陕西省高铁网络建设对可达性空间格局影响
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摘要
文章以陕西省高速铁路作为研究对象,在已有研究的基础上,提出"节点成本"网络分析方法,用以测算最小时空距离、加权平均旅行时间、日可达性及可达性潜力四个指标,并对陕西省有无高铁以及未来"米"字型高铁网络建成后的可达性空间格局进行模拟和评价,分析陕西省不同时期高铁网络扩张对可达性空间格局的影响。结果表明:①"节点成本"网络分析法计算结果能较为真实反映区域可达性空间格局;②陕西省高铁网络降低了最小时间可达性,"时间收敛"效应变化显著,但最小空间可达性无明显变化,"空间收敛"效应不突出;③陕西省"米"字形高铁网络建成以后,省会西安的中心枢纽地位进一步得到巩固,1 h可服务人口增加到1 751.61万人,提升66.17%,2 h可服务人口为2 890.8万人,提升44.93%;④随着高速铁路的扩张,陕西省可达性空间格局呈现出"核心—边缘"形态到"廊道"形态再到"核心—廊道"形态的演化趋势,全省可达性整体提升,地区可达性差距缩小。
This paper studies the high-speed railway(HSR) in Shaanxi Province on the basis of existing researches,proposes a network analysis method of the node cost that is used to calculate minimum space-time distance, weighted average travel time(WATT), daily accessibility(DA) and potential accessibility(PA) and evaluates and simulates the spatial pattern of accessibility of Shaanxi Province in the past, current and future. The purpose of this study is to analyze the impact of the expansion of the high-speed rail network on the spatial pattern of accessibility in different periods of Shaanxi province. The results show: 1) The calculation results by the use of the "node cost" network analysis method can more accurately reflect the spatial pattern of regional accessibility. 2) The high-speed rail network in Shaanxi province has reduced the minimum time accessibility and the "time convergence" effect has changed significantly. But the minimum space accessibility has no obvious changed and the "spatial convergence" effect is not obvious. 3) When the "hub-and-spoke type" HSR network of Shaanxi Province was completed, the traffic position of Xi'an City will be further strengthened and the number of serviceable population will increases to 17.5161 million people in one-hour traffic circle,which have increased by 66.17%; And the serviceable population will reach to 28.908 million in two-hour traffic circle,growing to 44.93%. 4) With the expansion of high-speed railway, the accessibility spatial pattern of Shaanxi Province presents the development trend that is from "core-edge" to "corridor" and "core-corridor", which improves the accessibility of province and narrows the gap in the accessibility.
This paper studies the high-speed railway(HSR) in Shaanxi Province on the basis of existing researches,proposes a network analysis method of the node cost that is used to calculate minimum space-time distance, weighted average travel time(WATT), daily accessibility(DA) and potential accessibility(PA) and evaluates and simulates the spatial pattern of accessibility of Shaanxi Province in the past, current and future. The purpose of this study is to analyze the impact of the expansion of the high-speed rail network on the spatial pattern of accessibility in different periods of Shaanxi province. The results show: 1) The calculation results by the use of the "node cost" network analysis method can more accurately reflect the spatial pattern of regional accessibility. 2) The high-speed rail network in Shaanxi province has reduced the minimum time accessibility and the "time convergence" effect has changed significantly. But the minimum space accessibility has no obvious changed and the "spatial convergence" effect is not obvious. 3) When the "hub-and-spoke type" HSR network of Shaanxi Province was completed, the traffic position of Xi'an City will be further strengthened and the number of serviceable population will increases to 17.5161 million people in one-hour traffic circle,which have increased by 66.17%; And the serviceable population will reach to 28.908 million in two-hour traffic circle,growing to 44.93%. 4) With the expansion of high-speed railway, the accessibility spatial pattern of Shaanxi Province presents the development trend that is from "core-edge" to "corridor" and "core-corridor", which improves the accessibility of province and narrows the gap in the accessibility.
引文
[1] Vickerman R. High-speed rail in Europe:experience and issues for future development[J]. The Annals of Regional Science,1997,31(1),21-38.
[2] Martin J C,Gutiérrez J,Román C. Data envelopment analysis(DEA)index to measure the accessibility impacts of new infrastructure investments:the case of the high-speed train Corridor Madrid-Barcelona-French Border[J]. Regional Studies,2004,38(6):697-712.
[3]孟德友,陆玉麒.高速铁路对河南沿线城市可达性及经济联系的影响[J].地理科学,2011,31(5):537-543.
[4] Hyojin K,Selima S. The impacts of high-speed rail extensions on accessibility and spatial equity changes in South Korea from2004 to 2018[J]. Journal of Transport Geography,2015,45(5):48-61.
[5]覃成林,杨晴晴.高速铁路对生产性服务业空间格局变迁的影响[J].经济地理,2017,37(2):90-97.
[6]孟德友,魏凌,樊新生,等.河南“米”字形高铁网构建对可达性及城市空间格局影响[J].地理科学,2017,37(6):850-858.
[7] Gutiérrez J. Location,economic potential and daily accessibility:an analysis of the accessibility impact of the high-speed line Madrid-Barcelona-French border[J]. Journal of Transport Geography,2001,9(4):229-242.
[8] Gutiérrez J,González R,Gómez G. The European high-speed train network:predicted effects on accessibility patterns[J].Journal of Transport Geography,1996,4(4),227-238.
[9] Sasaki K,Ohashi T,Ando A. High-speed rail transit impact on regional systems:Does the Shinkansen contribute to dispersion?[J]. The Annals of Regional Science,1997,31(1):77-98.
[10] Kim K S. High-speed rail developments and spatial re-structuring:A case study of the Capital region in South Korea[J]. Cities,2000,17(4):251-262.
[11] Martínez Sánchez-Mateos H S,Givoni M. The accessibility impact of a new High-Speed Rail line in the UK-a preliminary analysis of winners and losers[J]. Journal of Transport Geography,2012,25(9):105-114.
[12] David M,Levinson. Accessibility impacts of high-speed rail[J]. Journal of Transport Geography,2012,22(5):288-291.
[13] Jiao J J,Wang J E,Jin F J,et al. Impacts on accessibility of China’s present and future HSR network[J]. Journal of Transport Geography,2014,40(10):123-132.
[14] Jin F J,Jiao J J,Qi Y J,et al. Evolution and geographic effects of high-speed rail in East Asia:An accessibility approach[J].Journal of Geographical Sciences,2017,27(5):515-532.
[15]姜博,初楠臣,修春亮,等.中国“四纵四横”高铁网络可达性综合评估与对比[J].地理学报,2016,71(4):591-604.
[16]黄洁,钟业喜,李建新,等.基于高铁网络的中国省会城市经济可达性[J].地理研究,2016,35(4):757-769.
[17]钟业喜,黄洁,文玉钊.高铁对中国城市可达性格局的影响分析[J].地理科学,2015,35(4):387-395.
[18]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,2013,31(8):1 187-1 194.
[19]张萌萌,孟晓晨.高速铁路对中国城市市场潜力的影响——基于铁路客运可达性的分析[J].地理科学进展,2014,33(12):1 650-1 658.
[20]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):1 287-1 298.
[21] Cao J,Liu X Y,Wang Y H,et al. Accessibility impacts of China’s high-speed rail network[J]. Journal of Transport Geography,2013,28(4):12-21.
[22] Wang L H,Liu Y X,Sun C,et al. Accessibility impact of the present and future high-speed rail network:A case study of Jiangsu Province,China[J]. Journal of Transport Geography,2016,54(6):61-72.
[23]王成金,程佳佳.中国高速公路网的可达性格局及演化[J].地理科学,2016,36(6):803-812.
[24]于茜,白建军,张晶言.路网通达性与城镇空间扩展的耦合关系[J].经济地理,2016,36(10):69-75.
[25]刘承良,丁明军,张贞冰,等.武汉都市圈城际联系通达性的测度与分析[J].地理科学进展,2007,26(6):96-106.
[26]陶卓霖,杨晓梦,梁进社.高速铁路对长三角地区陆路可达性的影响[J].经济地理,2016,36(8):40-46.
[2] Martin J C,Gutiérrez J,Román C. Data envelopment analysis(DEA)index to measure the accessibility impacts of new infrastructure investments:the case of the high-speed train Corridor Madrid-Barcelona-French Border[J]. Regional Studies,2004,38(6):697-712.
[3]孟德友,陆玉麒.高速铁路对河南沿线城市可达性及经济联系的影响[J].地理科学,2011,31(5):537-543.
[4] Hyojin K,Selima S. The impacts of high-speed rail extensions on accessibility and spatial equity changes in South Korea from2004 to 2018[J]. Journal of Transport Geography,2015,45(5):48-61.
[5]覃成林,杨晴晴.高速铁路对生产性服务业空间格局变迁的影响[J].经济地理,2017,37(2):90-97.
[6]孟德友,魏凌,樊新生,等.河南“米”字形高铁网构建对可达性及城市空间格局影响[J].地理科学,2017,37(6):850-858.
[7] Gutiérrez J. Location,economic potential and daily accessibility:an analysis of the accessibility impact of the high-speed line Madrid-Barcelona-French border[J]. Journal of Transport Geography,2001,9(4):229-242.
[8] Gutiérrez J,González R,Gómez G. The European high-speed train network:predicted effects on accessibility patterns[J].Journal of Transport Geography,1996,4(4),227-238.
[9] Sasaki K,Ohashi T,Ando A. High-speed rail transit impact on regional systems:Does the Shinkansen contribute to dispersion?[J]. The Annals of Regional Science,1997,31(1):77-98.
[10] Kim K S. High-speed rail developments and spatial re-structuring:A case study of the Capital region in South Korea[J]. Cities,2000,17(4):251-262.
[11] Martínez Sánchez-Mateos H S,Givoni M. The accessibility impact of a new High-Speed Rail line in the UK-a preliminary analysis of winners and losers[J]. Journal of Transport Geography,2012,25(9):105-114.
[12] David M,Levinson. Accessibility impacts of high-speed rail[J]. Journal of Transport Geography,2012,22(5):288-291.
[13] Jiao J J,Wang J E,Jin F J,et al. Impacts on accessibility of China’s present and future HSR network[J]. Journal of Transport Geography,2014,40(10):123-132.
[14] Jin F J,Jiao J J,Qi Y J,et al. Evolution and geographic effects of high-speed rail in East Asia:An accessibility approach[J].Journal of Geographical Sciences,2017,27(5):515-532.
[15]姜博,初楠臣,修春亮,等.中国“四纵四横”高铁网络可达性综合评估与对比[J].地理学报,2016,71(4):591-604.
[16]黄洁,钟业喜,李建新,等.基于高铁网络的中国省会城市经济可达性[J].地理研究,2016,35(4):757-769.
[17]钟业喜,黄洁,文玉钊.高铁对中国城市可达性格局的影响分析[J].地理科学,2015,35(4):387-395.
[18]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,2013,31(8):1 187-1 194.
[19]张萌萌,孟晓晨.高速铁路对中国城市市场潜力的影响——基于铁路客运可达性的分析[J].地理科学进展,2014,33(12):1 650-1 658.
[20]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):1 287-1 298.
[21] Cao J,Liu X Y,Wang Y H,et al. Accessibility impacts of China’s high-speed rail network[J]. Journal of Transport Geography,2013,28(4):12-21.
[22] Wang L H,Liu Y X,Sun C,et al. Accessibility impact of the present and future high-speed rail network:A case study of Jiangsu Province,China[J]. Journal of Transport Geography,2016,54(6):61-72.
[23]王成金,程佳佳.中国高速公路网的可达性格局及演化[J].地理科学,2016,36(6):803-812.
[24]于茜,白建军,张晶言.路网通达性与城镇空间扩展的耦合关系[J].经济地理,2016,36(10):69-75.
[25]刘承良,丁明军,张贞冰,等.武汉都市圈城际联系通达性的测度与分析[J].地理科学进展,2007,26(6):96-106.
[26]陶卓霖,杨晓梦,梁进社.高速铁路对长三角地区陆路可达性的影响[J].经济地理,2016,36(8):40-46.