带型城市道路干线系统特征与指标研究
发布时间：2019-04-11 09:10
【摘要】：当下,我国处于交通高速发展过程中,城市的格局正在发生着巨变,城市特征的差异在不断拉大。这种差异直观体现在城市规模、空间形态、用地布局、交通框架与出行特征上等等。然而,自1995年《城市道路交通规划设计规范》颁布以来,当初以人口规模差异为主要分类因素所制定的道路网规划指标已指导我国城市道路建设近20年。在城市差异越来越多样的今天,部分指标的适用性引起了广泛的关注。其中,以带型城市为对象的研究也越来越多,认为形态上的差异会影响交通特征,从而需要改变路网的布局,导致其道路设施与指标体现一定的差异,一些研究从定性分析和简单数据对比也得出了与之相印证的结论。 然而,既有研究中也存在一些问题,集中在两个方面：一方面是量化研究少,结论较为笼统,实际应用效果不理想；另一方面是系统性研究少,仅以少数几个典型带型城市为案例所得到的指标不足以指导该类城市的道路建设。 因此,基于现状背景与研究中的问题,本研究首先从城市空间入手,收集并整理了全国658个城市的形态数据,包括建成区长度、宽度和长宽比。以长宽比为主要划分指标,将城市(组团)的形态分为团状、带状和线条状,三种形态之间的长宽比分界值为3：1和7：1,又将形态呈团状的城市称为团状城市,形态呈带状或线条状的城市统称为带型城市,完成从“形”到“型”的过程。然后以区分出的带型城市和团状城市为基础,抽象其城市空间,简化其道路干线网络与交通特征,建立不同规模、不同长宽比、不同路网布局的城市模型,并用TransCAD软件进行交通分配模拟。最后得出不同情况下带型、团状两类城市模型的路段交通运行特征,验证了其差异性的存在：带型城市路段交通特征变化类似于对数突变,高低值间落差斜率大：团状城市则呈线性温和变化,高低值间落差斜率小。这种显著差异主要是由于带型城市空间宽度的限制,造成长轴方向干线道路设施少,从而在长轴干线上聚集大量交通,带来交通特征的对数型变化。 针对路段交通特征差异,基于研究中得到的路段交通量-长度累计百分比曲线,本研究提出了不同规模、长宽比的带型城市在推荐路网模式下,干线道路的分类以及不同类别干线道路的里程比例与对应所承担的交通量比例。这些理论指标,对95版《城市道路交通规划设计规范》路网规划的部分指标是一种扩展和细化,为更加针对性地指导带型城市的干线路网规划与设计提供了参考依据。
[Abstract]:At present, our country is in the process of high-speed development of traffic, the pattern of the city is changing dramatically, the difference of the characteristics of the city is widening. The differences are embodied in urban scale, spatial form, land use layout, traffic framework and travel characteristics and so on. However, since the promulgation of the "Code of Urban Road Traffic Planning and Design" in 1995, the road network planning index based on the difference of population size has been used to guide the urban road construction in China for nearly 20 years. As the urban differences become more and more diverse today, the applicability of some indicators has attracted extensive attention. Among them, there are more and more researches on belt-shaped cities. It is considered that the differences in shape will affect the traffic characteristics, so it is necessary to change the layout of the road network, which leads to the differences in road facilities and indicators. Some studies also draw conclusions from qualitative analysis and simple data comparison. However, there are also some problems in the research, focusing on two aspects: on the one hand, the quantitative research is less, the conclusion is more general, and the practical application effect is not ideal; On the other hand, there are few systematic studies, and only a few typical belt cities can not be used to guide the road construction of these cities. Therefore, based on the background of the present situation and the problems in the research, the paper firstly collects and arranges the morphological data of 658 cities in China, including the length, width and ratio of length to width of the built-up area, starting with the urban space. Taking the ratio of length to width as the main index of division, the shape of the city (cluster) is divided into clusters, bands and lines. The cutoff value of the ratio of length to width among the three forms is 3:1 and 7 渭 1, and the city with the shape of cluster is called a cluster city. Banded or line-shaped cities are collectively called belt-shaped cities, completing the process from "shape" to "shape". Then on the basis of the differentiated belt city and group city, the city space is abstracted, the main road network and traffic characteristics are simplified, and the urban model of different scale, different aspect ratio and different road network layout is established, which is based on the city model of different size, different ratio of length to width, and different layout of road network. TransCAD software is used to simulate traffic assignment. Finally, the traffic characteristics of two types of urban models, belt type and cluster type, are obtained under different conditions, and the existence of the difference is verified: the change of traffic characteristics of belt-type urban sections is similar to the logarithmic sudden change. The slope of drop between high and low value is large: the group city shows linear mild change, and the slope between high and low values is small. This significant difference is mainly due to the limitation of the spatial width of the belt-shaped cities, resulting in less road facilities in the long-axis direction trunk lines, thus gathering a large number of traffic on the long-axis trunk lines, resulting in logarithmic changes in traffic characteristics. According to the difference of road traffic characteristics, based on the cumulative percentage curve of road section traffic volume and length, the paper puts forward the different size and ratio of length to width of the belt-type cities under the recommended road network model, and based on the traffic volume-length cumulative percentage curve obtained in the study. The classification of trunk roads and the proportion of mileage of different types of trunk roads to the corresponding traffic volume. These theoretical indexes are an extension and refinement to some indexes of road network planning in the 95 edition, which provides a reference basis for guiding the planning and design of the trunk road network in the belt-type cities more pertinently.
【学位授予单位】：中国城市规划设计研究院
【学位级别】：硕士
【学位授予年份】：2014
【分类号】：U412.12
本文编号：2456283
[Abstract]:At present, our country is in the process of high-speed development of traffic, the pattern of the city is changing dramatically, the difference of the characteristics of the city is widening. The differences are embodied in urban scale, spatial form, land use layout, traffic framework and travel characteristics and so on. However, since the promulgation of the "Code of Urban Road Traffic Planning and Design" in 1995, the road network planning index based on the difference of population size has been used to guide the urban road construction in China for nearly 20 years. As the urban differences become more and more diverse today, the applicability of some indicators has attracted extensive attention. Among them, there are more and more researches on belt-shaped cities. It is considered that the differences in shape will affect the traffic characteristics, so it is necessary to change the layout of the road network, which leads to the differences in road facilities and indicators. Some studies also draw conclusions from qualitative analysis and simple data comparison. However, there are also some problems in the research, focusing on two aspects: on the one hand, the quantitative research is less, the conclusion is more general, and the practical application effect is not ideal; On the other hand, there are few systematic studies, and only a few typical belt cities can not be used to guide the road construction of these cities. Therefore, based on the background of the present situation and the problems in the research, the paper firstly collects and arranges the morphological data of 658 cities in China, including the length, width and ratio of length to width of the built-up area, starting with the urban space. Taking the ratio of length to width as the main index of division, the shape of the city (cluster) is divided into clusters, bands and lines. The cutoff value of the ratio of length to width among the three forms is 3:1 and 7 渭 1, and the city with the shape of cluster is called a cluster city. Banded or line-shaped cities are collectively called belt-shaped cities, completing the process from "shape" to "shape". Then on the basis of the differentiated belt city and group city, the city space is abstracted, the main road network and traffic characteristics are simplified, and the urban model of different scale, different aspect ratio and different road network layout is established, which is based on the city model of different size, different ratio of length to width, and different layout of road network. TransCAD software is used to simulate traffic assignment. Finally, the traffic characteristics of two types of urban models, belt type and cluster type, are obtained under different conditions, and the existence of the difference is verified: the change of traffic characteristics of belt-type urban sections is similar to the logarithmic sudden change. The slope of drop between high and low value is large: the group city shows linear mild change, and the slope between high and low values is small. This significant difference is mainly due to the limitation of the spatial width of the belt-shaped cities, resulting in less road facilities in the long-axis direction trunk lines, thus gathering a large number of traffic on the long-axis trunk lines, resulting in logarithmic changes in traffic characteristics. According to the difference of road traffic characteristics, based on the cumulative percentage curve of road section traffic volume and length, the paper puts forward the different size and ratio of length to width of the belt-type cities under the recommended road network model, and based on the traffic volume-length cumulative percentage curve obtained in the study. The classification of trunk roads and the proportion of mileage of different types of trunk roads to the corresponding traffic volume. These theoretical indexes are an extension and refinement to some indexes of road network planning in the 95 edition, which provides a reference basis for guiding the planning and design of the trunk road network in the belt-type cities more pertinently.
【学位授予单位】：中国城市规划设计研究院
【学位级别】：硕士
【学位授予年份】：2014
【分类号】：U412.12
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