Acta Geographica Sinica ›› 2015, Vol. 70 ›› Issue (10): 1675-1685.doi: 10.11821/dlxb201510011
• Theory and Behavior Geography • Previous Articles Next Articles
na Ta1(), Yanwei CHAI2(
), Mei-Po KWAN3
Received:
2014-11-04
Revised:
2015-04-22
Online:
2015-10-20
Published:
2015-10-20
na Ta, Yanwei CHAI, Mei-Po KWAN. The relationship between the built environment and car travel distance on weekdays in Beijing[J].Acta Geographica Sinica, 2015, 70(10): 1675-1685.
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Tab.1
Respondent characteristics by community"
变量 | 样本数 | 频率(%) | |
---|---|---|---|
性别 | 男性 | 140 | 47.78 |
女性 | 153 | 52.22 | |
年龄 | 36.17 | ||
户口 | 非北京户口 | 39 | 13.31 |
北京户口 | 254 | 86.69 | |
个人月收入 | 低于2000元 | 32 | 10.92 |
2001~6000元 | 180 | 61.43 | |
6001元以上 | 81 | 27.65 | |
教育程度 | 高中及以下 | 42 | 14.33 |
大专或大学 | 199 | 67.92 | |
研究生及以上 | 52 | 17.75 | |
住房产权 | 自有住房 | 254 | 86.69 |
租住住房 | 39 | 13.31 | |
汽车所有权 | 有小汽车 | 185 | 63.14 |
无小汽车 | 108 | 36.86 | |
驾照 | 有驾照 | 142 | 48.56 |
无驾照 | 151 | 51.54 | |
家庭规模 | 1 | 5 | 1.71 |
2 | 68 | 23.21 | |
3 | 141 | 48.12 | |
4+ | 79 | 26.96 |
Tab. 2
Regression model on the impact of built environment on daily car travel distance in Beijing"
模型1:居住地属性 | 模型2:居住地+工作地 | 模型3:居住地+活动空间 | ||||||
---|---|---|---|---|---|---|---|---|
系数 | P值 | 系数 | P值 | 系数 | P值 | |||
女性 | -6.95 | 0.001 | -6.88 | 0.001 | -6.16 | 0.002 | ||
年龄 | -0.29 | 0.034 | -0.31 | 0.024 | -0.30 | 0.024 | ||
户口 | -3.03 | 0.283 | -3.34 | 0.238 | -2.93 | 0.292 | ||
驾照 | 10.92 | 0.000 | 9.89 | 0.000 | 9.24 | 0.000 | ||
个人收入 | -1.03 | 0.261 | -0.66 | 0.479 | -0.57 | 0.533 | ||
教育水平 | 1.81 | 0.332 | 1.70 | 0.358 | 1.63 | 0.371 | ||
住房所有权 | 3.57 | 0.215 | 3.99 | 0.171 | 3.05 | 0.280 | ||
家庭规模 | -1.75 | 0.168 | -1.80 | 0.156 | -1.38 | 0.269 | ||
汽车所有权 | 6.09 | 0.009 | 6.79 | 0.004 | 5.67 | 0.013 | ||
居住地公交密度 | 0.10 | 0.363 | 0.13 | 0.245 | 0.12 | 0.275 | ||
居住地零售商业密度 | -0.06 | 0.772 | 0.03 | 0.890 | -0.08 | 0.695 | ||
居住地停车场密度 | -0.04 | 0.866 | -0.12 | 0.615 | -0.16 | 0.547 | ||
居住地建设密度 | 0.02 | 0.490 | 0.02 | 0.494 | 0.03 | 0.305 | ||
工作地公交站密度 | 0.13 | 0.160 | ||||||
工作地零售商业密度 | 0.10 | 0.403 | ||||||
工作地停车场密度 | -0.03 | 0.855 | ||||||
工作地建设密度 | -0.03 | 0.007 | ||||||
活动空间公交站密度 | -0.09 | 0.795 | ||||||
活动空间零售商业密度 | 0.44 | 0.405 | ||||||
活动空间停车场密度 | 0.31 | 0.640 | ||||||
活动空间建设密度 | -0.11 | 0.002 | ||||||
截距 | 17.52 | 0.061 | 16.47 | 0.082 | 27.05 | 0.011 | ||
R2 | 0.2567 | 0.2839 | 0.3055 |
Tab. 3
Regression model on the impact of built environment on car travel distance in commuting in Beijing"
模型1:居住地属性 | 模型2:居住地+工作地 | 模型3:居住地+活动空间 | ||||||
---|---|---|---|---|---|---|---|---|
系数 | P值 | 系数 | P值 | 系数 | P值 | |||
女性 | -4.04 | 0.001 | -3.83 | 0.003 | -3.77 | 0.003 | ||
年龄 | -0.09 | 0.298 | -0.10 | 0.275 | -0.10 | 0.241 | ||
户口 | 0.21 | 0.906 | -0.05 | 0.980 | 0.11 | 0.950 | ||
驾照 | 5.07 | 0.000 | 4.67 | 0.002 | 4.46 | 0.002 | ||
个人收入 | -0.55 | 0.348 | -0.32 | 0.592 | -0.42 | 0.473 | ||
教育水平 | -0.12 | 0.926 | -0.10 | 0.936 | -0.06 | 0.962 | ||
住房所有权 | 2.25 | 0.220 | 2.10 | 0.264 | 1.92 | 0.292 | ||
家庭规模 | -0.29 | 0.718 | -0.18 | 0.820 | -0.10 | 0.904 | ||
汽车所有权 | 2.24 | 0.132 | 2.46 | 0.105 | 2.13 | 0.149 | ||
居住地公交密度 | 0.00 | 0.970 | 0.01 | 0.841 | 0.03 | 0.686 | ||
居住地零售商业密度 | -0.26 | 0.042 | -0.23 | 0.082 | -0.30 | 0.026 | ||
居住地停车场密度 | -0.02 | 0.876 | -0.06 | 0.699 | -0.05 | 0.769 | ||
居住地建设密度 | 0.04 | 0.012 | 0.04 | 0.011 | 0.05 | 0.006 | ||
工作地公交站密度 | 0.04 | 0.471 | ||||||
工作地零售商业密度 | 0.04 | 0.603 | ||||||
工作地停车场密度 | 0.00 | 0.983 | ||||||
工作地建设密度 | -0.01 | 0.018 | ||||||
活动空间公交站密度 | -0.21 | 0.327 | ||||||
活动空间零售商业密度 | 0.30 | 0.409 | ||||||
活动空间停车场密度 | 0.14 | 0.748 | ||||||
活动空间建设密度 | -0.05 | 0.064 | ||||||
截距 | 6.08 | 0.309 | 5.63 | 0.359 | 12.11 | 0.074 | ||
R2 | 0.195 | 0.2162 | 0.2285 |
Tab. 4
Regression model on the impact of built environment on car travel distance in non-work activities in Beijing"
模型1:居住地属性 | 模型2:居住地+工作地 | 模型3:居住地+活动空间 | ||||||
---|---|---|---|---|---|---|---|---|
系数 | P值 | 系数 | P值 | 系数 | P值 | |||
女性 | -5.18 | 0.006 | -5.66 | 0.003 | -4.73 | 0.011 | ||
年龄 | -0.14 | 0.252 | -0.15 | 0.238 | -0.10 | 0.430 | ||
户口 | -6.72 | 0.012 | -6.80 | 0.012 | -6.55 | 0.013 | ||
驾照 | 4.31 | 0.040 | 3.63 | 0.092 | 4.06 | 0.049 | ||
个人收入 | -1.44 | 0.116 | -1.38 | 0.129 | -1.49 | 0.098 | ||
教育水平 | 2.48 | 0.158 | 3.03 | 0.086 | 3.28 | 0.062 | ||
住房所有权 | 2.74 | 0.311 | 3.19 | 0.254 | 2.02 | 0.451 | ||
家庭规模 | -0.78 | 0.508 | -0.83 | 0.482 | -0.84 | 0.467 | ||
汽车所有权 | 4.66 | 0.036 | 4.92 | 0.030 | 4.21 | 0.054 | ||
居住地公交站密度 | 0.22 | 0.032 | 0.23 | 0.020 | 0.19 | 0.069 | ||
居住地零售商业密度 | 0.31 | 0.121 | 0.35 | 0.080 | 0.26 | 0.216 | ||
居住地停车场密度 | -0.08 | 0.703 | -0.17 | 0.443 | -0.11 | 0.645 | ||
居住地建设密度 | -0.04 | 0.127 | -0.05 | 0.103 | -0.04 | 0.122 | ||
工作地公交站密度 | 0.14 | 0.089 | ||||||
工作地零售商业密度 | 0.13 | 0.282 | ||||||
工作地停车场密度 | 0.08 | 0.600 | ||||||
工作地建设密度 | -0.02 | 0.070 | ||||||
活动空间公交站密度 | 0.72 | 0.033 | ||||||
活动空间零售商业密度 | 0.71 | 0.189 | ||||||
活动空间停车场密度 | -0.26 | 0.687 | ||||||
活动空间建设密度 | -0.10 | 0.005 | ||||||
截距 | 15.50 | 0.086 | 12.35 | 0.181 | 11.15 | 0.253 | ||
R2 | 0.2806 | 0.324 | 0.329 |
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