تحلیل اثرات انتخاب روش های جابه جایی برکیفیت دانش فضایی مقاله

رفتار فضایی، فعالیت افراد در فضای جغرافیایی است که از طریق فرآیند شناخت محیط شهری شکل می گیرد. در واقع فرد برای شک لگیری رفتار خود در محیط شهر، به یک سری از دانش ها که در فرصت های گوناگون و با استفاده از ابزارهای متفاوت حاصل می شود، نیاز دارد. تفاوت در دانش فضایی می تواند نتیجه عوامل گوناگونی از قبیل ویژگی های اقتصادی- اجتماعی، تجربه فضا، مسیریابی، رفتار سفر و الگوی سفر باشد. تصاویر ذهنی که از طریق مسیریابی و تجربه سفر کسب می شوند، یکی از ابزارهایی هستند که افراد به وسیله آن ها می توانند تجارب کسب شده از محیط بیرون را به نمایش بگذارند. جابه جایی های درون شهری یکی از کلیدی ترین ابزارهای شک لگیری تصاویر ذهنی افراد هستند. این تحقیق با هدف بررسی رابطه بین روش های مختلف جابه جایی افراد و تصاویر ذهنی آ نها از عناصر و یادمان های کالبدی شهر انجام گرفته و سعی بر آن بوده تا تنوع در تصاویر ذهنی افراد، با توجه به تنوع در روش های جاب هجایی توضیح داده شود. بدین منظور از 100 نفر از دانشجویان دانشگاه بین المللی امام رضا (ع) در کلانشهر مشهد به صورت تصادفی و با ابزار پرسشنامه، اطلاعات لازم در مورد کیفیت دانش فضایی و الگوی جابه جایی درون شهری جمع آوری شده است. تجزیه وتحلیل داده ها با استفاده از روش های مختلف آمار استنباطی همانند تحلیل واریانس و مدل رگرسیون لاجیت نشان می دهد که تفاوت در دانش فضایی و تصاویر ذهنی افراد، به طور معناداری ناشی از تفاوت در شیوه های جابه جایی افراد است. افرادی که روش شناختی جابه جایی آن ها، از نوع فعال (همانند پیاده روی) بوده است و همچنین افرادی که از روش ترکیبی استفاده کرده اند، در مقایسه با افرادی که شیوه های جابه جایی از نوع منفعل داشته اند در تخمین فاصله و انتخاب مقصد، به صورت موفق تری عمل کرده اند.

The interaction between urban space and individual behavior has led to essential social, economic and environmental consequences. Spatial behaviour which is contained by individuals’ activity in geographical space, is enforced by understanding the urban environment. In fact, individuals for shaping their behaviour need some knowledge of the urban environment, including opportunities available and the means to reach them. Thus, the variation in spatial knowledge can result in personal attitudes, travel behaviour and especially modal choice. Cognitive maps can be defined as mental images and concepts that are built to visualize and assimilate information. They are also referred to as mental maps, mind maps, schemata, and frames of reference. They act as tools for strategists to move beyond the constraints of short-term memory and to process information. Generally, spatial experience is one of the most important components in individuals’ spatial knowledge of the environment. With regarding the fact that a high amount of individuals’ experience is formed through travelling within the urban environments, it can be suggested that the slower the travel is the more direct interaction with the environment will take place which leads to the increase of spatial knowledge level. The variations in spatial knowledge can result in radically different levels of effective accessibility, despite similar locations, demographics and other factors commonly thought to influence travel behaviour. Since intra urban travel has a significant role in shaping the cognitive maps, this paper examines whether differences in cognitive maps can be explained, in part, by variation in travel mode. For this purpose, the Imam Reza International College of Foreign Languages was selected as the place where questionnaire sheet should be filled out. This College was selected because it is located within the central zone of Mashhad and it is well known from different directions for the students of the college towards central Mashhad. It is also accessible by different modes of transport and students can reach it using ten different bus lines and Light Rapid Transit (LRT). In this way, the students and teachers of this college were considered as the statistical population and 100 students and teachers were randomly selected as the sample to fill the designed questionnaire out. The questionnaire sheet encompasses information about individuals’ socioeconomic status, the quality of spatial knowledge and the mode of transportation. For analyzing data, the descriptive and inferential statistical methods and cognitive map’s analysis were used. Different indices were applied for analyzing individuals’ travel pattern. The first index was accessibility to car. The second index showed travel patterns which were divided into car drivers who were engaged in moving directly and passive drivers who were engaged indirectly. The third one was cognitive travel pattern. This index showed individuals’ travel patterns which were associated with the quality they were travelling. For example, driving a car and walking are considered as active moving and travelling by bus and taxi are regarded as passive ones and finally, mixed travel movers are those who use a mix of active and passive modes of transport. The analysis of data showed a positive direct correlation between the record of residence in a neighborhood and the level of spatial knowledge. The older the age, the higher was the level of spatial knowledge. The analysis of estimating the distance to a specific destination suggested that those who were directly engaged directly in travelling – such as car drivers, cyclists and pedestrians- were better able to estimate the distance than those who were engaged indirectly – such as car or bus passengers. In other words, the more individuals’ modes of transportation were active, the higher their level of spatial knowledge was. It can be concluded that those who had their travel pattern more active, showed better understanding of the environment and higher level of spatial knowledge. For example, those who travelled using public transportation (included bus and LRT) had better response when were asked to present their cognitive maps. However, those who used active modes of travel included cycling and walking showed better practice by presenting more detailed cognitive maps. As a result, it can be said that the patterns of urban travel affect individuals’ spatial knowledge and understanding. It means that the level of spatial knowledge of active travellers is higher than those of passive trip-makers. Thus, with understanding the role of travel pattern on citizens’ cognitive maps, it is preferred to facilitate non-motorized transportation which is considered as active modes and make individuals more familiar with the environment. It is also recommended to create legible, pleasant and clear signs in order to strengthen individuals’ identity and their sense of place attachment. To sum up it can be declared that variation in spatial knowledge and cognitive maps are significantly caused by the variation in individuals’ transportation modes.

فرض بر آن است که پاسخ ها به میزان دسترسی به وسیله نقل ه ی یا تمایل طبیعی به سفر با یک نوع مشخص از وسیله نقل ه ی یا مجموعه ای از انواع وسایل در ارتباط هست دن ، اما چون این شاخص به صورت مست م یق چگونگی تجربه را مورد آزمون قرار نمی دهد، برای مشخص کردن دقیق چگونگی تجربه فقط افرادی که به همیشه در دسترس بودن خودرو و هرگز در دسترس نبودن آن اشاره کرده اند، در نظر گرفته می شوند. در واقع ، این آزمون نشان می دهد که هرچه روش جابه جایی فرد فعال تر باشد، سطح درک و دانش فضایی وی از محیط پیرامون بالاتر بوده و فاصله را تا یک مکان مشخص دقیق تر پیش بینی می کند. سؤال این است که افراد در گروه های مختلف جابه جایی بی رتش از چه نوع مؤلفه هایی برای ترسیم تصاویر ذهنی خود استفاده می کند و اینکه آیا بین الگوی سفر و کامل بودن تصویر ذهنی رابطه ای وجود دارد؟ درواقع این ایده وجود دارد که افراد با روش های فعال تر جابه جایی تصاویر ذهنی کامل تر و با وضوح بیش رتی را دارا هست دن . همان طور که در جدول فوق مشخص است افرادی که از روش های منفعل تر جابه جایی استفاده می کند، به دلیل عدم آشنایی و آشنایی کمرت با محیط بیشرت از مؤلفه های نقطه ای مانند نشانه و گره برای ترسیم تصاویر ذهنی خود استفاده می کند. A Revision and Experience Using Cognitive Mapping and Knowledge Engineering in Travel Behavior Sciences. Accessibility and Cognition: The Efect of Transport Mode on Spatial Knowledge.