地理科学进展  2017 , 36 (11): 1349-1358 https://doi.org/10.18306/dlkxjz.2017.11.004

研究论文

武汉市道路结构与商业集聚空间关联分析

韩宇瑶1, 焦利民12*, 许刚1

1. 武汉大学资源与环境科学学院,武汉 430079
2. 武汉大学地理信息系统教育部重点实验室,武汉 430079

Correlation analysis of road structure and commercial agglomeration in Wuhan City

HAN Yuyao1, JIAO Limin12*, XU Gang1

1. School of Resource and Environmental Sciences, Wuhan University, Wuhan 430079, China
2. Key Laboratory of Geographic Information System, Ministry of Education, Wuhan University, Wuhan 430079, China

通讯作者:  通讯作者:焦利民(1977-),汉族,河南安阳人,博士,教授,博士生导师,主要研究方向为土地信息建模,地理空间分析和数据挖掘,LUCC与城市扩展,E-mail: lmjiao027@163.com

版权声明:  2017 地理科学进展 《地理科学进展》杂志 版权所有

基金资助:  国家自然科学基金项目(41571385)

作者简介:

作者简介:韩宇瑶(1993-),山东潍坊人,硕士研究生,主要研究方向为地理空间分析与城市化,E-mail: hanyy@whu.edu.cn

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摘要

城市道路结构是影响城市商业集聚的重要因素,研究二者之间的关联对于商业布局和道路规划具有重要支撑作用。本文以武汉市都市发展区为例,运用空间句法模型计算道路结构指标,采用GIS核密度法计算2014年商业兴趣点(C-POI)密度以分析商业集聚的空间结构,通过双变量相关分析道路结构变量与商业集聚程度的关联关系。结果显示:①道路结构指标中,与商业集聚关联最强的是道路全局集成度。在各商业类型中,与道路结构相关程度最大的是金融保险服务集聚。②道路连接值和全局集成度值分别与商业POI密度呈显著正相关,呈现“高—高”集聚的空间关联模式;总深度值与商业POI密度呈现显著负相关,呈现“高—低”集聚的空间关联模式;商业POI密度随控制值升高呈现先升高后降低的趋势。③商业集聚分布呈现为“核心—过渡区—边缘区”的多核心多层次结构,“高—高”集聚与“高—低”集聚模式集中分布于“核心”及其附近的“过渡区”。

关键词: 空间句法 ; 核密度估计 ; 道路结构 ; 商业集聚 ; 空间关联 ; 武汉市

Abstract

Urban road structure is one of the most important factors influencing commercial agglomeration. Research on the relationship between urban road structure and commercial agglomeration plays a supporting role for the layout of services and traffic planning. Based on theories of space syntax combined with GIS and bivariate correlation analysis, we explored the correlation between road structure and commercial agglomeration in the Wuhan metropolitan area. The space syntax model was used to compute road structure indicators. The kernel density estimation method was used to calculate the density of commercial points of interests (C-POI) in 2014 to analyze the spatial structure of commercial agglomeration. We used the Pearson correlation coefficient to analyze the correlation between road structure and commercial agglomeration. The results show that: (1) Global integration showed the highest correlation with the commercial agglomeration among the four spatial syntactic variables. Finance and insurance services had the highest correlation with road structure. (2) Connectivity value and global integration value were significantly and positively correlated with C-POI density, with a spatial correlation pattern of "high-high" agglomeration. Total depth value showed a significant and negative correlation with C-POI density, with a spatial correlation pattern of "high-low" agglomeration. C-POI density increased first and then decreased with increasing control values. (3) The spatial distribution of commercial agglomeration presented a "multicore-transitional area-periphery" multiple level structure. "High-high" agglomeration and "high-low" agglomeration were concentrated in the "core area" and the "transitional area" in the vicinity of the cores.

Keywords: space syntax ; kernel density estimation ; road structure ; commercial agglomeration ; spatial correlation ; Wuhan City

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韩宇瑶, 焦利民, 许刚. 武汉市道路结构与商业集聚空间关联分析[J]. 地理科学进展, 2017, 36(11): 1349-1358 https://doi.org/10.18306/dlkxjz.2017.11.004

HAN Yuyao, JIAO Limin, XU Gang. Correlation analysis of road structure and commercial agglomeration in Wuhan City[J]. Progress in Geography, 2017, 36(11): 1349-1358 https://doi.org/10.18306/dlkxjz.2017.11.004

1 引言

商业集聚是指大量关联密切的商业企业在空间上集聚,从而形成一定区域内商业网点密度和专业化程度很高的商业经营场所,是城市商业发展的重要特征(蒋三庚, 2005)。道路如同城市血脉,深刻影响着城市中人口和物质流动(Barabási et al, 1999)。道路结构对城市空间经济活动与土地利用分布有重要影响(Hiller, 1996),对商业集聚分布起关键作用。研究城市道路结构与商业集聚的定量关系对于城市商业与城市功能区规划具有重要意义。

空间句法由Bill Hillier等于20世纪70年代提出,是建立在图论基础上关于空间和城市的理论,强调将城市非物质形态中的空间秩序与城市物质形态中的社会经济逻辑结合起来予以研究(引自邓毅等, 2016)。近年来,空间句法作为一种重要分析工具,广泛应用于城市空间结构与社会经济活动的关系研究。具体研究有:城区空间结构与社会关系(Jiang et al, 2000; Lima, 2001; Liu et al, 2012)、环境意象的空间组构(周瑄等, 2014; Jeong et al, 2015)、城市道路网与社会经济关系(Dzhambov et al, 2014; Omer et al, 2015; 刘承良等, 2015; Koohsari et al, 2016)、形态空间与社会经济文化间的联系(Jiang, 2009; Önder et al, 2010; 吴志军等, 2012)等。目前国内外基于空间句法分析商业集聚的研究较少,且多局限于“点”(中心)或者“面”(中心区域),如以地铁站点或片区为单元分析商业集聚(王浩锋等, 2013)。而对“线”的研究不够(朱东风, 2006),部分研究讨论了应用空间句法分析整体空间结构(王益等, 2016)或交通通达性(刘承良等, 2015);陈晨等(2013),如Wang等(2014)探究了交通网中的商业空间分布。作为线性要素的街道在塑造城市结构与形态、组织用地布局等方面发挥了重要影响(Wang et al, 2011),但线状道路结构与商业集聚的关联还有待深入研究。

本文以武汉都市发展区为例,基于Open Street Map(OSM)道路数据与网络电子地图的商业POI数据,首先采用空间句法模型计算道路连接值、控制值、全局集成度与总深度值4个变量并对其分级,然后运用GIS核密度法计算商业POI密度分析商业集聚空间结构;在此基础上,通过Pearson相关系数分析各道路空间句法变量与商业POI密度的相关性,获得最强相关因子与空间关联模式。研究结果可为商业功能区布局与道路规划提供指导。

2 研究区域与数据

2.1 研究区概况

武汉位于东经113°41′~115°05′,北纬29°58′~31°22′,是华中地区最大的工商业城市(黄经南等, 2014),地处长江中下游江汉平原东北部,长江最大支流汉江与长江在武汉市区交汇(Jiao et al, 2015),形成汉口、武昌、汉阳三镇鼎立格局(Xu et al, 2016)(图1)。武汉素有“九省通衢”之称,是全国首个综合交通枢纽试点城市(卢燕等, 2016);市内形成了以环线为主、中心辐射的道路交通网络框架。武汉独特的区位优势和交通优势使其商业发展极具优势,遍布武汉三镇的商业网点构成了多层次结构的现代商品流通网络(郑星, 2005)。经过多年培育和营造,已经基本形成了较具规模的8大零售商圈。本文选取武汉都市发展区为实例研究区,武汉都市发展区以外环高速公路附近的乡、镇行政边界为基本界线,总面积3261 km2,是城市功能主要集聚区和城市空间重点拓展区(薛东前等, 2002)。

图1   武汉都市发展区概况

Fig.1   Location of the Wuhan metropolitan area

2.2 数据来源与处理

本文数据主要包含武汉都市发展区内的矢量路网数据和商业兴趣点(POI)数据。道路数据来源于Open Street Map(OSM),参照道路属性分级以及网络电子地图与武汉市交通图等图件,结合人工判读剔除社区内部道路等非公共交通设施,进行拓扑关系检查和编辑修改,完成数据预处理。利用ArcGIS 10.2通过加载空间句法模块Axwoman 6.3提取武汉都市发展区道路轴线,计算各道路空间句法变量值。

商业POI数据来源于2014年网络电子地图,由于原始POI数据分类较多,且许多类型中都包含具有商业性质的POI,因此需对原始数据重分类。本文参考池娇等(2016)的研究,从原始POI数据分类中选取具有商业性质的POI数据,最终分类如表1所示。

表1   商业POI最终分类及占比

Tab.1   Classification of commercial points of interest (C-POI) and the proportion of each class

一级分类二 级 分 类占比/%
餐饮服务外国餐厅,中餐厅,餐饮相关场所,咖啡厅,茶饮馆,糕饼店,快餐店,冷饮店,甜品店,休闲餐饮场所30.81
购物服务超级市场,商场,购物中心,商业街,家电电子卖场,家居建材市场,服装鞋帽皮具店,花鸟鱼虫市场,个人用品,体育用品店,专卖店,特殊买卖场所37.89
住宿服务宾馆酒店,旅馆招待所,住宿服务相关3.76
金融保险服务银行,银行相关,自动提款机,证券公司,保险公司3.39
商务写字楼商务写字楼,商住两用楼宇0.87
科教文化服务传媒机构,驾校,培训机构3.18
生活服务旅行社,美容美发店,摄影冲印店,事务所,洗浴场所14.99
体育休闲服务影剧院,休闲娱乐场所,度假疗养场所,高尔夫相关3.73
医疗保健服务诊所1.38

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3 研究方法

3.1 空间句法原理

空间句法是一种通过对包括建筑、聚落、城市甚至景观在内的人居空间结构的量化描述,用于研究空间组织与人类社会之间关系的理论和方法(Bafna, 2003)。空间句法有3种空间分割的方法:凸多边形法、轴线法和视区法(张晓瑞等, 2014)。本文分析道路结构与商业集聚程度的关系,故采用适合于城市道路网空间形态分析的轴线法,并采用较常用的四个变量:连接值、全局集成度、总深度值和控制值(江斌等, 2002)。

连接值(Connectivity Value)表示道路的接连性,是系统中与某节点相邻的节点个数。道路连接值越高,与其连接的道路越多,对整个空间连通的快捷程度越重要。表达式为:

Ci=k(1)

式中:Ci表示道路i的连接值;k表示与道路i直接相连的其他道路总数。

控制值(Control Value)表示一个节点对与之相邻的节点的控制程度,可反映某条道路对其周围道路的影响程度,数值上定义为与指定道路直接相连的所有道路连接值的倒数之和。道路控制值越高,则该道路在城市道路网络中是交通节点的可能性越高。表达式为:

Ctrli=j=1k1Cj(2)

式中:Ctrli表示道路i的控制值;k表示与道路i直接相连的其他道路总数;j(j=1,2,…,k)表示与道路i直接相连的道路;Cj表示道路j的连接值。

总深度值(Total Depth Value)是某个节点到系统中其他所有节点的最少步数总和(假设2个邻近节点的距离为一步),表示位置深浅。总深度值表达的是节点在拓扑意义上的可达性,道路总深度值越低,可达性越好。表达式为:

TDi=j=1ndij(3)

式中:TDi表示道路i的总深度值;n表示道路总数;dij表示道路i到道路j的最小步数。

全局集成度(Global Integration Value)表述了整个系统中某节点对其他节点的可达程度。道路全局集成度值越高,则与其他系统空间的障碍阻隔越少,公共性越高,该道路在系统中便捷程度越高。表达式为:

Gi=1/RRAi=RAi/Dn={2[TDi/n-1-1]/n-2/Dn}(4)

Dn=2nlog2n+23-1+1n-1n-2(5)

式中:Gi表示道路全局集成度;RAi表示全局集成度的相对不对称值;RRAi表示全局集成度的实际相对不对称值;Dn表示为相对不对称值的标准化值;TDi表示道路i的总深度值;n表示道路总数。

3.2 核密度聚类

核密度估计法是地理空间数据挖掘的重要方法和工具,可表达城市空间POI点的分布模式、分布密度等特征。它是一种非参数估计的方法,对原始数据分布不基于任何数学前提假定,可弥补参数估计法中需要人们依靠经验来假定参数的缺陷。核密度估计函数通过以下几个步骤在研究区域内构造一个表示点群密度变化的平面:首先,将网格置于研究区域及点群分布之上;然后用一个移动的三维函数观察每个单元,计算搜索半径内每个点的权重值,越接近搜寻中心的点权重越大;最后通过求每个位置的圆表面的权重值之和计算得到格网单元的密度值(毛政元等, 2004)。因此,核密度分析能反映距离衰减规律(詹璇等, 2016)。本文基于ArcGIS的核密度分析功能,对武汉都市发展区的商业POI进行核密度计算,得到商业POI密度的空间分布。

3.3 缓冲区分析与双变量相关分析

本实验基于空间句法,采用缓冲区分析和双变量相关分析探究武汉都市发展区道路结构与商业集聚的关系。依据自然断裂法将道路的各空间句法变量值分为7级并标准化,对各等级变量值所对应的道路轴线分别建立半径500 m的缓冲区。该缓冲距离可使居民在10 min内到达缓冲区内相应位置,符合居民对便利日常出行的认知(Moudon et al, 2006),常用于出行活动分析(Cerin et al, 2006)。

统计各级缓冲区内商业POI的密度,将其与各级缓冲区内的道路空间句法变量平均值进行双变量相关分析,得到道路结构与商业集聚的相关方向和程度。并采用最小二乘法进行数据拟合,分析空间句法变量值对商业POI密度的解释效果。双变量相关分析中采用Pearson相关系数(焦利民等, 2016),计算公式为:

r=X-X̅Y-Y̅X-X̅2Y-Y̅2(6)

式中:XY表示2个不同变量; X̅Y̅表示轴应变量期望值,本文中指空间句法形态变量值和商业POI密度。

4 结果与分析

4.1 商业集聚与城市道路结构空间分布特征

采用核密度估计法计算商业POI的空间分布密度(图2)。基于ArcGIS的Axwoman模块,计算每条道路的句法变量值,结果如图3所示。

图2   商业POI密度空间分布

Fig.2   Spatial distribution of density of commercial points of interest (C-POI)

图3   道路空间句法形态变量空间分异

Fig.3   Distribution of spatial syntactic variables of roads

图2所示,商业POI密度整体呈现核心多层次结构,具有空间不均衡性。借鉴“核心—边缘”理论,将该结构划分为“核心—过渡区—边缘区”3个层次,根据自然断裂法确定商业POI核密度各层次的阈值范围,“核心”区域(图2中A区)核密度范围为1368~3320个/km2,“过渡区”(图2中B区)核密度范围为326~1367个/km2,“边缘区”(图2中C区)核密度范围为0~325个/km2。中心城区拥有商业POI密度“核心”(图2中A区)。核心高值区位于汉口中心商业区附近,邻近商业高度集中、各类商业业态业种齐全的江汉路商圈和武汉广场商圈。汉阳区域的钟家村商圈与武昌区域的徐东商圈、司门口商圈、中南路商圈、街道口商圈及光谷商圈附近商业活动频繁,商业网点较密集,商业POI密度较高,是商业POI密度的“过渡区”。与“核心”相比,“过渡区”虽位于中心城区,商业POI较密集,但集聚程度明显减小。而都市发展区边缘区域商业POI数量相对较少且分布分散,商业集聚程度低。

分析图3a、3b、3c可知,商业POI密度较高区域对应道路连接值与全局集成度的高值区以及总深度的低值区,主要分布于江岸区、江汉区、汉阳区与武昌区等中心城区各商圈附近。而城市环线和绕城高速等对外交通线附近的道路连接值与全局集成度同样偏高,总深度值相对偏低。图3d显示:在都市发展区内,商业POI密度高值区域的道路影响力较强,但道路控制值高值区位于城市对外交通线与城市环线附近。商业集聚度较高的中心城区道路网络相对复杂密集,具有良好的空间渗透性,可达性较高;城市环线与对外交通线具有较多道路节点,能快捷地实现空间连通,被到访机会多。因此本文道路空间句法形态变量值呈现图3中的分布状态。

4.2 商业集聚与城市道路结构总体关联关系

通过计算得到2014年武汉都市发展区道路空间句法变量值的各等级平均值与相应等级500 m缓冲区内的商业POI密度,分析二者相关性以研究城市道路结构与商业集聚的总体关联关系。相关性分析结果如表2所示,各级缓冲区空间句法变量平均值与商业POI密度的散点图拟合曲线如图4所示。

表2   空间句法形态变量与全部商业POI密度的统计相关性检验

Tab.2   Bivariate correlation analysis between spatial syntactic variables and whole commercial points of interest (C-POI) density

相关性连接值全局集成度总深度值控制值
商业POI
密度
r0.762*0.945**-0.789*-0.309
Sig.0.0470.0070.0350.500
N7777

注: *表示在 0.05 水平(双侧)上显著相关; **表示在 0.01 水平(双侧)上显著相关

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图4   道路空间句法形态变量与商业POI密度散点图

Fig.4   Scatter plots of roads' spatial syntactic variables and commercial points of interest (C-POI) density

表2图4结果显示,道路结构与商业集聚的空间关联模式主要为“高—高”集聚与“高—低”集聚,道路结构中与商业集聚相关性最强的影响因子为全局集成度,最弱的影响因子为控制值。“高—高”集聚具体表现为道路连接值、全局集成度分别与商业POI密度呈显著正相关;“高—低”集聚表现为总深度值与商业POI密度呈现显著负相关。而表2显示控制值与商业POI密度相关性不显著,主要是由于中心城区商业集聚“核心”和“过渡区”的道路控制值与商业POI密度呈现“高—高”分布,但城市环线与城市外围的对外交通线与商业POI密度呈现“高—低”分布,影响了相关性检验结果,因此需根据图4拟合曲线结果作进一步分析。

图4显示,(a)、(c)、(d)方程的决定系数(R2)分别为0.7881、0.9615、0.9947,道路连接值、全局集成度、总深度值与商业POI密度指数方程拟合效果良好,拟合曲线趋势与表2中统计相关性检验结果一致。各商圈附近的商业“核心”及“过渡区”内部区域是道路连接值与全局集成度高值区,呈现“高—高”集聚模式,表示该区域内道路可直接连通的系统内道路较多,空间渗透性良好,交通可达性高,使道路所处位置在系统中被到访的机会更高,因此对人流的吸引力更强,促使商业优先在此选址,形成较强商业集聚。

上述区域同样是道路总深度值的低值区,呈现“高—低”集聚。该区域在系统中所处位置较浅,易于外部人流进入,便捷程度高。便捷的交通和服务对象的较大消费需求利于商业的发展,促使上述区域商业POI密度较高,商业集聚较强;而在商业集聚的“过渡区”外缘与“边缘区”,道路连接值、全局集成度值相对较低,总深度值相对较高,商业集聚相对较弱。

图4a、4b散点与曲线图存在明显波动,图4a中连接值最高的第七级缓冲区与其他缓冲区商业POI密度差异较大,由于第七级缓冲区道路分布区属于商业POI密度“核心”与“过渡区”内部,而其他各级缓冲区道路分布区包含大片商业“边缘区”,导致第七级缓冲区商业POI密度值远高于其他各级缓冲区。图4b呈现商业POI密度随着控制值升高先升再降的趋势。其中,前五级缓冲区呈现商业POI密度随控制值升高而升高的趋势,呈现“高—高”集聚。高值缓冲区主要包含中心城区内的主次干道,分布于中心城区商业“核心”附近。其所包含的道路对周围道路的影响程度较大,包含众多城市道路网络中的交通节点,因此易吸引商业布局,形成武汉广场商圈、江汉路商圈等较强的商业集聚“核心”。低值缓冲区主要包含中心城区支路及其外围支路,可达性相对较差,缺乏商业集聚的有利条件,促进了商业“过渡区”外缘与“边缘区”的形成。图4b中拟合曲线的后两级缓冲区的商业POI密度随控制值升高而降低,是因为研究区后两级缓冲区内道路主要分布在城市环线和对外交通线附近,虽然交通便捷程度高,但根据城市对外交通规划要求,对外交通线沿线商业网点设置较少,对商业支撑度较大的主要是城市内部交通线,使得商业在此附近区域不够集聚,属于商业“边缘区”。

4.3 不同商业类型集聚与城市道路结构的关联

计算道路空间句法变量值各等级平均值,将其与相同等级缓冲区内不同商业类型POI的密度进行相关分析,研究不同商业类型集聚与城市道路结构的关联关系。相关性检验结果如表3所示。

表3   道路空间句法形态变量与不同商业类型POI密度的统计相关性检验

Tab.3   Bivariate correlation analysis between spatial syntactic variables of roads and commercial points of interest (C-POI) density of different types of services

相关性连接值控制值全局集成度总深度值
餐饮服务POI密度0.761*-0.2240.885**-0.783*
购物服务POI密度0.782*-0.2400.926**-0.770*
住宿服务POI密度0.744-0.2290.948**-0.805*
金融保险服务POI密度0.785*-0.2680.961**-0.815*
商务写字楼POI密度0.782*-0.2770.955**-0.799*
科教文化服务POI密度0.785*-0.2720.957**-0.804*
生活服务POI密度0.753-0.2700.944**-0.789*
体育休闲服务POI密度0.733-0.2490.945**-0.811*
医疗保健服务POI密度0.779*-0.3060.954**-0.802*

注: *表示在 0.05 水平(双侧)上显著相关;**表示在 0.01 水平(双侧)上显著相关。

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表3结果可知,关联程度最高的道路结构指标为全局集成度;各商业类型POI密度与道路全局集成度呈显著正相关,表现为“高—高”集聚;各商业类型POI密度与道路总深度值呈显著负相关,表现为“高—低”集聚。与商业集聚与道路结构的总体关联关系类似,2种集聚的空间分布同样以商业“核心”与“过渡区”内部为主。

各商业类型中,金融保险服务POI密度与道路全局集成度及总深度值的相关程度最大,区位优势是金融保险服务发展必不可少的条件,道路全局集成度较高而总深度值较低的区域意味着可提供便利交通,易于外部资源流入,促使金融保险服务优先在此形成集聚。而餐饮服务和购物服务POI密度与道路全局集成度及总深度值的相关程度最小。虽然餐饮服务与购物服务集聚区域的道路全局集成度较高且总深度值较低,交通可达性高,但小餐馆、小超市及菜市等小型餐饮服务与购物服务POI众多,且多分布于居民区内部或附近等对可达性要求不高的区域,从而降低了其与道路全局集成度及总深度值的相关性。

表3结果显示,道路连接值与住宿服务、生活服务、体育休闲服务3种商业类型的POI密度相关性不显著,而与其他几种商业类型的POI密度呈显著正相关。但根据图5可以看出,住宿服务、生活服务、体育休闲服务3种商业类型的POI密度呈现随连接值升高而升高的趋势。

图5   道路连接值与住宿服务POI密度,生活服务POI密度,体育休闲服务POI密度散点图

Fig.5   Scatter plots of connectivity value and commercial points of interest (C-POI) density of (a) accommodation services, (b) domestic services, and (c) sports and leisure services

总的来说,道路连接值较高的区域道路相对密集,交通可达性相对较好,各种商业类型的POI密度也相应较高,属于“高—高”集聚模式。

根据表3结果,道路控制值与各商业类型POI密度不相关。但图6显示其与全部商业POI密度与道路控制值的关联关系一致,同样由于研究区前五级缓冲区包含的主要是城市内部交通线,对周围道路影响程度大,吸引各商业类型在此布局形成集聚。而后两级缓冲区内道路主要分布在城市环线和对外交通线附近,沿线较少设置商业网点,各商业类型集聚效果较弱。

总体看来,不同商业类型集聚与道路连接值、全局集成度呈正相关,呈现“高—高”集聚;而与道路总深度值呈负相关,呈现“高—低”集聚。道路控制值则呈现集聚程度随控制值升高先上升后降低的趋势。这同前述商业集聚与道路结构的总体关联关系基本保持一致。

图6   道路控制值与不同商业类型POI密度散点图

Fig.6   Scatter plots of control value and commercial points of interest (C-POI) density of different types of services

5 结论与讨论

城市道路结构与商业集聚之间存在联系似乎已达成共识,但两者之间具体的关联模式尚未进行很好的定量研究。本文基于空间句法,结合核密度法分析道路结构与商业集聚的关系,通过定量分析发现武汉都市发展区道路结构与商业集聚具有显著关联性,并得到两者的具体关联模式。研究发现:①道路连接值和全局集成度分别与商业POI密度显著正相关,呈现“高—高”集聚的空间关联模式;总深度值与商业POI密度显著负相关,呈现“高—低”集聚的空间关联模式。②商业集聚分布总体呈现“核心—过渡区—边缘区”结构,“高—高”集聚与“高—低”集聚主要分布于“核心”及其附近的“过渡区”。③统计相关性结果显示,道路结构指标中,全局集成度是商业集聚的最强相关因子;在各商业类型中,金融保险服务集聚与道路结构的相关程度最大。该研究表明,基于城市道路结构的空间句法变量研究商业集聚特征具有可行性,研究结果可为商业选址、城市商业功能区布局以及道路规划提供支持。进行城市交通规划与土地利用规划时可结合道路等级、人口密度、建设用地密度、企业年营业额等其他土地利用指标与经济指标,选择道路全局集成度与连接值高值区、总深度低值区与城市内部道路控制值高值区优先进行商业布局,并根据“高—高”集聚与“高—低”集聚的空间关联模式布局商业中心,尤其是金融中心,从而促进城市土地利用与交通协调发展。

本文针对城市整体展开,未比较不同尺度下道路结构与商业集聚的关系变化,且受数据精度和研究方法限制,尚未考虑其他土地利用指标与经济指标的影响,有可能会导致对道路结构理解的片面性,不能完整和全面地揭示道路结构与商业集聚之间关系变化的深层次机制。下一步研究中可采用格网、街道、圈层等不同尺度的研究单元进行比较分析,并加入道路等级、企业税收、年营业额、人口密度、建设用地密度等土地利用指标与经济指标,在研究道路结构与商业集聚的关系的基础上,深入探讨道路结构与土地利用强度的关系。

The authors have declared that no competing interests exist.


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<p>将空间句法理论与GIS 相结合,基于1989~2010 年武汉城市圈城乡道路网数据,定量分析城乡道路网发育的空间通达性演化规律:① 1989~2010 年,城乡道路网拓扑连接位序-规模结构日益发育典型,形成稳定的&ldquo;金字塔&rdquo;结构,高等级、高控制力的高通达性轴线发育水平较低,导致整个网络伺服效率和应对&ldquo;拥堵&rdquo;能力的低下;② 武汉城市圈城乡道路网生长发育具有时空惯性,呈现典型的&ldquo;核心-边缘&rdquo;和&ldquo;等级圈层&rdquo;复合结构;并生成两条带状城乡交通走廊和多个不同等级有序融合的&ldquo;轴-辐&rdquo;网络体系;③ 城乡道路网这种通达性等级空间格局与圈域城镇体系、交通设施和社会经济发展状况密切相关,尤其是与高速公路为代表的高等级路网发育水平,表现出复杂的共轭协调关系,表现出周期性和螺旋式的空间嬗变,是城乡道路网自组织生长机制支配,以及路网扩张和细分两种内力共同交互作用的结果。</p>

[Liu C L, Yu R L, Duan D Z.2015.

The evolution of spatial accessibility of urban-rural road network based on the space syntax in Wuhan metropolitan area

[J]. Scientia Geographica Sinica, 35(6): 698-707.]

https://doi.org/10.1016/j.dendro.2011.01.009      URL      Magsci      [本文引用: 2]      摘要

<p>将空间句法理论与GIS 相结合,基于1989~2010 年武汉城市圈城乡道路网数据,定量分析城乡道路网发育的空间通达性演化规律:① 1989~2010 年,城乡道路网拓扑连接位序-规模结构日益发育典型,形成稳定的&ldquo;金字塔&rdquo;结构,高等级、高控制力的高通达性轴线发育水平较低,导致整个网络伺服效率和应对&ldquo;拥堵&rdquo;能力的低下;② 武汉城市圈城乡道路网生长发育具有时空惯性,呈现典型的&ldquo;核心-边缘&rdquo;和&ldquo;等级圈层&rdquo;复合结构;并生成两条带状城乡交通走廊和多个不同等级有序融合的&ldquo;轴-辐&rdquo;网络体系;③ 城乡道路网这种通达性等级空间格局与圈域城镇体系、交通设施和社会经济发展状况密切相关,尤其是与高速公路为代表的高等级路网发育水平,表现出复杂的共轭协调关系,表现出周期性和螺旋式的空间嬗变,是城乡道路网自组织生长机制支配,以及路网扩张和细分两种内力共同交互作用的结果。</p>
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基于客流结构的高铁经济辐射效应研究: 以武汉市为例

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https://doi.org/10.11870/cjlyzyyhj201601005      URL      Magsci      [本文引用: 1]      摘要

立足对高铁经济辐射理论模式的认识,运用行为地理学的微观分析方法,以实地调查问卷为主要数据来源,以武汉市为案例,通过客流结构的系统解析透视高铁经济的辐射效应。研究表明:高铁经济的辐射效应与城市经济结构高度相关。在空间上,呈现出中心城区较强、外围城区较弱的总体态势,倾向于强化武昌、江汉和东湖高新区等核心地区的空间增长;在产业上,呈现以促进第三产业发展为主,有利于推动现代服务业和高新技术产业等主导部门的优化发展。研究结论能够为类似城市的高铁经济发展和武汉市的经济结构调整提供借鉴和启示。

[Lu Y, Yu B, Han Y.2016.

Economic radiation effect of high-speed rail based on structure of passenger flow: A case study of Wuhan City

[J]. Resources and Environment in the Yangtze Basin, 25(1): 39-47.]

https://doi.org/10.11870/cjlyzyyhj201601005      URL      Magsci      [本文引用: 1]      摘要

立足对高铁经济辐射理论模式的认识,运用行为地理学的微观分析方法,以实地调查问卷为主要数据来源,以武汉市为案例,通过客流结构的系统解析透视高铁经济的辐射效应。研究表明:高铁经济的辐射效应与城市经济结构高度相关。在空间上,呈现出中心城区较强、外围城区较弱的总体态势,倾向于强化武昌、江汉和东湖高新区等核心地区的空间增长;在产业上,呈现以促进第三产业发展为主,有利于推动现代服务业和高新技术产业等主导部门的优化发展。研究结论能够为类似城市的高铁经济发展和武汉市的经济结构调整提供借鉴和启示。
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https://doi.org/10.11820/dlkxjz.2002.02.001      URL      Magsci      [本文引用: 1]      摘要

城市群演化包含了诸多内容 ,如人口、产业、城市类型、城市职能等 ,而空间过程是最直接、最综合的表现。

[Xue D Q, Wang C S.2002.

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https://doi.org/10.11820/dlkxjz.2002.02.001      URL      Magsci      [本文引用: 1]      摘要

城市群演化包含了诸多内容 ,如人口、产业、城市类型、城市职能等 ,而空间过程是最直接、最综合的表现。
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空间句法研究进展与展望

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https://doi.org/10.3969/j.issn.1672-0504.2014.03.018      URL      [本文引用: 1]      摘要

在分析空间句法理论基本概念的基础上,指出空间分割和句法测度是其两大关键问题,进而从城市空间决策和应用系统开发两方面归纳和梳理了空间句法的应用研究情况.现有理论和技术方法的不足表现为模型构建具有主观性和难以真实地模拟城市空间.未来研究应从三方面深入展开:完善空间分割模型,改进句法测度方法,优化应用系统,由此使空间句法理论体系和技术方法得到进一步完善.

[Zhang X R, Cheng Z G, Bai Y.2014.

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https://doi.org/10.3969/j.issn.1672-0504.2014.03.018      URL      [本文引用: 1]      摘要

在分析空间句法理论基本概念的基础上,指出空间分割和句法测度是其两大关键问题,进而从城市空间决策和应用系统开发两方面归纳和梳理了空间句法的应用研究情况.现有理论和技术方法的不足表现为模型构建具有主观性和难以真实地模拟城市空间.未来研究应从三方面深入展开:完善空间分割模型,改进句法测度方法,优化应用系统,由此使空间句法理论体系和技术方法得到进一步完善.
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基于空间句法(Spacesyntax)分析的城市内部中心性研究: 以苏州为例

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A case study of city Suzhou on urban inner centralities basing on spacesyntax methods

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https://doi.org/10.1126/science.286.5439.509      URL      PMID: 10521342      [本文引用: 1]      摘要

Systems as diverse as genetic networks or the World Wide Web are best described as networks with complex topology. A common property of many large networks is that the vertex connectivities follow a scale-free power-law distribution. This feature was found to be a consequence of two generic mechanisms: (i) networks expand continuously by the addition of new vertices, and (ii) new vertices attach preferentially to sites that are already well connected. A model based on these two ingredients reproduces the observed stationary scale-free distributions, which indicates that the development of large networks is governed by robust self-organizing phenomena that go beyond the particulars of the individual systems.
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Improving traffic noise simulations using space syntax: Preliminary results from two roadway systems

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Noise pollution is one of the four major pollutions in the world. In order to implement adequate strategies for noise control, assessment of traffic-generated noise is essential in city planning and management. The aim of this study was to determine whether space syntax could improve the predictive power of noise simulation. This paper reports a record linkage study which combined a documentary method with space syntax analysis. It analyses data about traffic flow as well as field-measured and computer-simulated traffic noise in two Bulgarian agglomerations. Our findings suggest that space syntax might have a potential in predicting traffic noise exposure by improving models for noise simulations using specialised software or actual traffic counts. The scientific attention might need to be directed towards space syntax in order to study its further application in current models and algorithms for noise prediction.
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https://doi.org/10.1016/j.habitatint.2015.01.010      URL      [本文引用: 1]      摘要

By reviewing Pyongyang's changing spatial configurations, it was found that although Pyongyang is economically vulnerable, the city is considered a developing city with many advantages and possibilities.
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Ranking spaces for predicting human movement in an urban environment

[J]. International Journal of Geographical Information Science, 23(7): 823-837.

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A city can be topologically represented as a connectivity graph, consisting of nodes representing individual spaces and links if the corresponding spaces are intersected. It turns out in the space syntax literature that some defined topological metrics can capture human movement rates in individual spaces. In other words, the topological metrics are significantly correlated to human movement rates, and individual spaces can be ranked by the metrics for predicting human movement. However, this correlation has never been well justified. In this paper, we study the same issue by applying the weighted PageRank algorithm to the connectivity graph or space-pace topology for ranking the individual spaces, and find surprisingly that: (1) the PageRank scores are better correlated to human movement rates than the space syntax metrics, and (2) the underlying space-pace topology demonstrates small world and scale free properties. The findings provide a novel justification as to why space syntax, or topological analysis in general, can be used to predict human movement. We further conjecture that this kind of analysis is no more than predicting a drunkard's walking on a small world and scale free network.
[27] Jiang B, Claramunt C, Klarqvist B.2000.

Integration of space syntax into GIS for modelling urban spaces

[J]. International Journal of Applied Earth Observation and Geoinformation, 2(3-4): 161-171.

https://doi.org/10.1016/S0303-2434(00)85010-2      URL      [本文引用: 1]      摘要

In the past, many methods of spatial analysis have been developed for a better understanding and modelling of real-world phenomena. However there is still a need for exploration of new analytical techniques for modelling urban spaces. Space syntax models the spatial configurations of urban spaces by using a connectivity graph representation. Such a configuration of space identifies patterns that can be used to study urban structures and human behaviours. This paper proposes methodological and practical evaluations of the potential of the space syntax approach within GIS. We present the main principles that are the basis of space syntax, in addition to methodological perspectives for a closer integration with GIS, which should be of use for many GIS applications, such as urban planning and design.
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Multi-order landscape expansion index: Characterizing urban expansion dynamics

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https://doi.org/10.1016/j.landurbplan.2014.10.023      URL      [本文引用: 1]      摘要

Most of the landscape metrics used in urban expansion studies are capable of reflecting the spatial characteristics for individual time points, but are not efficient to capture the integrated information from time series data. A few spatial metrics, for example, Landscape Expansion Index (LEI), are calculated based on two-time-point data. These metrics are insufficient for the analysis of urban expansion dynamics based on multi-temporal data. In this study, we propose an improved spatial metric, Multi-order Landscape Expansion Index (MLEI), to measure the expansion degree of newly grown urban patches by considering their relationships with old patches and their spatial context in the process of urban expansion. A case study is conducted in Wuhan, a fast-growing metropolis in central China, based on remote sensing images from three time points (2000, 2005 and 2010). The MLEI map in 2010 clearly shows the areas that have experienced expansive growth. The greatest difference between MLEI and LEI occurs where outlying clusters are formed gradually through time. Some spatial analysis methods are applied on the MLEI map in 2010 to delineate outlying urban clusters in urban expansion. The map of urban clusters clearly shows the spatial heterogenicity of urban expansion and the most expansive areas in Wuhan. This study suggests that MLEI is capable to capture multi-temporal information, and can be used to characterize the spatial structure of urban expansion dynamics.
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Street network measures and adults' walking for transport: Application of space syntax

[J]. Health & Place, 38: 89-95.

https://doi.org/10.1016/j.healthplace.2015.12.009      URL      PMID: 26808485      [本文引用: 1]      摘要

The street network underpins the walkability of local neighborhoods. We examined whether two street network measures (intersection density and street integration from space syntax) were independently associated with walking for transport (WT); and, to what extent the relationship of street integration with WT may be explained by the presence of destinations. In 2003–2004, adults living in Adelaide, Australia ( n =2544) reported their past-week WT frequency and perceived distances to 16 destination types. Marginal models via generalized estimating equations tested mediation effects. Both intersection density and street integration were significantly associated with WT, after adjusting for each other. Perceived destination availability explained 42% of the association of street integration with WT; this may be because of an association between street integration and local destination availability – an important element of neighborhood walkability. The use of space syntax concepts and methods has the potential to provide novel insights into built-environment influences on walking.
[30] Lima J J.2001.

Soeio-spatial segregation and urban form: Belém at the end of the 1990s

[J]. Geoforum, 32(4): 493-507.

https://doi.org/10.1016/S0016-7185(01)00019-7      URL      [本文引用: 1]      摘要

In the second half of the 1990s, socio-spatial segregation increased in Brazilian cities, accentuating inequity among social groups. Using a combination of space syntax techniques and statistical analysis, this paper explores locational differences in central and peripheral portions of Bel茅m. The analysis shows how socio-spatial segregation was made more pronounced by relationships between urban form, infrastructure provision and locational values. Social groups' opportunities in the city are suggested to be limited by features of its urban form, associated with infrastructure provision, especially for groups unable to take advantage of intra-urban accessibility. The paper also discusses the findings of the study in relation to the Brazilian urban context at the end of the 1990s.
[31] Liu X T, Jiang B.2012.

Defining and generating axial lines from street center lines for better understanding of urban morphologies

[J]. International Journal of Geographical Information Science, 26(8): 1521-1532.

https://doi.org/10.1080/13658816.2011.643800      URL      [本文引用: 1]      摘要

Abstract: Axial lines are defined as the longest visibility lines for representing individual linear spaces in urban environments. The least number of axial lines that cover the free space of an urban environment or the space between buildings constitute what is often called an axial map. This is a fundamental tool in space syntax, a theory developed by Bill Hillier and his colleagues for characterizing the underlying urban morphologies. For a long time, generating axial lines with help of some graphic software has been a tedious manual process that is criticized for being time consuming, subjective, or even arbitrary. In this paper, we redefine axial lines as the least number of individual straight line segments mutually intersected along natural streets that are generated from street center lines using the Gestalt principle of good continuity. Based on this new definition, we develop an automatic solution to generating the newly defined axial lines from street center lines. We apply this solution to six typical street networks (three from North America and three from Europe), and generate a new set of axial lines for analyzing the urban morphologies. Through a comparison study between the new axial lines and the conventional or old axial lines, and between the new axial lines and natural streets, we demonstrate with empirical evidence that the newly defined axial lines are a better alternative in capturing the underlying urban structure. Keywords: Space syntax, street networks, topological analysis, traffic, head/tail division rule
[32] Moudon A V, Lee C, Cheadle A D, et al.2006.

Operational definitions of walkable neighborhood: Theoretical and empirical insights

[J]. Journal of Physical Activity and Health, 3(S1): S99-S117.

https://doi.org/10.1123/jpah.3.s1.s99      URL      [本文引用: 1]      摘要

Background: The concept of walkable neighborhoods is increasingly important in physical activity research and intervention. However, limited theoretical understanding and measurable definitions remain a challenge. Methods: This paper reviews theories defining neighborhoods and offers an empirical approach to identify measurable attributes and thresholds of walkable neighborhoods. Bivariate and multivariate analyses are used for self-reported socio-demographic background, neighborhood walking behavior and perception, and objective measures of environments. Results: Environmental attributes positively associated with walking sufficiently to meet health recommendations included higher residential density and smaller street-blocks around home, and shorter distances to food and daily retail facilities from home. Threshold distances for eating/drinking establishments and grocery stores were 860 and 1445 feet. Conclusions: Results questioned theoretical constructs of neighborhoods centered on recreation and educational uses. They pointed to finer mixes of uses than those characterizing suburban neighborhoods, and small spatial units of analysis and intervention to
[33] Omer I, Jiang B.2015.

Can cognitive inferences be made from aggregate traffic flow data

[J]. Computers Environment and Urban Systems, 54: 219-229.

https://doi.org/10.1016/j.compenvurbsys.2015.08.005      URL      [本文引用: 1]      摘要

Space syntax analysis or the topological analysis of street networks has illustrated that human traffic flow is highly correlated with some topological centrality measures, implying that human movement at an aggregate level is primarily shaped by the underlying topological structure of street networks. However, this high correlation does not imply that any individual's movement can be predicted by any street network centrality measure. In other words, traffic flow at the aggregate level cannot be used to make inferences about an individual's spatial cognition or conceptualization of space. Based on a set of agent-based simulations using three types of moving agents – topological, angular, and metric – we show that topological–angular centrality measures correlate better than does the metric centrality measure with the aggregate flows of agents who choose the shortest angular, topological or metric routes. We relate the superiority of the topological–angular network effects to the structural relations holding between street network to-movement and through-movement potentials. The study findings indicate that correlations between aggregate flow and street network centrality measures cannot be used to infer knowledge about individuals' spatial cognition during urban movement.
[34] Önder D E, Gigi Y.2010.

Reading urban spaces by the space-syntax method: A proposal for the South Haliç Region

[J]. Cities, 27(4): 260-271.

https://doi.org/10.1016/j.cities.2009.12.006      URL      [本文引用: 1]      摘要

The aim of this study was to implement a methodology: (1) to determine the social and physical problems of a historical urban space and subsequently (2) to offer recommendations that attempt to improve the identified problems. The South Hali Area in Istanbul was chosen as the case study because of its historical and cultural significance and the importance that should be placed on its preservation for future generations. We relied on the space-syntax methodology to analyze the area and offer a number of design interventions. These recommendations were evaluated using the same methodology to illustrate the degree to which they would improve upon the current conditions.
[35] Xu G, Jiao L M, Zhao S L, et al.2016.

Examining the impacts of land use on air quality from a spatio-temporal perspective in Wuhan, China

[J]. Atmosphere, 7(5): 62.

https://doi.org/10.3390/atmos7050062      URL      [本文引用: 1]      摘要

Air pollution is one of the key environmental problems associated with urbanization and land use. Taking Wuhan city, Central China, as a case example, we explore the quantitative relationship between land use (built-up land, water bodies, and vegetation) and air quality (SO2, NO2, and PM10) based on nine ground-level monitoring sites from a long-term spatio-temporal perspective in 2007-2014. Five buffers with radiuses from 0.5 to 4 km are created at each site in geographical information system (GIS) and areas of land use categories within different buffers at each site are calculated. Socio-economic development, energy use, traffic emission, industrial emission, and meteorological condition are taken into consideration to control the influences of those factors on air quality. Results of bivariate correlation analysis between land use variables and annual average concentrations of air pollutants indicate that land use categories have discriminatory effects on different air pollutants, whether for the direction of correlation, the magnitude of correlation or the spatial scale effect of correlation. Stepwise linear regressions are used to quantitatively model their relationships and the results reveal that land use significantly influence air quality. Built-up land with one standard deviation growth will cause 2% increases in NO2 concentration while vegetation will cause 5% decreases. The increases of water bodies with one standard deviation are associated with 3%-6% decreases of SO2 or PM10 concentration, which is comparable to the mitigation effect of meteorology factor such as precipitation. Land use strategies should be paid much more attention while making air pollution reduction policies.
[36] Wang F H, Antipova A, Porta S.2011.

Street centrality and land use intensity in Baton Rouge, Louisiana

[J]. Journal of Transport Geography, 19(2): 285-293.

https://doi.org/10.1016/j.jtrangeo.2010.01.004      URL      [本文引用: 1]      摘要

This paper examines the relationship between street centrality and land use intensity in Baton Rouge, Louisiana. Street centrality is calibrated in terms of a node closeness, betweenness and straightness on the road network. Land use intensity is measured by population (residential) and employment (business) densities in census tracts, respectively and combined. Two GIS-based methods are used to transform data sets of centrality (at network nodes) and densities (in census tracts) to one unit for correlation analysis. The kernel density estimation (KDE) converts both measures to raster pixels, and the floating catchment area (FCA) method computes average centrality values around census tracts. Results indicate that population and employment densities are highly correlated with street centrality values. Among the three centrality indices, closeness exhibits the highest correlation with land use densities, straightness the next and betweenness the last. This confirms that street centrality captures location advantage in a city and plays a crucial role in shaping the intraurban variation of land use intensity.
[37] Wang F H, Chen C, Xiu C L, et al.2014.

Location analysis of retail stores in Changchun, China: A street centrality perspective

[J]. Cities, 41: 54-63.

https://doi.org/10.1016/j.cities.2014.05.005      URL      摘要

This paper examines the location pattern of various retail stores in Changchun, China. The centrographic method, the nearest neighbor index and the proximity to CBD are used to provide some baseline analyses of their spatial distributions. Major findings are derived from the street centrality indices measured in terms of a node closeness, betweenness and straightness on the road network. The kernel density estimation (KDE) converts both store locations and centrality values at nodes to one unit (raster pixel) for correlation analysis. Results indicate that street centrality captures location advantage in a city and plays a crucial role in shaping the intraurban variation of commercial land use intensity. Specifically, specialty stores value various centralities most, followed by department stores, supermarkets, consumer product stores, furniture stores, and construction material stores. Among the stores with correlation coefficients above 0.5, specialty stores favor closeness most, department stores and supermarkets prefer betweenness, and consumer product stores value straightness most.

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