高铁对欠发达地区可达性影响及空间发展策略研究——以兰新高铁为例
|
摘要
以兰新高铁沿线9个城市为研究对象,选取加权平均旅行时间、经济潜力及可达性系数等模型作为测算交通可达性的主要指标,借助ArcGIS反距离加权差值技术对兰新高铁运营前后沿线城市可达性的空间格局演变进行探讨.结果表明,高铁运营后,沿线城市可达性发展存在明显的空间差异,可达性与经济潜力呈现不完全契合状态.从加权平均旅行时间来看,兰新廊道中部城市可达性改善程度优于廊道首尾城市;从经济潜力分析,廊道首尾城市经济潜力发展空间较中部城市更优秀,中小城市发展势头更为强劲.充分考虑兰新高铁的特殊体质和欠发达城市发展的实际情况,对沿线城市提出各具侧重的发展策略,即东部城市积极构建小时经济圈,中部城市竭力压缩经济距离,西部城市最大化规避虹吸效应.
This paper takes 9 cities along the Lanzhou-Xinjiang high-speed railway as research objects,based on the models of weighted average travel time,economic potential and accessibility coefficient are selected as the main indicators of measure accessibility.The spatial pattern evolution of the accessibility of nine cities along the line before and after the opening of Lanzhou-Xinjiang high-speed rail is simulated by GIS spatial analysis technology.It shows that after the operation of Lanzhou-Xinjiang high-speed rail,there are obvious spatial differences in the accessibility of cities along the line.The accessibility and economic potential are not completely compatible.From the perspective of weighted average travel time,the accessibility of the central city of Lanzhou-Xinjiang Corridor is improved.The degree is better than the first and last cities of the corridor.From the analysis of economic potential,the development potential of the economic potential of the corridors is better than that of the central cities,and the development momentum of small and medium-sized cities is stronger.Taking full account of the special physical condition of Lanzhou-Xinjiang high-speed railway and the actual development of underdeveloped cities,the development strategies of the eastern,central and western cities of the corridor are put forward:The eastern cities are actively building an hourly economic circle,the central cities are trying to compress the economic distance,and the western cities are maximizing the avoidance of the siphon effect.
This paper takes 9 cities along the Lanzhou-Xinjiang high-speed railway as research objects,based on the models of weighted average travel time,economic potential and accessibility coefficient are selected as the main indicators of measure accessibility.The spatial pattern evolution of the accessibility of nine cities along the line before and after the opening of Lanzhou-Xinjiang high-speed rail is simulated by GIS spatial analysis technology.It shows that after the operation of Lanzhou-Xinjiang high-speed rail,there are obvious spatial differences in the accessibility of cities along the line.The accessibility and economic potential are not completely compatible.From the perspective of weighted average travel time,the accessibility of the central city of Lanzhou-Xinjiang Corridor is improved.The degree is better than the first and last cities of the corridor.From the analysis of economic potential,the development potential of the economic potential of the corridors is better than that of the central cities,and the development momentum of small and medium-sized cities is stronger.Taking full account of the special physical condition of Lanzhou-Xinjiang high-speed railway and the actual development of underdeveloped cities,the development strategies of the eastern,central and western cities of the corridor are put forward:The eastern cities are actively building an hourly economic circle,the central cities are trying to compress the economic distance,and the western cities are maximizing the avoidance of the siphon effect.
引文
[1] 徐银凤,汪德根.中国城市空间结构的高铁效应研究进展与展望[J].地理科学进展,2018,37(9):1216.
[2] 汪德根.高铁网络化时代旅游地理学研究新命题审视[J].地理研究,2016,35(3):403.
[3] HANSEN W G.How accessibility shapes land use[J].Journal of the American Institute of Planners,1959,25(2):73.
[4] SASAKI K,OHASHI T,ANDO A.High-speed rail transit impact on regional systems:does the Shinkansen contribute to dispersion?[J].Annals of Regional Science,1997,31(1):77.
[5] GUTIéRREZ J,GONZáLEZ R,GóMEZ G.The European high-speed train network[J].Journal of Transport Geography,1996,4(4):227.
[6] 冯长春,丰学兵,刘思君.高速铁路对中国省际可达性的影响[J].地理科学进展,2013,32(8):1187.
[7] 钟少颖,郭叶波.中国高速铁路建设对城市通达性影响分析[J].地域研究与开发,2013,32(2):46.
[8] 贺剑锋.关于中国高速铁路可达性的研究:以长三角为例[J].国际城市规划,2011,26(6):55.
[9] 汪德根,章鋆.高速铁路对长三角地区都市圈可达性影响[J].经济地理,2015,35(2):54.
[10] 陶世杰,李俊峰.高铁网络可达性测度及经济潜力分析——以安徽省为例[J].长江流域资源与环境,2017,26(9):1323.
[11] 罗鹏飞,徐逸伦,张楠楠.高速铁路对区域可达性的影响研究——以沪宁地区为例[J].经济地理,2004,24(3):407.
[12] 赵丹,张京祥.高速铁路影响下的长三角城市群可达性空间格局演变[J].长江流域资源与环境,2012,21(4):391.
[13] 刘辉,申玉铭,孟丹,等.基于交通可达性的京津冀城市网络集中性及空间结构研究[J].经济地理,2013,33(8):37.
[14] 陈洁,陆锋.京津冀都市圈城市区位与交通可达性评价[J].地理与地理信息科学,2008,24(2):53.
[15] 蒋海兵,徐建刚,祁毅.京沪高铁对区域中心城市陆路可达性影响[J].地理学报,2010,65(10):1287.
[16] 姜博,初楠臣,王媛,等.高速铁路影响下的城市可达性测度及其空间格局模拟分析——以哈大高铁为例[J].经济地理,2014,34(11):58.
[17] 高尚,薛东前.高铁背景下河南省铁路交通可达性与经济潜力格局[J].经济经纬,2017(2):13.
[18] 唐恩斌,张梅青.高铁背景下城市铁路可达性与空间相互作用格局——以江西省为例[J].长江流域资源与环境,2016,27(10):92.
[19] 姜博,初楠臣.哈大高铁对区域可达性影响及空间格局演变[J].城市规划,2015,39(11):92.
[20] 张春民,王玮强,李文添,等.基于面板数据的兰新高铁区域经济特性分析[J].铁道科学与工程学报,2017,14(1):12.
[2] 汪德根.高铁网络化时代旅游地理学研究新命题审视[J].地理研究,2016,35(3):403.
[3] HANSEN W G.How accessibility shapes land use[J].Journal of the American Institute of Planners,1959,25(2):73.
[4] SASAKI K,OHASHI T,ANDO A.High-speed rail transit impact on regional systems:does the Shinkansen contribute to dispersion?[J].Annals of Regional Science,1997,31(1):77.
[5] GUTIéRREZ J,GONZáLEZ R,GóMEZ G.The European high-speed train network[J].Journal of Transport Geography,1996,4(4):227.
[6] 冯长春,丰学兵,刘思君.高速铁路对中国省际可达性的影响[J].地理科学进展,2013,32(8):1187.
[7] 钟少颖,郭叶波.中国高速铁路建设对城市通达性影响分析[J].地域研究与开发,2013,32(2):46.
[8] 贺剑锋.关于中国高速铁路可达性的研究:以长三角为例[J].国际城市规划,2011,26(6):55.
[9] 汪德根,章鋆.高速铁路对长三角地区都市圈可达性影响[J].经济地理,2015,35(2):54.
[10] 陶世杰,李俊峰.高铁网络可达性测度及经济潜力分析——以安徽省为例[J].长江流域资源与环境,2017,26(9):1323.
[11] 罗鹏飞,徐逸伦,张楠楠.高速铁路对区域可达性的影响研究——以沪宁地区为例[J].经济地理,2004,24(3):407.
[12] 赵丹,张京祥.高速铁路影响下的长三角城市群可达性空间格局演变[J].长江流域资源与环境,2012,21(4):391.
[13] 刘辉,申玉铭,孟丹,等.基于交通可达性的京津冀城市网络集中性及空间结构研究[J].经济地理,2013,33(8):37.
[14] 陈洁,陆锋.京津冀都市圈城市区位与交通可达性评价[J].地理与地理信息科学,2008,24(2):53.
[15] 蒋海兵,徐建刚,祁毅.京沪高铁对区域中心城市陆路可达性影响[J].地理学报,2010,65(10):1287.
[16] 姜博,初楠臣,王媛,等.高速铁路影响下的城市可达性测度及其空间格局模拟分析——以哈大高铁为例[J].经济地理,2014,34(11):58.
[17] 高尚,薛东前.高铁背景下河南省铁路交通可达性与经济潜力格局[J].经济经纬,2017(2):13.
[18] 唐恩斌,张梅青.高铁背景下城市铁路可达性与空间相互作用格局——以江西省为例[J].长江流域资源与环境,2016,27(10):92.
[19] 姜博,初楠臣.哈大高铁对区域可达性影响及空间格局演变[J].城市规划,2015,39(11):92.
[20] 张春民,王玮强,李文添,等.基于面板数据的兰新高铁区域经济特性分析[J].铁道科学与工程学报,2017,14(1):12.
© 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 |