Traffic Fairness Measurement And Spatial Characteristics Based On Employment Accessibility

The main contradiction of China has been translated to the contradiction between the people's growing happiness needs and imbalance,inadequate development.Urban interior transport inequity is an important part of unbalanced development of our country.Therefore,improving the urban transport equity will be great significance to promote social equity,to promote sustainable development and to alleviate the imbalance of development.With the social-economical development and increasing of urban mobility,it is not only need to study the distributive fairness of traffic facilities simply based on the residential area,but also to study the unfairness of the distribution of traffic benefit,while the job accessibility is one of the most important benefts of urban transportation.Under the influence of our country's special national conditions and the development process of the cities,there are different spatial structure characteristics of the cities with the western countries,and the spatial characteristics and the fairness of the employment accessibility may also appear huge difference.It is necessary to analyze the characteristics of job accessibility and transport equity in Chinese cities before making the corresponding transport equity policy.This study takes Xi'an as the case area,aims to understand the distribution characteristics of traffic benefits represented by job accessibility in the city.Based on this,the research through to Xi'an built environment and urban traffic characteristics analysis of Xi'an overall traffic and employment matching situation to understand;then,this paper calculated the job accessibility of Xi'an and analyzed its spatial characteristics.Finally,the inequity of job accessibility distribution,the inequity and characteristics of distribution in urban space and urban income group was measured by the analysis of Gini coefficient in urban residents.The conclusion as follows:(1)In terms of built environment and urban transport,the employment population and the enployment post have the remarkable circle agglomeration,namely from the frist annulus layer to the periphery circle layer descending;the spatial distribution of traffic facilities is more uniform,which leads to a large influence of the spatial location on the pass impedance,alfthough the impedance has obvious center-periphery structure;in terms of residents commuting behavior,low-income groups get the shortest commuting time,and low-income groups' dependence on public transport is strong,high-income groups on the car more dependent.(2)In terms of job accessibility,there is a high spatial correlation between the employment accessibility of cars and public transport,which shows obvious central periphery structure.Dominant areas are concentrated in the city center and the East and the South,job accessibility of urban marginal areas is low.The difference between the job accessibility of the car and the public transport is small,in space,the car employment accessibility in the South of the city is better than that of the bus,but the North of the city is opposite.(3)In terms of transport equity,the overall transport inequity of Xi'an is higher,public transport and car job accessibility Gini coefficient is about 0.3852 and 0.3741,which are hig values in the cities of developing countries;in the spatial equity aspect,with the circle layer outward,the job accessibility gradually reduces,the circle layer interior transport inequity degree also gradually increases.However,the inequity of urban transport is mainly in the different urban sectors;in the income-class equity aspect,the low-income groups are not the lowest access to jobs,but the high-income class,though there is no obvious difference between different income groups.