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浙江大学学报(工学版)
浙江大学学报(工学版)  2025, Vol. 59 Issue (2): 310-318    DOI: 10.3785/j.issn.1008-973X.2025.02.009
交通工程、土木工程     
考虑末端出行的城市轨道交通就业可达性
陈越1,4(),许奇2,贾顺平2,*(),魏润斌3,孙世一1,李雯茜1
1. 北京交通大学 综合交通运输大数据应用技术交通运输行业重点实验室，北京 100044
2. 北京交通大学 交通运输学院，北京 100044
3. 北京轨道交通路网管理有限公司，北京 100101
4. 利兹大学 交通研究所，利兹 LS29JT
Job accessibility of urban rail transit considering access and egress travel
Yue CHEN1,4(),Qi XU2,Shunping JIA2,*(),Runbin WEI3,Shiyi SUN1,Wenxi LI1
1. Key Laboratory of Transport Industry of Big Data Application Technologies for Comprehensive Transport, Beijing Jiaotong University, Beijing 100044, China
2. School of Traffic and Transportation, Beijing Jiaotong University, Beijing 100044, China
3. Beijing Metro Network Management Limited Company, Beijing 100101, China
4. Institute for Transport Studies,University of Leeds, Leeds LS29JT, England
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摘要：

在轨道交通与城市融合发展的背景下，基于地铁站点的步行影响范围和由共享单车订单数据识别所得的骑行影响范围，测算站点到居住小区和就业兴趣点(POI)的步行和骑行时间，提出考虑末端出行的两步移动搜索法. 结合洛伦兹曲线和基尼系数，测算和分析北京市六环内城市轨道交通站点的就业可达性及其公平性，量化末端出行对二者的影响. 结果表明，在步行和骑行2种末端出行方式下，各站点的末端出行时间平均为18.6、8.6 min，占总出行时间的29%、16%，且第一公里耗时略高于最后一公里. 城市轨道交通就业可达性由中心城区向外围沿圈层递减，呈现明显的廊道特征. 整体上基尼系数达到0.16、0.17，就业可达性分布较公平，但低房价站点存在明显的可达性劣势，局部上四环外和低房价类型站点的可达性分布相对更不均衡. 相较于传统方法，利用改进方法所得的结果显示，考虑末端出行后可达性平均变化20%、9%，且外围站点变化更大，公平性的变化程度达到10%、2%.
关键词： 城市轨道交通;  可达性;  交通公平性;  末端出行;  最后一公里;  两步移动搜索法    
Abstract:

The walking catchment areas and cycling catchment areas identified from the bike-sharing order data were used in the context of the integrated development of rail transit and city in order to determine the walking and cycling time from metro stations to residential neighborhoods and job-related point of interest (POI). Then a two-step floating catchment area method considering access and egress travel was proposed. The job accessibility and equity of metro stations within the Sixth Ring Road of Beijing were measured combined with the Lorenz curve and Gini coefficient. The impacts of access and egress travel on them were quantified. The average access and egress travel time of each station was 18.6 min and 8.6 min for walking and cycling, accounting for 29% and 16% of the total travel time, and the time spent in the first mile was slightly higher than that in the last mile. The job accessibility of urban rail transit gradually decreased from the central city to the periphery and showed obvious corridor characteristics. The overall Gini coefficient of accessibility reached 0.16、0.17, indicating the equal distribution of accessibility. The accessibility of low housing price stations had a notable accessibility disadvantage. The distribution of accessibility was relatively more inequitable in low housing price stations and stations outside the 4th ring. The results of improved model showed that the inclusion of access and egress travel time resulted in an average change in accessibility of 20% and 9% with greater changes at outlying stations, and the average equity change reached 10% and 2% compared with the traditional model.
Key words: urban rail transit    accessibility    transport equity    access and egress travel    last mile    two-step floating catchment area method
收稿日期: 2023-12-27 出版日期: 2025-02-11
CLC:  TP 393  
基金资助: 国家自然科学基金资助项目（71621001）；中央高校基本科研业务费专项资金资助项目（2023YJS134）.
通讯作者: 贾顺平     E-mail: 22110284@bjtu.edu.cn;shpjia@bjtu.edu.cn
作者简介: 陈越（1997—），男，博士生，从事公共交通规划管理及交通大数据分析的研究. orcid.org/0000-0002-0183-7537. E-mail：22110284@bjtu.edu.cn
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陈越
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引用本文:

陈越,许奇,贾顺平,魏润斌,孙世一,李雯茜. 考虑末端出行的城市轨道交通就业可达性[J]. 浙江大学学报(工学版), 2025, 59(2): 310-318.

Yue CHEN,Qi XU,Shunping JIA,Runbin WEI,Shiyi SUN,Wenxi LI. Job accessibility of urban rail transit considering access and egress travel. Journal of ZheJiang University (Engineering Science), 2025, 59(2): 310-318.

链接本文:

https://www.zjujournals.com/eng/CN/10.3785/j.issn.1008-973X.2025.02.009    或    https://www.zjujournals.com/eng/CN/Y2025/V59/I2/310

图 1  城市轨道交通就业可达性的研究框架
图 2  重合区域处理的示意图
图 3  城市轨道交通站点步行和骑行影响范围
图 4  城市轨道交通末端出行时间的统计
图 5  城市轨道交通就业可达性的空间分布
图 6  不同环路区域的城市轨道交通就业可达性
图 7  不同线路的城市轨道交通就业可达性
图 8  城市轨道交通就业可达性的洛伦兹曲线
图 9  不同类型站点的洛伦兹曲线
图 10  考虑末端出行对可达性的影响
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