【作者】 石飞；

【导师】 王炜；

【作者基本信息】 东南大学 ， 交通运输规划与管理， 2006， 博士

【摘要】 目前国内对于道路功能层次结构的表述较多,对改变“道路功能不明晰,道路级配不合理”现状的呼声也较高,但对于怎样的道路级配才是城市需要的,怎样的道路微观布局才是保障道路功能充分发挥等等细节问题却研究甚少。本文将对道路等级配置的方法和道路微观布局(主要指道路密度、道路间距以及道路交叉形式等)作深入探讨。论文的主线是道路级配,道路布局将穿插在道路级配研究中。首先,论文回顾了国内外关于道路级配的研究方法,介绍已有研究成果,分析不足,并讨论《城市道路交通规划设计规范》中相关推荐值的合理性,对支路的概念作全面和透彻的分析。在此基础上,提出论文研究的主要内容、研究层面、层次性,以及论文进展的主线和研究目标。其次,着重分析城市道路功能,提出广义和狭义不同的道路功能概念,对比各级道路功能特性。由于本文的切入点是道路功能,因此需要寻找能够反映不同等级道路功能的定量指标。机动车出行距离作为一个可以通过调查获取数据的指标,其分布特征将在论文中详细研究。论文通过合理假设推导出行距离分布的一般模型为瑞利分布模型。通过苏州、沈阳、昆山等11座城市居民出行距离分布的资料统计,拟合瑞利模型参数,结果表明,回归情况良好,前提假设合理,瑞利分布模型可以作为机动车出行距离分布的一般表达形式。由于模型只有一个参数,为了让这个参数能够表征城市的某些特征,分析该参数的影响因素,包含有城市用地规模、城市形状和交通结构等,对这三个因素进行量化,提出相应的系数,利用11座城市的基本资料回归得到模型参数与相关影响因素的非线性关系。根据瑞利分布模型可以推算城市机动车平均出行距离。各级道路优势出行距离和各级道路承担的交通周转量则是论文需要解决的第二个核心问题。对优势出行距离的推导,论文假设:①每次出行严格按照由低等级逐级递增至高等级道路、而后相反的路径顺序;②一次出行在同一方向同一等级道路上的行驶距离不得超过高一级道路的间距;③某一等级道路优势出行距离下限的出行起终点应分属两个对角线上的该等级道路围合区域;④越级道路相交,尤其对于支路与主干路相交,应采取右进右出的交通管理策略。在确定了各级道路优势出行距离和出行距离分布函数后,可以很方便的推导出各级道路交通周转量需求的公式。由于单位长度道路所能提供的周转量很容易得到,因此,基于供需平衡的思路,各级道路长度及比例可以通过道路交通周转量需求与单位长度道路提供的周转量之更多还原

【Abstract】 There are many representations about road function and administrative levels at present. And the voice of obscure road function and unreasonable network grade proportion is also high. But there are few researches on grade proportion and micro layout of urban road, which guarantees road function. It is chiefly focused on road grade proportion configuring and micro layout (such as road density, space and cross type).Firstly, studies on road grade proportion at domestic and abroad are reviewed and the shortage is analyzed. After discussing recommendable value in urban road transportation planning and designing standard and analyzing branch road concept generally,leading content, research lay, administrative levels and goal are given. Secondly, it is emphasized at road function, and different concept in both wide sense and narrow sense. Road function is the cut-in point of my research, so it is important to look for measurable indexes, which can distinguish those different road functions. Going without saying, Vehicle Trip Distance (VTD) is the most feasible because it can be gotten by survey. Resident trip distance can be converted to Vehicle Trip Distance. The first core problem is the characteristic of VTD. Through reasonable hypotheses, it proves that VTD is submitted to Rayleigh Distribution. Then, it fits parameters by 11 cities’dates and gets good results. Furthermore, it analyzes influencing factors,such as urban land scale, urban figure and transportation system mode, and establishes regression nonlinear model to confirm the only parameter. Average trip distance can be calculated by Rayleigh Distribution.Preponderant trip distance and transportation turnover investigation for each road grade are the second core problem. In preponderant trip distance study, it supposes that every trip distance in the same orientation in the same road grade should not exceed the space between two proximate higher road, and that every trip route should be from lower road grade to higher road grade and then from higher road grade to lower road grade, and so on. Based on VTD distributing function and preponderant trip distance, road transportation turnover formula can be easily obtained.Because it is facile to get road transportation turnover, every grade road length and proportions can be confirmed by the equilibrium thought about supply and demand. This is the third core problem. But, there is an inconsistency between pre-setting space value in preponderant trip distance study and relatively reasonable space value by front research. That is the difficulty in this core problem. The name trip distance-turnover is concluded, through which, commending values are given based on 1km/km2 artery更多还原