Research On The Characteristics Of Shenzhen Metro Commute Based On Community Discovery

The basis of commuting research is to accurately describe the commuting relationship among spatial units in a certain region,on this basis,summarize the commuting features,and then,analyze the causes of the features by combining other data,or study the evolution rules of the features by combining panel data.When summarizing commuting characteristics,it is necessary to cluster the basic spatial units.Different clustering methods have different clustering results,and the identified commuting characteristics are different,therefore,the conclusions of subsequent studies are also different.The traditional spatial clustering method,represented by administrative division and traffic research district,will lead to the discrepancy between the research conclusion and the actual situation.Because the clustering process of these traditional clustering methods does not consider the actual use of space,the clustering results are bound to deviate from the actual situation,which leads to inaccurate conclusions drawn from subsequent studies.In order to solve the above problems,this paper proposed that in the study of subway commuting characteristics,the metro card swiping data should be used for modeling,and the community structure existing in the model should be identified through the community discovery algorithm.Based on this,clustering the spatial units and conduct follow-up studies.By processing more than 20 million original credit card swiping data,this paper finds that there is a secondary commute structure in the morning rush hour subway commuter flow network,which consists of six Metro commute communities.Combined with the commuting feature classification method proposed in this paper,the following findings are made:In terms of spatial morphology,the spatial morphology of each subway commuting community is diverse and has cross-administrative characteristics,and each community has different degrees of subversion to the subway line.Further analysis shows that Shenzhen citizens have a low willingness to transfer to the subway during morning rush hours,and the average number of transfer is less than or equal to two.In terms of passenger flow structure,it is found that a commuter community cannot grow indefinitely,and there are thresholds for the amount of internal commuting,the amount of commuting and the amount of commuting attraction that each commuter community can accommodate.In addition to urban villages,urban external public transportation hubs(such as Shenzhen North Railway Station and Futian Port)will also generate a large number of intra-city commuting passengers.The stations at the end of the subway network are relatively difficult to integrate into the whole network,and it is easy to form small communities at the end of the network.In terms of time utilization,it is found that the ideal commuting time of each community has little difference,about 8.5 minutes,while the acceptable commuting time threshold of each community has great difference,ranging from 18.5 minutes to 34.0 minutes.The average commuting time in some communities is approaching the threshold of acceptable commuting time in that community.In terms of overall commute characteristics,it is found that besides the characteristics of significant tidal traffic phenomenon and obvious nearby commuting phenomenon,which can also be identified by traditional research methods,Shenzhen subway commuting presents three unique characteristics from the perspective of community.These three characteristics are the community-based commuting behavior,the adaptation of community structure to planning structure,and the differentiation of the terminal use of line and network.Based on the characteristics of Shenzhen subway commuting,it is proposed that the spatial relationship of the city should be recognized from the station scale,plan the future metro lines in combination with the existing cable network structure,strengthen the urban cluster structure by adjusting the job residence ratio within the cluster,reconstruction of regional commuting relationship by improving employment center system,and promote the integration of rail transit in Guangdong-Hong Kong-Macao Greater Bay Area(GBA).