00.1.Editor Note.Fm

International Journal of High-Rise Buildings International Journal of March 2019, Vol 8, No 1, 49-56 High-Rise Buildings https://doi.org/10.21022/IJHRB.2019.8.1.49 www.ctbuh-korea.org/ijhrb/index.php Analysis of Multiple Network Accessibilities and Commercial Space Use in Metro Station Areas: An Empirical Case Study of Shanghai, China Lingzhu Zhang1† and Yu Zhuang2 1Faculty of Architecture, Department of Urban Planning and Design, The University of Hong Kong, Room 808, 8/F, Knowles Building, Pokfulam Road, Hong Kong, China 2College of Architecture and Urban Planning, Tongji University, 1239 Siping Road, Yangpu District, Shanghai, China Abstract Against the background of the rapid development of the Shanghai Metro network, this paper attempts to establish an analytical approach to evaluate the impact of multiple transport network accessibilities on commercial space use in metro station areas. Ten well-developed metro station areas in central Shanghai are selected as samples. Commercial space floor area and visitors in these areas are collected. Using ArcGIS and Spatial Design Network Analysis, the Shanghai Metro network and road network are modeled to compute diversified transport accessibilities. Evidence from land use and commercial space floor area within a 0-to-500-meter buffer zone of stations is consistent with location and land-use theory: commercial land use is concentrated closer to stations. Correlation analysis suggests that hourly visitors to the shopping mall are mainly influenced by metro network accessibility, while retail stores and restaurants are affected by both metro and pedestrian accessibility. Keywords: Spatial design network analysis, Accessibility, Commercial space use, Metro station area, Shanghai 1. Introduction commercial land-use patterns and transport accessibility in Shanghai, finding that commercial land use is strongly It has been commonly accepted that land use and trans- distributed on the road network, so as to maximize the port planning are closely related to each other through the micro-to-macro high level of network accessibility advan- change in accessibility: the “land-use/transport feedback tage. Xiao et al. (2017) looked into a network accessi- cycle” (Meyer & Miller, 2001; Wegener & Fuerst, 2004) bility-based methodology for appraisal of land use allo- is often used to illustrate the complex interaction between cation in Wuhan. The study provided empirical evidence transport, accessibility, and land use. Understanding the of the systematic link between connectivity and land-use change in accessibility and the co-variation of land uses class. is key to understand the cycle. Furthermore, in the process of exploring sustainable There are many existing studies that provide empirical development, rail transit has been considered by major evidence of the complex relationships between accessi- cities in China as a key player in structuring new urban bility and land use. For example, Verburg et al. (2004) morphology patterns. Urban rail transit has been built in analyzed the pattern of land-use change in the Netherlands, major cities across mainland China to improve sustain- pointed out that accessibility measures, spatial policies, able mobility and reduce negative environmental and and neighborhood interactions are important determinants social consequences caused by fast-paced motorization. of current land-use changes. Borzacchiello (2010) used Up to December 2017, 35 cities had constructed subway distances to city center, railway stations, and urban attrac- or light rail transit systems. Therefore, rail transit and its tiveness as accessibility indicators in four Dutch cities, impact on land use have received increasing attention from and found that the proximity of railway stations and high- researchers. way exits have a significant influence on the variance of According to urban location theories (Alonso, 1964), land-use patterns. Zhang et al. (2015) adopted space net- transit access determines the worth of land; the closer to work analysis to assess the relationship between existing the transit station, the higher the bid rent. Therefore, in metro station areas, one should observe a land-use pattern †Corresponding author: Lingzhu Zhang in which more capital-intensive land uses, especially com- Tel: +86-13816839805 mercial and office, are located closer to the station, and E-mail: [email protected] other land uses are located farther away. Previous research 50 Lingzhu Zhang and Yu Zhuang | International Journal of High-Rise Buildings has found that metro stations have positive effects on tions between commercial visitors and network accessibi- nearby commercial properties within walking distance from lities in metro station areas are discussed. Finally, conclu- a transit station; here again, the closer the area is to the sions are drawn from the study results. station, the stronger is this influence. Nelson’s study (1999) of the Metropolitan Atlanta Rapid Transit Authority 2. Data and Methods (MARTA) showed that commercial values are influenced by both transit station proximity and policies that encour- 2.1. Calculating Network Accessibility Measures age intensive commercial development around transit Centrality analysis is often used in Social Network stations. Cervero & Duncan (2002) studied the effects of Analysis to calculate accessibility measures of a network proximity to light- and commuter-rail stations on commer- (Bavelas, 1950; Freeman, 1977). Two measures of central- cial and retail properties in Santa Clara County, California. ity have been widely adopted in recent studies: Closeness They highlighted that downtown commercial properties centrality and Betweenness centrality (Cutini, 2001; Porta saw greater positive benefits than properties outside the et al., 2006; Newman et al., 2006; Borzachiello et al., 2010; central business district. In an empirical study by Zhuang Xiao et al., 2017). “Closeness as mean shortest path” is and Zheng (2007), data are examined for MTR stations in interpreted as “to-movement” analysis (Pooler, 1995) and Hong Kong. The result demonstrated that MTR station “betweenness” as “through-movement” analysis (Shimbel, proximity has significant impacts on commercial land 1953). In this study, the authors used betweenness central- prices, within the first influence radius of 350 meters and ity as the indicator for evaluating the spatial configuration the second of 550 meters. of networks. In the mainland China context, Pan & Zhang (2008) Betweenness is a centrality measure which captures the investigated the effects of metro station proximity on land frequency with each link x fallings on the shortest path use of Shanghai Metro lines 1, 2, and 3, found that 0-to- between each pair of other links y and z, provided the 200-meter buffer zone contains a greater proportion of Euclidean distance from y to z is within network radius R. commercial land use (24%, 18.1%, and 10.7%, respectively) than the 200-to-500-meter buffer zone (16.3%, Betweenness ()x = ΣyN∈ ΣzRy∈ Wy()Wz()Pz()OD() y,, z x (1) 15.5%, and 8.9%, respectively) across all three metro lines. However, at that time (July 2007), Shanghai only had a where N is the set of all links in the spatial system, Ry 145-kilometer-long rail transit system in operation. Since is the set of all links within the defined radius of link y, the 11th Five-year Plan period (2005 to 2010), Shanghai P(z) is the proportion of y falling within the radius from Metro moved into an accelerated network expansion stage. y, and OD(y, z, x) is defined as: In the subsequent decade after Pan & Zhang’s study (2007 to 2017), the number of stations rose from 148 to OD() y,, z x 1, if x is on the shortest path from y to z 324 – a more than two-fold increase – while the total net- ⎧ work length increased from 230 to 633 kilometers. This ⎪1/2, xy≡ ≠z was an almost three-fold increase based on an already ⎪ = 1/2, xz≡ ≠y large base figure, making the Shanghai Metro the longest ⎨ ⎪ system in the world (Zhang & Chiaradia, 2017). The metro ⎪1/3, xyz≡≡ system has radically changed the accessibility and travel ⎩0, otherwise pattern of the Shanghai metropolitan area. Therefore, it is necessary to update the land-use changes associated with The contributions of 1/2 to OD (y, z, x) reflect the end rail transit up to the present time. links of geodesics, which are traversed half as often on Despite a growing amount of research on rail-transit average, as journeys begin and end in the link center on accessibility, there is still little research on both the road average. The contributions of 1/3 represent origin self- network and rail transit network. Furthermore, current betweenness. studies mostly focus on aspects such as land-use patterns Following previous empirical studies (Zhang et al., 2015), and rent at a macro scale; there is a lack of studies on we adopt Topological betweenness (BtC) to measure the commercial space use in metro station areas at the meso- configuration of the Shanghai Metro network. The metro and micro-scales. In Shanghai case study, this paper foc- network is modeled by using one link for each line bet- uses on identifying the evidence of multiple network acc- ween two stations (topological distance=1) and two short ess influencing commercial space use. The remainder of links for each transfer between two lines (topological dis- this paper is organized as follows: The second section tance =2) (Chiaradia et al., 2005; Zhang & Chiaradia, provides the network accessibility analyses, an overview 2017). The symbol “n” was used as the analytical radius of the study area, and data collection methodology relev- for computing potential metro flow of the whole network. ant to the study. The third section describes the relation- Using road/path centerline network, road network-acc- ship of commercial floor area to metro station proximity essibility values were calculated for each street-segment and network accessibilities. In the fourth section, correla- by measuring Angular betweenness (BtA) at the follow- Analysis of Multiple Network Accessibilities and Commercial Space Use in Metro Station Areas 51 Figure 1.

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