长江中游城市群县域公路交通网络中心性及其影响因素
|
摘要
基于长江中游城市群县域公路班次数据构建交通流网络,利用社会网络分析方法和地理探测器从县域城镇整体网络、城镇中心性和影响因素等方面对长江中游城市群县域交通网络中心性及影响因素进行分析,结果表明:①长江中游城市群县域公路班次网络密度较高,公路网络初步发育成型,长株潭城市群作为子城市群是整体网络的中介,武汉都市圈和环鄱阳湖城市群整体联系相对松散;②核心城市对周边城镇具有一定的"遮蔽效应"和"虹吸效应",地级城市网络中心性普遍较强,小城镇在网络中发育较迟缓,凝聚子群显示长江中游城市群在整体上形成了"四片区,七子群"的特征;③地理探测器显示经济、人口规模、城市行政等级、产业结构、资金投入、市场活力以及支付水平对交通流网络下的城镇中心性影响显著,但居民支付水平与产业结构的影响力相对较弱。因此,提升核心城市集聚辐射能力、优化城市群区域分工、培育副中心和枢纽城市、促进区域组团发展有利于城市群区域联动发展。
Based on the data of county roads of urban agglomerations in the middle reaches of the Yangtze River and utilizing the social network analysis method and geographical detector, this paper analyzes the urban centrality and influencing factors of the urban agglomerations in the middle reaches of the Yangtze River from the overall highway network in the county level, urban centrality and influencing factors. The results show that: 1) The county-level network density of urban agglomerations in the middle reaches of the Yangtze River is high, and the road network is initially developed. The Changsha-Zhuzhou-Xiangtan urban agglomeration as a sub-city group is the intermediary of the whole network, the overall situation is relatively loose in Wuhan metropolitan area and the Poyang Lake urban agglomeration.2) The core cities have certain "shadowing effect" and "siphon effect" on the surrounding towns, network centrality is generally strong in the prefecture-level cities, it grows slow in the network of small towns, and the cohesive subgroups show the characteristics of "four zones and seven subgroups" as a whole in the middle reaches of the Yangtze River. 3)geographical detector shows that economy, population size, urban administrative level, industrial structure, capital investment, market vitality and payment level have a significant influence on the town centrality under the traffic flow network, but the level of residents' payments and industrial structure play a relatively weak role. It puts forward that government should enhance the core urban concentration and radiation capacity, optimize regional division of the urban agglomeration, nurture sub-centers and pivot cities and promote regional cluster development, which are in favor of joint development of urban agglomeration.
Based on the data of county roads of urban agglomerations in the middle reaches of the Yangtze River and utilizing the social network analysis method and geographical detector, this paper analyzes the urban centrality and influencing factors of the urban agglomerations in the middle reaches of the Yangtze River from the overall highway network in the county level, urban centrality and influencing factors. The results show that: 1) The county-level network density of urban agglomerations in the middle reaches of the Yangtze River is high, and the road network is initially developed. The Changsha-Zhuzhou-Xiangtan urban agglomeration as a sub-city group is the intermediary of the whole network, the overall situation is relatively loose in Wuhan metropolitan area and the Poyang Lake urban agglomeration.2) The core cities have certain "shadowing effect" and "siphon effect" on the surrounding towns, network centrality is generally strong in the prefecture-level cities, it grows slow in the network of small towns, and the cohesive subgroups show the characteristics of "four zones and seven subgroups" as a whole in the middle reaches of the Yangtze River. 3)geographical detector shows that economy, population size, urban administrative level, industrial structure, capital investment, market vitality and payment level have a significant influence on the town centrality under the traffic flow network, but the level of residents' payments and industrial structure play a relatively weak role. It puts forward that government should enhance the core urban concentration and radiation capacity, optimize regional division of the urban agglomeration, nurture sub-centers and pivot cities and promote regional cluster development, which are in favor of joint development of urban agglomeration.
引文
[1]Christaller W.Central Place in Southern Germany[M].Translated by Baskin C W,Englewood Cliffs.NJ and London:Prentice Hall,1966.
[2]Preston R E.Two Centrality Models[J].Yearbook of Association of Pacific Coast Geographers,1970,32:59-78.
[3]Marshall J U.The structure of urban systems[M].Toronto:University of Toronto Press,1989.
[4]Irwin M D,Hughes H L.Centrality and the Structure of Urban Interaction:Measures,Concepts,and Applications[J].Social Forces,1992,71(1):17-51.
[5]陈田.我国城市经济影响区域系统的初步分析[J].地理学报,1987,42(4):308-318.
[6]顾朝林.城市经济区理论与应用[M].吉林:吉林科学技术出版社,1991.
[7]王法曾.建立城市体系等级层次的理论和方法---以河南省城市体系为例[J].地域研究与开发,1993,12(2):13-17.
[8]周一星,张莉,武悦.城市中心性与我国城市中心性的等级体系[J].地域研究与开发,2001,20(4):1-5.
[9]Wang J E,Mo H H,Wang F H,et al.Exploring the network structure and nodal centrality of China's air transport network:Acomplex network approach[J].Journal of Transport Geography2011,19(4):712-721.
[10]Wang J E,Jin F J,Mo H H,et al.Spatiotemporal evolution of China's railway network in the 20th century:An accessibility approach[J].Transportation Research Part A:Policy and Prac‐tice,2009,43(8):765-778.
[11]钟柯,肖昱,许珺,等.基于列车运行网络的中国城市中心性分析[J].地球信息科学,2012,14(1):85-93.
[12]赵映慧,姜博,郭豪,等.基于公共客运的东北地区城市陆路网络联系与中心性分析[J].经济地理,2016,36(2):67-73.
[13]熊丽芳,甄峰,王波,等.基于百度指数的长三角核心区城市网络特征研究[J].经济地理,2013,33(7):67-73.
[14]董超,修春亮,魏冶.基于通信流的吉林省流空间网络格局[J].地理学报,2014,69(4):510-519.
[15]叶磊,段学军,欧向军.基于交通信息流的江苏省流空间网络结构研究[J].地理科学,2015,35(10):1 230-1 237.
[16]郭卫东,钟业喜,傅钰.长江中游城市群网络结构及其效率[J].企业经济,2018(1):163-170.
[17]Smith D A,Timberlake M F.World city networks and hierarchies,1977-1997:an empirical analysis of global air travel links[J].American Behavioral Scientist,2001,44(10):1 656-1 678.
[18]Guimera R,Mossa S,Turtschi A,et al.The worldwide air transportation network:Anomalous centrality,community structure,and cities'global roles[J].Proceedings of the Na‐tional Academy of Sciences,2005,102(22):7 794-7 799.
[19]莫辉辉,金凤君,刘毅,等.机场体系中心性的网络分析方法与实证[J].地理科学,2010,30(2):204-212.
[20]蔡莉丽,马学广,陈伟劲,等.基于客运交通流的珠三角城市区域功能多中心特征研究[J].经济地理,2013,33(11):52-57.
[21]冯兴华,钟业喜.长江经济带城市网络结构演变特征[J].学习与实践,2018(10):46-55.
[22]钟业喜,朱治州.长江经济带土地利用及其生态系统服务价值演变研究[J].江西师范大学学报:哲学社会科学版,2018,51(3):100-107.
[23]柯文前,陆玉麒,朱宇,等.交通流网络的时空特征解析--基于张量分解方法视角[J].地理科学,2016,36(11):1 679-1 687.
[24]Friedmann J.The world city hypothesis[J].Development and change,1986,17(1):69-83.
[25]Taylor P J,Walker D R F,Catalano G,et al.Diversity and power in the world city network[J].Cities,2002,19(4):231-241.
[26]赵梓渝,魏冶,庞瑞秋,等.基于人口省际流动的中国城市网络转变中心性与控制力研究--兼论递归理论用于城市网络研究的条件性[J].地理学报,2017,72(6):1 032-1 048.
[27]Brandes U.Erlebach T.Network Analysis:Methodological Foundations[M].Berlin,German:Springer-Verlage,2005.
[28]王劲峰,徐成东.地理探测器:原理与展望[J].地理学报,2017,72(1):116-134.
[29]刘彦随,李进涛.中国县域农村贫困化分异机制的地理探测与优化决策[J].地理学报,2017,72(1):161-173.
[30]胡丹,舒晓波,尧波,等.江西省县域人均粮食占有量的时空格局演变[J].地域研究与开发,2014,33(4):157-162.
[31]张宇星.城市和城市群形态的空间分形特性[J].新建筑,1995(3):42-46.
[32]钟业喜,陆玉麒.基于铁路网络的中国城市等级体系与分布格局[J].地理研究,2011,30(5):785-794.
[33]曾鹏,秦艳辉.城市行政级别、产业集聚对外商直接投资的影响[J].国际贸易问题,2017(1):104-115.
[34]柳坤,申玉铭.国内外区域空间相互作用研究进展[J].世界地理研究,2014,23(1):73-83.
[35]李小建.经济地理学(第二版)[M].北京:高等教育出版社,2006.
[2]Preston R E.Two Centrality Models[J].Yearbook of Association of Pacific Coast Geographers,1970,32:59-78.
[3]Marshall J U.The structure of urban systems[M].Toronto:University of Toronto Press,1989.
[4]Irwin M D,Hughes H L.Centrality and the Structure of Urban Interaction:Measures,Concepts,and Applications[J].Social Forces,1992,71(1):17-51.
[5]陈田.我国城市经济影响区域系统的初步分析[J].地理学报,1987,42(4):308-318.
[6]顾朝林.城市经济区理论与应用[M].吉林:吉林科学技术出版社,1991.
[7]王法曾.建立城市体系等级层次的理论和方法---以河南省城市体系为例[J].地域研究与开发,1993,12(2):13-17.
[8]周一星,张莉,武悦.城市中心性与我国城市中心性的等级体系[J].地域研究与开发,2001,20(4):1-5.
[9]Wang J E,Mo H H,Wang F H,et al.Exploring the network structure and nodal centrality of China's air transport network:Acomplex network approach[J].Journal of Transport Geography2011,19(4):712-721.
[10]Wang J E,Jin F J,Mo H H,et al.Spatiotemporal evolution of China's railway network in the 20th century:An accessibility approach[J].Transportation Research Part A:Policy and Prac‐tice,2009,43(8):765-778.
[11]钟柯,肖昱,许珺,等.基于列车运行网络的中国城市中心性分析[J].地球信息科学,2012,14(1):85-93.
[12]赵映慧,姜博,郭豪,等.基于公共客运的东北地区城市陆路网络联系与中心性分析[J].经济地理,2016,36(2):67-73.
[13]熊丽芳,甄峰,王波,等.基于百度指数的长三角核心区城市网络特征研究[J].经济地理,2013,33(7):67-73.
[14]董超,修春亮,魏冶.基于通信流的吉林省流空间网络格局[J].地理学报,2014,69(4):510-519.
[15]叶磊,段学军,欧向军.基于交通信息流的江苏省流空间网络结构研究[J].地理科学,2015,35(10):1 230-1 237.
[16]郭卫东,钟业喜,傅钰.长江中游城市群网络结构及其效率[J].企业经济,2018(1):163-170.
[17]Smith D A,Timberlake M F.World city networks and hierarchies,1977-1997:an empirical analysis of global air travel links[J].American Behavioral Scientist,2001,44(10):1 656-1 678.
[18]Guimera R,Mossa S,Turtschi A,et al.The worldwide air transportation network:Anomalous centrality,community structure,and cities'global roles[J].Proceedings of the Na‐tional Academy of Sciences,2005,102(22):7 794-7 799.
[19]莫辉辉,金凤君,刘毅,等.机场体系中心性的网络分析方法与实证[J].地理科学,2010,30(2):204-212.
[20]蔡莉丽,马学广,陈伟劲,等.基于客运交通流的珠三角城市区域功能多中心特征研究[J].经济地理,2013,33(11):52-57.
[21]冯兴华,钟业喜.长江经济带城市网络结构演变特征[J].学习与实践,2018(10):46-55.
[22]钟业喜,朱治州.长江经济带土地利用及其生态系统服务价值演变研究[J].江西师范大学学报:哲学社会科学版,2018,51(3):100-107.
[23]柯文前,陆玉麒,朱宇,等.交通流网络的时空特征解析--基于张量分解方法视角[J].地理科学,2016,36(11):1 679-1 687.
[24]Friedmann J.The world city hypothesis[J].Development and change,1986,17(1):69-83.
[25]Taylor P J,Walker D R F,Catalano G,et al.Diversity and power in the world city network[J].Cities,2002,19(4):231-241.
[26]赵梓渝,魏冶,庞瑞秋,等.基于人口省际流动的中国城市网络转变中心性与控制力研究--兼论递归理论用于城市网络研究的条件性[J].地理学报,2017,72(6):1 032-1 048.
[27]Brandes U.Erlebach T.Network Analysis:Methodological Foundations[M].Berlin,German:Springer-Verlage,2005.
[28]王劲峰,徐成东.地理探测器:原理与展望[J].地理学报,2017,72(1):116-134.
[29]刘彦随,李进涛.中国县域农村贫困化分异机制的地理探测与优化决策[J].地理学报,2017,72(1):161-173.
[30]胡丹,舒晓波,尧波,等.江西省县域人均粮食占有量的时空格局演变[J].地域研究与开发,2014,33(4):157-162.
[31]张宇星.城市和城市群形态的空间分形特性[J].新建筑,1995(3):42-46.
[32]钟业喜,陆玉麒.基于铁路网络的中国城市等级体系与分布格局[J].地理研究,2011,30(5):785-794.
[33]曾鹏,秦艳辉.城市行政级别、产业集聚对外商直接投资的影响[J].国际贸易问题,2017(1):104-115.
[34]柳坤,申玉铭.国内外区域空间相互作用研究进展[J].世界地理研究,2014,23(1):73-83.
[35]李小建.经济地理学(第二版)[M].北京:高等教育出版社,2006.
© 2004-2018 中国地质图书馆版权所有 京ICP备05064691号 京公网安备11010802017129号 地址：北京市海淀区学院路29号 邮编：100083 电话：办公室：(+86 10)66554848；文献借阅、咨询服务、科技查新：66554700 |