轨道交通影响下的深圳城市职住空间演变

The Jobs-housing Space Change Influenced by the Rail Transit in Shenzhen

本文以深圳为实证案例,分析了从2009年到2015年的城市职住空间演变及其与轨道交通的关系。总体上看,职住空间的分布及增长均呈现出向轨道交通走廊集聚的趋势,但不同功能类型的职住空间变化存在明显的区位差异。就业空间方面,有轨道服务的中心区承载了一半以上的非工业类就业增长,而没有轨道服务的非中心区则承载了主要的工业类就业增长;居住空间方面,中心区的居住建筑增长量显著低于非中心区,有轨道交通服务或邻近轨道交通服务的非中心区成为居住空间增长的热点区域。在轨道交通的影响与塑造下,深圳市的职住空间呈现出“圈层式多中心”的结构:第一圈层的就业与第二圈层的居住之间形成了紧密的职住联系;同时,在第一圈层和第二圈层内部,轨道交通线网上的“分段通勤”支撑和强化了城市的多中心结构。在未来的发展中,相比在中心区加密轨道线网从而进一步增加中心区的吸引力,更需要考虑的应该是通过有效的政策鼓励在非中心区依托轨道交通建设非工业类就业中心,以减少它们对中心区的就业依赖。

This paper takes Shenzhen as an empirical case and analyzes the jobs-housing space change from 2009 to 2015.Overall, the distribution and growth of jobs-housing space have both shown a tendency to concentrate along the rail transit corridors, but there are obvious differences in the location of the change of different functions. In terms of jobs space change,central area with rail transit services carries more than half of the non-industrial jobs growth, while the non-central area without rail services carries most of the industrial jobs growth. In terms of housing space change, the growth in the central area is significantly lower than that of the non-central area, and noncentral areas with or adjacent rail transit services have become hot area for the growth of housing space. We find that under the influence of rail transit, the jobs-housing space in Shenzhen presents a "circular and polycentric" structure: there is a close relationship between the jobs space in the first circle and the housing space in the second circle. The area in the third circle along the rail transit corridors is also partly included in the commuting range of the first circle. Meanwhile, within the first and the second circle, a "segmented commuting" along the rail transit network is formed, which supports and strengthens the city’s polycentric structure. It is proposed that in the future development, more consideration should be given to designing effective policies to encourage the construction of non-industrial employment centers in non-central areas in order to reduce their dependence on the jobs in the central area, rather than densifying the rail transit network in the central areas to make them more attractive.