Impact Of Urban Built Environment On Spatial-temporal Distribution Of Travel O-D

Spatial and temporal distribution of Origin-Destination(O-D)reflects the distribution of traffic participants in urban space in a specific period of time.It is the basis of scientific urban planning and traffic planning to analyze the internal factors that affect the spatial and temporal travel distribution of O-D.Existing studies can estimate the O-D distribution based on the known traffic volume.However,they can not analyze the intrinsic factors affecting the O-D distribution,nor can they adjust the corresponding urban planning or traffic planning according to the predicted O-D.Urban built environment is an intrinsic factor affecting travel demand and behavior.Urban built environment attributes(density,diversity,block design,destination accessibility and distance from public transport facilities)are closely related to travel behavior,and thus play an important role in the travel distribution of O-D.The significant impact of urban built environment on residents' travel behavior is mainly reflected in the following two aspects: firstly,the layout of different land use types in urban space,such as the location of residential and commercial areas,determines the starting point and destination of residents' travel;secondly,the block design,public transportation facilities and destination accessibility in the built environment also affect the travel frequency and travel mode of residents.Therefore,it is another way to explore the internal mechanism of O-D distribution from the perspective of the relationship between built environment and residents' travel behavior.In view of this,this paper selects Shenzhen as the research object,and divides Shenzhen into 1031 traffic analysis zones.Global regression model,spatial Durbin model and flexible bandwidth geographically weighted regression with adaptive distance(FB-GWRa)model are used to quantify the impact of urban built environment on the spatial and temporal distribution of O-D based on floating car GPS data,land use data and road network data.Firstly,based on the Moran index I test,it is considered that there is significant spatial autocorrelation in the neighboring cells.Then in the global regression model,the significant explanatory variables for traffic generation and attraction are calibrated.By substituting key variables into spatial Durbin model,the existence of spillover effect is determined,and the direct,indirect and total effects of built environment attributes on traffic generation or attraction are quantitatively analyzed.Finally,the key variables are used as input of the FB-GWRa model,and the spatial heterogeneity of the impact of built environment attributes on the spatial and temporal distribution of O-D is obtained.The results show that the built environment attribute has a significant spillover effect on the spatial and temporal distribution of O-D,and traffic generation or attraction has a significant self-reinforcing effect.The travel generation or attraction of neighboring traffic analysis zones increase by 1%,then the traffic generation or attraction of this zone will increase by about 0.24% and 0.25%.In FB-GWRa model,the impact of bus station density on traffic generation has spatial heterogeneity.Traffic planning departments should systematically analyze the flow direction of departure flow of large transport facilities such as airports,and reasonably formulate bus route planning.The results of FB-GWRa model can provide a theoretical basis for decision makers to adjust the feedback of urban planning or traffic planning The results of this study will help urban planners and traffic planners to understand the relationship between urban built environment and the spatial and temporal travel distribution of O-D,and provide a reference for formulating scientific and efficient urban planning and traffic planning policies.