s socioeconomic characteristics are controlled. The higher the jobs-housing balance, the shorter the worker’s commuting time. The finding suggests that the jobs-housing balance still has significant implications for commuting time, although the recent market-oriented reforms in housing are changing the jobs-housing balance in the danwei system that prevailed in the socialist era. As the housing markets are imperfect, with strong government intervention in Beijing, the finding implies that the co-location hypothesis – which believes development management would create ‘barriers’ to a jobs-housing balance and increase commuting time – needs to be rethought before it can be generalized and applied to China’s cities. The results of the analysis also show that the workers living in danwei housing still have shorter commuting time. The finding indicates that the housing marketization is likely to induce a local jobs-housing imbalance and thereby increase commuting time. In this sense, a deterioration in the jobs-housing imbalance and increased commuting time in Beijing may owe much to the adoption of market-based housing supply.

DOI

[21]
Wang D, Chai Y.The jobs-housing relationship and commuting in Beijing, China: The legacy of Danwei. Journal of Transport Geography, 2009, 17(1): 30-38.China’s market-oriented reform has not only revitalized the economy but also changed the physical structure of Chinese cities, which used to be largely determined by the socialist Danwei (or work unit) system. In order to understand the impacts of the reform and the influence of Danwei on jobs–housing relationships and commuting behavior, this study investigates whether there are differences in commuting behavior between individuals who live in houses provided by Danwei and those who reside in houses from private market sources in urban China. We apply the structural equations model to investigate the interactions between housing source (from Danwei or not), jobs–housing relationship, transport mode and commuting time in Beijing, the capital city of China. The results show that Danwei housing commuters have shorter commuting trips and higher usage of non-motorized transport mode than those who live in houses from the market sources. This finding implies that the diminishing influence of the traditional Danwei system and the market-oriented reform in urban development may have changed the jobs–housing balance and increased travel demand in Chinese cities.

DOI

[22]
Ta N, Chai Y, Zhang Y, et al.Understanding job-housing relationship and commuting pattern in Chinese cities: Past, present and future. Transportation Research Part D: Transport and Environment, 2017, 52: 562-573.There are debates about whether job-housing balance and short commuting distances could be achieved through government intervention in Western countries. However, few studies have been carried out in developing context. The present study aims to fill in this knowledge vacuum by studying how China changing socio-spatial context, particularly the spatial ideas ofdanwei, influences job-housing relationships and commuting patterns from a historical perspective. The results clearly show that the dominant trend in commuting patterns in Chinese cities has changed from intra-danweicommuting before 1978 to reverse commuting from the city center to the inner suburbs in 1978-1998, to long-distance suburb-to-city commuting since 1998. The findings suggest that government intervention could be helpful in achieving shorter commute in China, and that urban planning and policy that promote mixed land-use and job-housing balance should be considered. Some limitations of government intervention are also discussed.

DOI

[23]
柴彦威, 张艳, 刘志林. 职住分离的空间差异性及其影响因素研究. 地理学报, 2011, 66(2): 157-166.制度转型与空间重构背景下,中国大城市的居住与就业空间关系发生明显变化,职住分离现象逐渐凸显。尽管城市地理学者逐步关注转型期城市居住与就业空间关系的变化对居民通勤行为的影响,然而深入探讨微观个体所承受的职住分离程度的差异性及其影响因素的实证研究仍然缺乏。基于对北京城市520户家庭、806个通勤样本的问卷调查数据,本文借助多元回归模型验证了居住区类型、家庭及住房状况、以及其他社会经济属性等居民职住分离程度差异性的影响,从而折射城市转型过程中宏观制度性及结构性因素（如土地市场化改革、住房政策、单位制度改革、城市空间扩展等）对个体日常生活经历差异性的影响。

DOI

[Chai Yanwei, Zhang Yan, Liu Zhilin.Spatial differences of home-work separation and the impacts of housing policy and urban sprawl: Evidence from household survey data in Beijing. Acta Geographica Sinica, 2011, 66(2): 157-166.]

[24]
刘志林, 张艳, 柴彦威. 中国大城市职住分离现象及其特征: 以北京市为例. 城市发展研究, 2009, 16(9): 110-117.

[Liu Zhilin, Zhang Yan, Chai Yanwei.Home-work separation in the context of institutional and spatial transformation in urban China: Evidence from Beijing household survey data. Urban Development Studies, 2009, 16(9): 110-117.]

[25]
孟斌, 于慧丽, 郑丽敏. 北京大型居住区居民通勤行为对比研究: 以望京居住区和天通苑居住区为例. 地理研究, 2012, 31(11): 2069-2079.

[Meng Bin, Yu Huili, Zheng Limin.The analysis of commuting behavior in the huge residential districts: A case study of Wangjing and Tiantongyuan in Beijing, Geographical Research, 2012, 31(11): 2069-2079.]

[26]
周素红, 闫小培. 基于居民通勤行为分析的城市空间解读: 以广州市典型街区为案例. 地理学报, 2006, 61(2): 179-189.

[Zhou Suhong, Yan Xiaopei.The impact of commuter's travel pattern on urban structure: A case study in some typical communities in Guangzhou. Acta Geographica Sinica, 2006, 61(2): 179-189.]

[27]
陶佳, 袁磊. 时空视角下我国城镇家庭住房来源差异分析. 天津商业大学学报, 2014, 34(1): 52-59.

[Tao Jia,Yuan Lei.Difference of urban housing sources from the perspective of time and space in China. Journal of Tianjin University of Commerce, 2014, 34(1): 52-59.]

[28]
任瑜艳, 陈琼, 刘峰贵, 等. 欠发达地区城市传统单位社区居民通勤特征分析: 以西宁城区为例. 地域研究与开发, 2016, 35(6): 71-76.随着单位制度的逐步瓦解，传统单位社区也随之转型，其居民属性也发生巨大改变，原单位社区居民的通勤也发生相应变化，欠发达地区由于城市化进程滞后，传统单位社区的改造相应滞后，与城市化进程快的地区有着较大差别。根据西宁城区7个典型传统单位社区的723位就业居民通勤问卷调查数据，对传统单位社区居民的通勤进行分析，结果表明：(1)欠发达地区传统单位社区居民通勤仍以短时间、短距离、低机动化为主；(2)不同类型传统单位社区居民通勤存在差异；(3)传统单位社区居民的通勤特征及居民属性能够反映传统单位社区转变进程。

DOI

[Ren Yuyan, Chen Qiong, Liu Fenggui, et al.Analysis of commuting features of traditional Danwei community residents in underdeveloped areas' city: A case study of Xining, 2016, 35(6): 71-76.]

[29]
潘婷. 西宁市居民通勤特征研究. 西宁: 青海师范大学硕士学位论文, 2015.居住和就业是城市发展过程中两个尤为重要的因素。人类的空间活动都是围绕着“居住”与“就业”展开的,且这两个因素之间相互影响,相互制约。在微观层面,合理的通勤行为,即产生在居住与就业之间的行为,能够使人们降低出行成本,节约出行时间且有利于提高人们的生活水平;宏观层面,合理的通勤行为有利于减轻城市道路交通压力,缓解城市道路交通拥堵状况,减少城市交通污染,有利于构建可持续发展的城市。转型时期的中国正面临着内部重组与外部重构。中国许多城市的空间结构发生了显著变化,空间出现了错位。居民在日常通勤行为产生过程中通勤时间和距离都在变长,人们的心里承受着由长时间和长距离带来的双重压力,从本质上改变了居民的通勤行为,然而这一现象的改变正是研究城市发展问题的突破口。本研究从理论和实证两方面入手,对西宁市居民通勤空间特征进行了探讨。首先,在阐述选题背景和研究意义的基础上,对国内外通勤行为研究进展进行梳理与总结。其次,采用问卷调查方式在西宁市4个主城区选取15个典型社区进行问卷调查和深度访谈,获取了本研究的主要数据。第三,在ArcGIS等地理信息系统软件和SPSS等统计分析软件的支持下,对西宁市居民通勤特征进行了分析和探讨,主要结论如下:(1)从通勤时间来看,西宁市居民通勤时间主要集中在30分钟以内;从通勤方式来看,西宁市居民日常出行以公共汽车为主;从通勤成本来看,西宁市居民通勤成本主要集中在31-60元之间;从通勤满意度来看,西宁市居民对于目前的通勤状况较满意。(2)从社会属性来看,男性的平均通勤时间比女性高8.7分钟;各年龄段居民在交通方式的选择上是步行、出租车单位班车等多种方式交替使用;居民收入越高通勤距离越大;家庭结构越复杂通勤行为特征也越复杂。

[Pan Ting.Study on characteristics of Xining residents commute. Xining: Master Dissertation of Qinghai Normal University, 2015.]

[30]
吴缚龙. 中国城市社区的类型及其特质. 城市问题, 1992, (5): 25-27.正 漫长的农业社会给中国城市留下了深刻的烙印,独特的社会发展历程和社会主义计划经济制度,孕生出中国城市社区的特质。把握这种特质、追溯其根源,从物质形态的表象中发掘文化隐意,对开展具有中国特色的城市规划、解决城市问题都有重要意义。一、从文化意义上研究社区“社区(Community)一词是指许多个人、家庭、团体、以及习俗、制度组合在同一个地区之内,并从这种共同组合形式中形成种种联系”。美国著名城市社会学家伯吉斯的这段论

[Wu Fulong.Types and characteristics of urban communities in China. Urban Problems, 1992, (5): 25-27.]

[31]
张鸿雁. 论当代中国城市社区分异与变迁的现状及发展趋势. 规划师, 2002, 18(8): 5-8.分析中国城市社区分化的动力因,探讨当代中国城市社区分化的现状及问题,并有针对性地指出当代中国城市社区变迁的意义和发展趋势。

DOI

[Zhang Hongyan.On the status quo and the development tendency of community differentiation and transformation in contemporary Chinese cities. Planners, 2002, 18(8): 5-8.]

[32]
张志斌, 袁寒. 西宁城市空间结构演化分析. 干旱区资源与环境, 2008, 22(5): 36-41.作为青海省会和青藏高原的区域中心城市,西宁在西部大开发中具有 重要的战略意义,遵循历史发展脉络,分析西宁城市空间结构的演化历程,并对其影响因素和演化特点进行全面阐释,认为地形基础、工业建设和房地产开发是影响 城市空间演化的主要因子,城市空间结构表现出沿交通线扩展,呈单中心放射状形态,并与周边城镇构成不完善的核心--边缘结构.

DOI

[Zhang Zhibin, Yuan Han.The urban spatial structure evolution of Xining city. Journal of Arid Land Resources and Environment, 2008, 22(5): 36-41.]

[33]
吴明隆. 结构方程模型: AMOS的操作与应用. 重庆: 重庆大学出版社, 2010.

[Wu Minglong.Structural Equation Model: Operation and Application of AMOS. Chongqing: Chongqing University Press, 2010.]

[34]
郭志刚. 社会统计分析方法: SPSS 软件应用. 北京: 中国人民大学出版社, 1999.

[Guo Zhigang.Social Statistical Analysis with of SPSS. Beijing: Renmin University Press, 1999.]

[35]
张杰, 陈骁. 家庭非通勤出行能耗影响机制: 住区视角下的结构方程模型分析. 城市发展研究, 2016, 23(3): 87-94, 117.从住区视角研究家庭非通勤出行能耗影响途径对实现城市可持续发展具有重要现实意义。采用结构方程模型对石家庄、郑州和太原三个城市家庭的非通勤出行能耗调查数据进行了分析。结果显示，住区建成环境、家庭社会经济特征、生活方式和交通工具均对非通勤能耗具有不同程度的影响。但建成环境的总体影响略低于其他三个方面。住区建成环境对非通勤能耗的作用形式以间接影响为主，提高路网密度和均衡度，增加住区周边商业及公共服务设施混合度有助于减少私家车购买和使用频率，进而降低非通勤能耗。机动车补助和停车便捷程度也是影响家庭购车决策和出行模式的重要因素。

[Zhang Jie, Chen Xiao.Influencing mechanism of household non-commuting travel energy: An application of structural equation model in a perspective of neighborhood form. Urban Development Studies, 2016, 23(3): 87-94, 117.]

[36]
程龙, 陈学武. 基于结构方程的城市低收入通勤者活动—出行行为模型. 东南大学学报: 自然科学版, 2015, 45(5): 1013-1019.为了分析影响低收入通勤者活动-出行的因素,揭示活动与出行之间的互动机理,基于南京市居民一日出行调查数据,采用结构方程模型建立低收入通勤者活动-出行模型.统计数据表明,低收入通勤者较多进行生存型活动,较少参与维持型活动和休闲型活动,出行链以简单工作链为主,电动车是其主要出行方式.模型标定结果显示,个人及家庭社会经济属性、可达性对低收入通勤者的活动参与、出行生成和方式选择有显著影响,并且活动-出行模式变量间也存在较强的相互关系.社会经济属性、可达性主要通过活动参与间接影响出行生成,而方式选择主要受社会经济属性和出行生成的直接影响.

DOI

[Cheng Long, Chen Xuewu.Activity-travel behavior model of urban low-income commuters based on structural equation. Jounal of Southeast University: Natural Science Edition, 2015, 45(5): 1013-1019.]

[37]
严海, 王熙蕊, 梁文博, 等. 基于结构方程模型的通勤交通方式选择. 北京工业大学学报, 2015, 41(4): 590-596.基于以往出行方式选择的相关研究中,大部分是基于个体属性对于方式选择的影响,而针对各类出行者特性与出行方式特征的关联性分析较少的情况,以拥有小汽车的中长距离通勤者为研究对象,提取相关的个体属性参数和交通方式特性参数构建结构方程模型,分析其个体属性与公交和小汽车出行特征之间的相互影响,从而探索各因素之间的关系以及对公交出行意愿的影响方向与程度.研究结果表明:个体的经济水平会对方式选择产生根本性的影响,更短的停车后步行时间、低廉的停车费用或充足的停车设施泊位供给会鼓励出行者选择自驾出行,而减少公交等车换乘时间,提高公交运行时速则会增强公交的吸引力,这对于城市中心区制定引导居民公交出行对策有一定借鉴意义.

DOI

[Yan Hai, Wang Xirui, Liang Wenbo, et al.Commute traffic mode choice based on structural equation model. Journal of Beijing University of Technology, 2015, 41(4): 590-596.]

[38]
Cervero R.Jobs-housing balancing and regional mobility. Journal of the American Planning Association, 1989, 55(2): 136-150.Despite the steady migration of jobs to the suburbs over the past decade, many suburban residents commute farther than ever. In this article I attribute the widening separation of suburban workplaces and the residences of suburban workers to several factors: fiscal and exclusionary zoning that results in an undersupply of housing; rents and housing costs that price many service workers out of the local residential market; and several demographic trends, including the growth in dual wage-earner households and career shifts. Case studies of metropolitan Chicago and San Francisco confirm the displacing effects of high housing costs and housing shortages. In addition, data from over 40 major suburban employment centers in the United States show that suburban workplaces with severe jobs-housing imbalances tend to have low shares of workers making walking and cycling trips and high levels of congestion on connecting freeways. I argue that inclusionary zoning, tax-base sharing, fair-sharing housing programs, and a number of incentive-base programs could reduce hobs-housing mismatches and go a long way toward safeguarding regional mobility for years to come.

DOI

[39]
Horner M W.Extensions to the concept of excess commuting. Environment and Planning A, 2002, 34(3): 543-566.

DOI

[40]
Sultana S.Job-housing imbalance and commuting time in the Atlanta metropolitan area: Exploration of causes of longer commuting time. Urban Geography, 2002, 23(8): 728-749.

DOI

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