“末梢时间”对保障房居民公共交通出行的影响

[摘　要]保障房居民主要是中低收入阶层，对公共交通依赖度极高，故公交的便利通达性尤为关键。文章以厦门市保障房社区为例，采用文献查阅、现场踏勘和深度访谈的方法，识别居民为完成公交出行“最后一公里”耗费的“末梢时间”(反映公交便利性或可达性)的组成部分和影响因素，并估算“末梢时间”，分析它对公交通达性的影响。研究发现：①“末梢时间”由步行到站时间和候车时间组成，影响“末梢时间”的因素包括门禁效应、机动车道阻隔和公交频次等；②保障房居民公交出行“末梢时间”平均超过 13 分钟；③“末梢时间”极大地降低了公交通达性；④保障房社区的公交可达性远低于普通商品房。最后文章提出完善“最后一公里”慢行交通体系，加强与公交站点的连结；合理管控优化门禁设施，开放小区内部道路；缩小小区尺度，提高道路密度；完善城市服务设施，对接“15分钟社区生活圈”等空间改进策略。
[关键词]末梢时间；最后一公里；保障房；公共交通；可达性；厦门
[文章编号]1006-0022(2020)04-0050-08　[中图分类号]TU984　[文献标识码]B
[引文格式]杨林川，崔叙，喻冰洁，等．“末梢时间”对保障房居民公共交通出行的影响[J]．规划师，2020(4)：50-57．

The Effect of Walking and Wait Time on the Transit Travel of Residents in Affordable Housing/Yang Linchuan, Cui Xu, Yu Bingjie, Wei Zongcai, Gao Yinbao
[Abstract] Residents of affordable housing neighborhoods generally earn low- or middle-wages and thus heavily rely on transit to travel. That is, they are transit captive users rather than choice users who have access to the car. As transit provides stop-to-stop service rather than door-to-door service, to-transit walking and wait time is unavoidable, and it can reflect to-transit accessibility (or access to transit). Using a wide array of approaches such as literature review, field trips, and interviews on all the 19 affordable housing estates in Xiamen, this study identifies factors affecting the walking and wait time. Then, it calculates the walking and wait time of each building using GIS analysis and evaluates its effect on by-transit accessibility. The findings of this study are as follows: (1) Factors affecting walking and wait time include but are not limited to the gated effect (detour), motorway, transit frequency, and the discontinuity of walking path. (2) The average walking and wait time is estimated to be over 13 min. (3) The presence of walking and wait time modestly shrinks by-transit accessibility of transit users. (4) Access to transit of residents of affordable housing neighborhoods is lower than that of those living in normal communities. Accordingly, a few policy insights are discussed, including the optimization of a slow transport system, the enhancement of connectivity with transit stops, the opening of internal roads of neighborhoods for public use, the reduction in the scale of housing estates, and the construction of denser road network.
[Keywords] Walking and wait time, Last mile, Affordable housing estate, Transit, Accessibility, Xiamen

0引言

构建环保、低碳的“绿色交通体系”是解决城市交通及其一系列衍生问题(如交通拥堵、空气污染及温室气体排放等)的重要举措[1]。减少机动出行、增加非机动出行(主要包括步行和自行车)、降低出行距离、促进公共交通和共乘拼车(Car Pooling or Car Sharing)、削减单人驾乘小汽车交通(Driving Alone)是城市“绿色交通体系”建设的重要原则[1-2]。但是，人们体能和心理耐力的有限性决定了步行与骑行交通范围的有限性。一旦目的地超过一定地理范围，出行者就难以选择步行或骑行，不得不采取其他交通方式。
公共交通是中长距离出行最为环境友好的交通方式。优先发展公共交通，引导建立完善的“公交优先”体系，建构有利于实现“公交优先”的土地利用方式是促进城市可持续发展的必然要求[3]。较之于美国、加拿大、澳大利亚和新西兰等国家的小汽车主导型城市(Car-dependent or Car-dominant City)，公共交通对于中国、新加坡、韩国和日本等国家的公交依赖型城市(Transit-dependent or Transit-dominant City)的意义无疑更为重大[4]。但是，公共交通提供“站到站”(Stop-to-stop)的服务，而非“门到门”(Door-to-door)的服务。所以，必然存在乘客从出行起点到公交站点上车(“门到站”)和从公交站点下车到出行终点(“站到门”)的路程[5]，这就是经常提到的“最后一公里”(Last Kilometer or Last Mile，也有文献将“门到站”和“站到门”的路程分别称为“第一公里”和“最后一公里”)。若不考虑公交换乘，居民使用公交出行