Measuring the Structure of U.S. Metropolitan Areas, 1970–2000
Measuring the Structure of U.S. Metropolitan Areas, 1970–2000
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DOI：
10.1080/01944363.2012.677382
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发表时间：
2012-04
影响因子：
5.6
通讯作者：
Jiawen Yang;S. French;J. Holt;Xingyou Zhang
中科院分区：
文献类型：
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作者：
Jiawen Yang;S. French;J. Holt;Xingyou Zhang
问题，研究策略和发现：大都市规划组织试图在区域和大都市规模，包括郊区中心的模式，塑造城市形态。这些努力如何改变行为？我们的研究通过一个新的城市形态指标家族来说明这个问题，该家族总结了美国大都市区的多中心结构。使用空间统计方法，这些措施是敏感的大小，数量和郊区中心的位置。然后，本文测试了1970年至2000年这些结构对全国通勤时间的影响。练习要点：发展密度对无计划地区旅行的影响比以前理解或测量的更为复杂。虽然邻里密度和区域密度的水平解释了平均通勤时间，但密度也相对有效。密度的空间变化，相对于该地区的郊区中心的密度，以及高密度节点的空间分布，每个似乎发挥不同的作用，影响旅行。研究支持：疾病控制和预防中心，生物科学和生物医学工程研究所。
Problem, research strategy, and findings: Metropolitan planning organizations attempt to shape urban form at the regional and metropolitan scale, including the pattern of suburban centers. How do these efforts change behavior? Our study informs that question by way of a new family of urban form metrics summarizing the polycentric structure of U.S. metropolitan areas. Using a spatial statistical approach, these measures are sensitive to the size, amount, and location of suburban centers. The article then tests the influence of these structures on commute times nationally from 1970 to 2000. Takeaway for practice: The influence of development densities on travel in sprawling regions is more complicated than previously understood or measured. While the level of both neighborhood density and regional density explain average commuting times, density also works relatively. The spatial variation of density, the density of suburban centers relative to the region, and the spatial distribution of high-density nodes each appear to play distinct roles in influencing travel. Research support: Centers for Disease Control and Prevention, and Institute for Bioscience and Biomedical Engineering.