基于GPS数据的北京郊区就业者工作与通勤行为特征研究——以上地信息产业园为例

城市空间快速扩张及郊区中心的崛起,带来多中心城市结构的演变及一系列城市问题。已有研究较少针对对郊区就业者的工作与通勤行为,未能全面地反映新职住“空间错位”。本文基于2012年对北京上地就业者的日常活动与出行调查数据得出以下结论：①主动郊区化的侧面通勤者体现出典型的郊区生活方式： “朝九晚六”、加班明显,生活活动空间更加广域化。②在郊区化过程中被动调整的逆通勤者职住距离最长、依赖公共交通通勤、“早出晚归”、错峰出行、生活活动空间呈现以家和工作地为主的“两极化”特征。③郊区中心内部相对职住接近的就地通勤者,在享受工作与通勤便利性（如职住接近、“晚出早归”）的同时活动空间高度隔离集中在郊区中心。     

WHEN AND HOW DOES COMMUTING TO CITIES INFLUENCE RURAL EMPLOYMENT GROWTH?

This paper estimates the influence that rural‐to‐urban commuting has on rural employment growth, and whether the strength and spatial reach of this effect depend on commuters’ levels of education. A main finding is that rural‐to‐urban commuting has a robust positive impact on rural employment growth in services and retail. There is no significant difference in how far these effects reach into rural Sweden for commuters with different levels of education. These results suggest that a viable policy for local employment growth in rural areas with reasonable commuting times to urban centers is to improve the commuting to urban centers.     

COMMUTING TO WORK IN THE IRON-MINING AREAS OF THE KURSK MAGNETIC ANOMALY

The rapid development of iron mining in the Gubkin–Staryy Oskol and Zheleznogorsk areas and a lag in the construction of urban housing account for a high level of commuting to the cities from surrounding villages. There are 6,000 daily commuters within the Gubkin–Staryy Oskol node and 3,300 in Zheleznogorsk. Commuters represent 10 percent of the work force in Gubkin and Zheleznogorsk and 7 percent in Staryy Oskol. The construction of a large direct-conversion steel plant at Staryy Oskol is likely to introduce further changes into the area's commuting patterns.     

Mode Choice,Commuting Cost,and Urban Household Behavior*

Abstract. In this paper, we extend the partial equilibrium urban model of DeSalvo (1985) to include mode choice. DeSalvo demonstrated that the urban model of Muth (1969) was robust to the extension to leisure choice. We show that the model is robust to mode choice as well. In addition, we derive the comparative static results that commuters choose higher speed modes for longer commutes, at higher wage rates, with greater tastes for housing, and with lower housing prices. Also, for a given distance commuted, we derive the comparative static result that commuters chose shorter duration commutes at higher wage rates. Whereas it is typically assumed that marginal commuting cost is positive and non‐increasing with distance, we derive these results. Moreover, we derive the results that marginal commuting cost rises with an exogenous increase in housing price and falls with increased tastes for housing. We also explore the effects of exogenous commuting‐cost changes on the endogenous variables of the model. The remaining comparative static results on housing consumption and location are qualitatively the same as in DeSalvo.     

DEFINITION OF THE BOUNDARY OF MOSCOW'S ACTIVE ZONE OF INFLUENCE

The present boundaries of Moscow's suburban zone are tested by delineating a so-called zone of active influence of Moscow city based on demographic structure and the significance of commuting to work in the city. The most favorable age-sex structure, with a high percentage of population in the working age groups and a relatively high percentage of children, is found in a zone within 50 to 60 kilometers from the city limits. This zone generates a daily flow of more than 500,000 commuters to places of employment in Moscow, 90 percent of whom spend less than 110 to 120 minutes traveling each way. These commuters represent about 2 percent of the total working-age population in the suburban zone. On the basis of the demographic structure and commuting linkages, Moscow's zone of active influence is therefore defined as the zone within which 90 percent of the commuters reside, or within 52 kilometers of the city limits. This conforms roughly to the present definition of the suburban zone.     

Commuting Distances and Gender: A Spatial Urban Model

In any urban center the commuting distances are a function of the spatial structure of the center and of the characteristics of the commuters. In this paper theoretical relationships between commuting distances and distances of residences to city centers are derived for monocentric and polycentric cities. These relationships are then linked to the sociological determinants of commuting distances. An econometric model encompassing both spatial structure variables and social variables is constructed and estimated using data for sixteen urban centers. Gender differences are focused upon. The expansion method is used.     

COMMUTING AS AN ELEMENT OF LOCAL POPULATION MOBILITY

Commuting is defined as journeys to work or study that cross the administrative boundaries of minor civil divisions. This poses problems in the statistical analysis of some metropolitan areas, such as Baku, where large suburban territories are administratively under the jurisdiction of the central city government. Time series on commuting exist for trips from rural to urban areas, and help distinguish oblasts and major economic regions of varying levels of rural population mobility. This mobility is highest around large cities that exert a strong pull (Moscow, Leningrad, Kiev, Minsk, Khar'kov, L'vov). Rural population mobility is low in Siberia and Kazakhstan, which have a sparse network of industrial centers and low rural population density, and in Central Asia, where the indigenous population is distinguished by low social mobility. Census data for commuting in 1970 yield a typology of cities in terms of the character of commuting. Commuting distances and means of transportation are analyzed for different city size classes.     

POTENTIALS FOR MIGRATION AND MOBILITY AMONG OIL WORKERS IN THE RUSSIAN NORTH

High population mobility, mainly in the form of out-migration, is a characteristic feature of the post-Soviet Russian North. As subsidies from the centre were significantly cut, living standards and the number of inhabitants in many Russian peripheries declined considerably. Nevertheless, there are also prospering regions and industry sectors in these parts of Russia, which are often related to and dependent on the exploitation of natural resources. After introducing general Soviet and post-Soviet mobility and migration patterns in the north of Russia, this article examines the mobility behaviour of oil workers. The analyses are based on a case study of an oil company (SeverTEK) from the Komi Republic and incorporate different statistical approaches. The purpose of the study is to assess past, present and future mobility behaviour of those in northern regions who are benefitting from post-Soviet transition and will most likely contribute most to a positive development of the Russian North. The results show that the surveyed employees of SeverTEK have migrated in the past mainly from Siberia, the Far East, and the now independent countries of the former Soviet Union to northern and central parts of European Russia. The present mobility behaviour is strongly characteristic of shift work employment with long-distance commuting. An analysis of intended migration indentifies strong potentials for future migrations among the oil workers of the case study. It appears that many employees are ready to leave northern regions as soon as their job situation allows it. Therefore, unlike in other resource peripheries such as Western Australia, long-distance commuting is in Russia not used as a decentralization measure; instead it offers opportunities for reducing the problematically high population density of the post-Soviet North.     

2002年俄罗斯联邦的民族状况

2002年俄罗斯联邦进行了苏联解体后的第一次全国人口普查。本文根据此次人口普查的资料描述和分析了俄罗斯民族数量的变化、人口10万以上民族的性别和城乡居民比例以及掌握俄语的情况,也对土著小民族以及没有族属的人的情况等进行了介绍和分析。文章认为,苏联和俄罗斯联邦的民族数量不确定的原因,主要与其缺乏统一、连贯的划分民族的国家原则有关。     

COMMUTER MOVEMENT IN BELORUSSIA

A Belorussian Gosplan study of Minsk shows 26,044 commuters (1970 data from the Soviet census), of which 92 percent came from rural areas. Statistics on location of commuter residence, mode of transportation and time consumed show the importance of rail, up to 90 percent from satellite cities, and travel mainly within 41–90 minute isochrones, but extending to more than 120 minutes. Data for cities of the Poles'ye region of Belorussia shows a higher level of commuting, 65–80 percent occurring by road, with rail fulfilling a limited function. Details of socio-economic and demographic characteristics of commuter from 11 Belorussian industrial plants outline the general pattern of young, unskilled or semi-skilled sections of the population forming the bulk of in-commuters. The conclusion is that rural-urban migration in Belorussia in the last 15 years has to a large extent replaced a more developed pattern of commuter movement.     

COMMUTING LINKS AT LOWER LEVELS OF RURAL SETTLEMENT

The study of commuting links in rural areas of the Non-Chernozem Zone offers a useful approach to the redesign of settlement patterns. Commuting to work is analyzed in 80 primary settlement systems (farm systems) in five rayons of Vologda Oblast. Most of the commuting streams are found to occur toward the central farm settlements within systems and also between adjacent systems, with rural nonfarm places (both industry-based and transport based) offering the principal opportunities for employment. Commuting is analyzed in terms of two indices: a labor-balance index (relating resident population and employment opportunities) and a commuting intensity index (relating the number of commuters to resident population).     

THE PROGRAM OF INTEGRATED DEVELOPMENT OF AGRICULTURE IN THE NONCHERNOZEM ZONE

A Soviet economic planner discusses the ambitious long-term program to help upgrade the agriculture of the Nonchernozem zone of the RSFSR. This vast region in northern and central European Russia has suffered from a decline of farm employment and has lagged behind other regions of the Soviet Union in farm modernization. The development program envisages reclamation projects to drain many of the waterlogged areas in the zone; intensive fertilizer application and liming to improve the poor, acidic soils; the development of vegetable farms around the region's large urban centers; and the construction of centralized livestock raising establishments using industrial techniques.     

基于地铁刷卡数据的城市通勤与就业中心吸引范围研究

地理时空大数据为通勤行为和城市空间结构研究带来了新的机遇。基于一周地铁刷卡数据,采用出行链（trip-chain）数据模型对用户一天的出行进行描述,建立通勤识别规则,识别出上海市域的职住空间和通勤格局。上海市域平均通勤时间为35 分钟,通勤主流向是向心流,说明上海市域依旧表现出强单中心结构。市域就业单中心与居住郊区化并存,中心城区多核心就业已经形成。在此基础上进一步分析中心城区13 个就业（次）中心的吸引范围、模式以及在整个市域的影响力,讨论多中心发展对职住平衡与通勤消减的意义。结果表明：多中心发展有利于城市通勤的合理分配,虽然次中心的平均通勤时间不一定减少,但是就业（次）中心已经表现出对邻近地区的通勤吸引和对主中心的通勤分流。     

大连市民通勤特征研究

以大连市民日常生活行为调查的结果为基础,根据就业人口及就业岗位的分布信息等进行通勤工具、通勤时间、通勤距离等通勤基本特征的分析,并着重从通勤发生的角度,研究通勤现象的距离衰减规律及其空间结构模式。     

Zones of Influence of Middle-Size Cities,Their Boundaries and Passenger Flows

A modified gravity model is used to describe the flows of commuters between a central city and concentric zones around it. A multiplier-type model of a central-place system (after Christaller) is then used to calculate the number of residents for service centers at each level of the hierarchy within the system. The rank-size rule (Zipf's formula) is also considered as a criterion of a true system of urban places. Results are presented for the urban network of the Ukraine.     

Science,Technology and Changing Power Relations: the negotiation process of the agreement on Finnish-Soviet Scientific-Technical Cooperation, 1955

Finland and the Soviet Union signed the Agreement on Finnish-Soviet Scientific-Technical Cooperation, the so-called TT-agreement, in 1955. Previous research has emphasized the viewpoint that the agreement was part of a new ‘softer’ strategy of the Soviet Union, the aim of which was to entangle Finland scientifically and technologically in the Soviet sphere of influence, and that anti-communist Finns formed a unanimous front against this inconvenient initiative. This article illustrates that adopting a different perspective makes possible an interpretation which indicates that the negotiation process for the agreement was less straightforward. Throughout the negotiations it is possible to observe the key issues of centralization and decentralization as well as the question of the status of science and technology policy in Finnish society. In essence, the TT-agreement was about determination of power relations and dominion not only between Finland and the Soviet Union but also between different interest groups inside Finland.     

The Soviet Union and Mosaddeq: A Research Note

Although it is generally accepted that the Soviet Union did not play a significant role in the events leading to the overthrow of Mohammed Mosaddeq in 1953, little has been written about how the Soviets perceived the Iranian leader and the movement he inspired. This article argues that Soviet leaders generally saw Mosaddeq as weak and ill-disposed towards the Soviet Union. The Soviet failure to secure an oil concession in Iran in 1946 and general conservatism about anti-colonial movements during the late Stalin period conditioned their assessment of Mosaddeq's premiership. After Soviet policy towards the Third World changed in the mid-1950s, Mosaddeq's movement was reinterpreted as a genuine “struggle of national liberation.”     

OVER TIME: TIME AND POLITICS IN THE USSR

In areas in which 46 million Soviet citizens live, official statutory time is not observed. Most of these areas lie in the western part of the third Soviet time zone and date from 1930-31 when the Soviet Union adopted Daylight Saving Time on a year round basis. When an additional Summer Time was announced in 1980 (beginning in 1981 from April 1 to October 1), putting the clock two hours ahead of standard time for the summer, it was also announced that local deviations from statutory time would be terminated. In 1982, however, continued local deviations were noted, and some, in fact, permitted by the state. The explanation offered is that citizens and local readers in these areas wish to be on the same time as Moscow.     

北京市居民通勤特征研究——基于千余份问卷调查的分析

在千余份问卷调查的基础上,对北京市4个不同居住-就业空间结构样本区进行了不同交通方式、不同样本区居民的通勤距离、时间、效率等特征比较。结果表明:公共交通是北京市居民通勤的主要方式;随着通勤距离的增加,居民最常选择的交通方式从非机动车向公交再向地铁转变;北京市居民通勤时间相比于其他国际大都市偏长;私家车通勤效率最高;换乘对交通效率有较大负影响,在大型居住-就业中心通勤流中这一问题尤为严重;职住平衡的区域较之于居住或就业中心有着相对短的通勤距离和时间,以及相对高的非机动车出行比例。     

救援、革命、外交——华工联合会研究

华工联合会原名中华旅俄联合会,1917年由在俄学习的中国留学生发起成立。成立以后,华工联合会对第一次世界大战时期进入俄国的华工提供了大量帮助。1918年底,华工联合会转变为“无产主义者组织”,它积极对在俄华工进行革命宣传,建立起与中国境内革命组织之间的联系,促进了中国革命事业的发展。此外,华工联合会还促成中国政府与苏维埃俄国之间进行对话,在俄中两国的外交活动中发挥了重要的作用。本文依据大量史料,追溯了旅俄华工联合会在救援、革命和外交等方面做出的卓越贡献,对华工联合会这一以往较少引人注意的华侨组织进行了深入的探讨与研究。