Acta Geographica Sinica ›› 2018, Vol. 73 ›› Issue (12): 2423-2439.doi: 10.11821/dlxb201812011

• Tourism Geography • Previous Articles     Next Articles

Relationship between built environment of rational pedestrian catchment areas and URT commuting ridership: Evidence from 44 URT stations in Beijing

SHEN Lifan1(),WANG Ye2,ZHANG Chun3(),JIANG Dongrui4,LI He5   

  1. 1.School of Urban Design, Wuhan University, Wuhan 430072, China
    2. Guangzhou Planning & Design Survey Research Institute, Guangzhou 510030, China;
    3. School of Architecture and Design, Beijing Jiaotong University, Beijing 100044, China
    4. Beijing Urban Quadrant Technology Co., Ltd, Beijing 100055, China
    5. International Finance Institute, Bank of China, Beijing 100818, China
  • Received:2017-11-03 Online:2018-12-14 Published:2018-12-14
  • Supported by:
    National Natural Science Foundation of China, No.51678029, No.51778039;Specific Research of China Urban Rail Transit Association, No.A17M00080

Abstract:

In recent years, there has been a growing interest in the relationship between built environment factors within station pedestrian catchment areas and urban rail transit (URT) commuting ridership. In this paper, the rational pedestrian catchment areas was studied from the perspective of potential commuters. Based on a case-study of 44 URT stations in Beijing, big data method was adopted to collect point data of population from 'Yichuxing', an internet application. In addition, relative values of relative riding rate were obtained by combining point data and rail transit one-card pass data during peak time within 10 working days in September 2017. In view of the abnormal distribution of data, a GARCH model was established to analyze the interactions between station relative riding rate and built environment factors within rational pedestrian catchment areas. The study results showed that (1) there is a notable positive correlation between URT relative riding rate and initial station, and negative interaction between station relative riding rate and transfer probability of station; (2) there is a strong positive relationship between relative riding rate and exit numbers of station; (3) there are no explicit relationships between conditions of station relative riding rate and walkable factors such as residential-station footpath turn times and cross numbers within rational catchment areas, whereas positive relationship was observed between station relative riding rate and bus stop density within rational pedestrian catchment areas; (4) significant negative correlation can be found between relative riding rate and land use mixture; (5) there are positive correlations among station relative riding rate and density of road network, congested road proportion in morning peak hours in varying degree; (6) there is an ambiguous and intricate relationship between bike-sharing order quantities and URT relative riding rate; (7) compared to cellular signaling data, "Yichuxing" point data showed higher accuracy and applicability in terms of the analysis of demographic distribution and micro-scale changes.

Key words: urban rail transit station, rational pedestrian catchment areas, built environment, commuting behaviour, GARCH, Beijing