流视角下中国铁路交通联系空间模拟与格局解析
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摘要
基于"流空间"视角,借助GIS空间分析法,建立交互式的空间联系网络,对近域联系下城市间交通联系进行空间趋近模拟,深度解析全国铁路交通联系的空间分布与集聚格局。通过对列车运营线路上各城市间的近域联系路径进行空间选取和逐次连接,采取类似"裁弯取直"式的空间趋近模拟方法,完整模拟出各车次列车的运营路线,实现对铁路交通实际运营路径的空间刻画。基于7 000余车次的巨量客运数据,构建了全国地级城市间交互式的铁路客运空间联系网络,进而清晰展现了全国铁路客运联系空间分布与区域集聚图景。研究显示,全国铁路交通联系以纵横向铁路主通道为基本骨架,以国家及区域中心城市为联系核心,以各级城市群为主要联系方向。长三角、京津冀、珠三角城市群形成高铁时代"三群鼎立"这一基本空间架构,但高铁发展依然呈现以京广线为界"西冷东热"的空间分布态势。细分车次类型来看,全国铁路交通联系基本格局是以普速列车为本底,K字头列车为框架,G字头高铁为骨架,高速铁路为主通道,高铁与动车互相补充,高速与普速协同发展。
Based on the "flow space" perspective and with the help of GIS spatial analysis, this article builds an interactive spatial contact network. By means of the spatial approach simulation of intercity traffic contact, we deeply analyze the spatial distribution and agglomeration pattern of China's railway transport contacts. Selecting and successively connecting intercity neighbor contact path in the in-use railway lines, we completely simulate the operation route of each train by the method of spatial approach simulation and describe the actual operation path of railway traffic.Based on the railway traffic data of actual operation, this paper constructs an interactive contact network of intercity railway transportation in prefecture level, and analyses the spatial distribution and regional agglomeration of the national railway passenger transport contacts. Research shows that China's railway transport contacts are developed along the main railway lines, take the national and regional central cities as the contact core and the urban agglomerations as the main direction, railway traffic contact network presents the spatial pattern of tripartite confrontation that is Yangtze River Delta urban agglomeration, Beijing-Tianjin-Hebei urban agglomeration and Pearl River Delta urban agglomeration, and the high-speed railways are mainly distributed in the east of Beijing-Guangzhou railway line. In terms of the train type,the China's railway transport contacts are generally based on the normal speed trains, fast trains and high-speed trains,high-speed and multiple unit trains complement each other and develop in a synergetic way.
Based on the "flow space" perspective and with the help of GIS spatial analysis, this article builds an interactive spatial contact network. By means of the spatial approach simulation of intercity traffic contact, we deeply analyze the spatial distribution and agglomeration pattern of China's railway transport contacts. Selecting and successively connecting intercity neighbor contact path in the in-use railway lines, we completely simulate the operation route of each train by the method of spatial approach simulation and describe the actual operation path of railway traffic.Based on the railway traffic data of actual operation, this paper constructs an interactive contact network of intercity railway transportation in prefecture level, and analyses the spatial distribution and regional agglomeration of the national railway passenger transport contacts. Research shows that China's railway transport contacts are developed along the main railway lines, take the national and regional central cities as the contact core and the urban agglomerations as the main direction, railway traffic contact network presents the spatial pattern of tripartite confrontation that is Yangtze River Delta urban agglomeration, Beijing-Tianjin-Hebei urban agglomeration and Pearl River Delta urban agglomeration, and the high-speed railways are mainly distributed in the east of Beijing-Guangzhou railway line. In terms of the train type,the China's railway transport contacts are generally based on the normal speed trains, fast trains and high-speed trains,high-speed and multiple unit trains complement each other and develop in a synergetic way.
引文
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[8] Sánchez-Mateos H S M,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.
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[11]张学良.中国交通基础设施促进了区域经济增长吗——兼论交通基础设施的空间溢出效应[J].中国社会科学,2012(3):60-77.
[12]周浩,郑筱婷.交通基础设施质量与经济增长:来自中国铁路提速的证据[J].世界经济,2012(1):78-97.
[13]张文尝,金凤君,唐秀芳.空间运输联系的生成与增长规律研究[J].地理学报,1994,49(5):440-448.
[14]张文尝,金凤君,唐秀芳.空间运输联系的分布与交流规律研究[J].地理学报,1994,49(6):490-499.
[15]李平华,陆玉麒.长江三角洲空间运输联系与经济结构的时空演化特征分析[J].中国人口·资源与环境,2005,15(1):19-23.
[16]戴特奇,金凤君,王姣娥.空间相互作用与城市关联网络演进:以我国20世纪90年代城际铁路客流为例[J].地理科学进展,2005,24(2):80-89.
[17]王姣娥,金凤君.中国铁路客运网络组织与空间服务系统优化[J].地理学报,2005,60(3):371-380.
[18]王姣娥,景悦.中国城市网络等级结构特征及组织模式——基于铁路和航空流的比较[J].地理学报,2017,72(8):1 508-1 519.
[19]王海江,苗长虹.中国中心城市铁路客运的空间联系及其结构图谱[J].地理研究,2015,34(1):157-168.
[20]王海江,苗长虹.基于O-D网络的全国中心城市铁路客运联系及其分布规律[J].经济地理,2014,34(5):83-90.
[21]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.
[22]金凤君,王姣娥. 20世纪中国铁路网扩展及其空间通达性[J].地理学报,2004,52(2):293-302.
[23]孟德友,陆玉麒.基于铁路客运网络的省际可达性及经济联系格局[J].地理研究,2012,31(1):107-122.
[24]陈博文,陆玉麒,柯文前,等.江苏交通可达性与区域经济发展水平关系测度:基于空间计量视角[J].地理研究,2015,34(12):2 283-2 294.
[25]鲁万波,贾婧.高速铁路、城市发展与区域经济发展不平等——来自中国的经验数据[J].华东经济管理,2018(2):5-14.
[26]李新光,黄安民.高铁对县域经济增长溢出效应的影响研究——以福建省为例[J].地理科学,2018,38(2):233-241.
[27]王雨飞,倪鹏飞.高速铁路影响下的经济增长溢出与区域空间优化[J].中国工业经济,2016(2):21-36.
[28]倪维秋,廖茂林.高速铁路对中国省会城市旅游经济联系的空间影响[J].中国人口·资源与环境,2018,28(3):160-168.
[29]张岳军,张宁.高速铁路对沿线城市旅游的影响效应与作用机制研究[J].铁道运输与经济,2013,35(9):84-88.
[30]吴康,方创琳,赵渺希,等.京津城际高速铁路影响下的跨城流动空间特征[J].地理学报,2013,68(2):159-174.
[31]王姣娥,丁金学.高速铁路对中国城市空间结构的影响研究[J].国际城市规划,2011,26(6):47-52.
[32]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.
[33]孟德友,陈文峰,陆玉麒.高速铁路建设对我国省际可达性空间格局的影响[J].地域研究与开发,2011,30(4):6-10.
[34] Castells M. The informational city:information technology,economic restructuring and the urban-regional progress[M].Oxford UK&Cambridge USA:Blackwell,1989.
[35]沈丽珍.流动空间[M].南京:东南大学出版社,2010.
(1)近域联系:如“1303”次列车从北京西到郑州,依次途经北京、衡水、聊城、菏泽、商丘、开封、郑州等7个地级城市,通过此车次建立的全部单向空间联系为北京—衡水、北京—聊城、北京—菏泽等一共21个,其中的近域联系为北京—衡水、衡水—聊城、聊城—菏泽、菏泽—商丘、商丘—开封、开封—郑州共6个首尾相连的空间联系。
(2)O-D网络GIS空间分析法:O-D即起点(Origin)和终点(Destination),通过O-D矩阵空间网络分析法,将研究区域内各个城市进行理论上的交互式空间连接,得到全部的O-D网络连接路径(空间联系线),与实际存在铁路联系进行对接,剔除掉不存在铁路联系线,从而得到实际运营中存在的铁路联系网络路径。
[2] Roger Vickerman,Klaus Spiekermann,Michael Wegener. Accessibility and economic development in Europe[J]. Regional Studies,1999,33(1):1-15.
[3] David Keeble,Peter L. Owens,Chris Thompson. Regional accessibility and economic potential in the European community[J]. Regional Studies the Journal of the Regional Studies Asso‐ciation,1982,16(6):419-432.
[4] Gutiérrez J,Condeco-Melhorado A,Martín J C. Using accessibility indicators and GIS to assess spatial spillovers of transport infrastructure investment[J]. Journal of Transport Geography,2010,18(1):141-152.
[5] Ure?a J M,Menerault P,Garmendia M. The high-speed rail challenge for big intermediate cities:A national,regional and lo‐cal perspective[J]. Cities,2011,26(5):266-279.
[6] Ortega E,López E,Monzón A. Territorial cohesion impacts of high-speed rail under different zoning systems[J]. Journal of Transport Geography,2014,34:16-24.
[7] 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):77-98.
[8] Sánchez-Mateos H S M,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.
[9] 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 Geog‐raphy,2001,9(4):229-242.
[10]俞勇军,陆玉麒.交通投资与经济发展的关系及其区域效应评价方法研究[J].人文地理,2005,20(1):27-31.
[11]张学良.中国交通基础设施促进了区域经济增长吗——兼论交通基础设施的空间溢出效应[J].中国社会科学,2012(3):60-77.
[12]周浩,郑筱婷.交通基础设施质量与经济增长:来自中国铁路提速的证据[J].世界经济,2012(1):78-97.
[13]张文尝,金凤君,唐秀芳.空间运输联系的生成与增长规律研究[J].地理学报,1994,49(5):440-448.
[14]张文尝,金凤君,唐秀芳.空间运输联系的分布与交流规律研究[J].地理学报,1994,49(6):490-499.
[15]李平华,陆玉麒.长江三角洲空间运输联系与经济结构的时空演化特征分析[J].中国人口·资源与环境,2005,15(1):19-23.
[16]戴特奇,金凤君,王姣娥.空间相互作用与城市关联网络演进:以我国20世纪90年代城际铁路客流为例[J].地理科学进展,2005,24(2):80-89.
[17]王姣娥,金凤君.中国铁路客运网络组织与空间服务系统优化[J].地理学报,2005,60(3):371-380.
[18]王姣娥,景悦.中国城市网络等级结构特征及组织模式——基于铁路和航空流的比较[J].地理学报,2017,72(8):1 508-1 519.
[19]王海江,苗长虹.中国中心城市铁路客运的空间联系及其结构图谱[J].地理研究,2015,34(1):157-168.
[20]王海江,苗长虹.基于O-D网络的全国中心城市铁路客运联系及其分布规律[J].经济地理,2014,34(5):83-90.
[21]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.
[22]金凤君,王姣娥. 20世纪中国铁路网扩展及其空间通达性[J].地理学报,2004,52(2):293-302.
[23]孟德友,陆玉麒.基于铁路客运网络的省际可达性及经济联系格局[J].地理研究,2012,31(1):107-122.
[24]陈博文,陆玉麒,柯文前,等.江苏交通可达性与区域经济发展水平关系测度:基于空间计量视角[J].地理研究,2015,34(12):2 283-2 294.
[25]鲁万波,贾婧.高速铁路、城市发展与区域经济发展不平等——来自中国的经验数据[J].华东经济管理,2018(2):5-14.
[26]李新光,黄安民.高铁对县域经济增长溢出效应的影响研究——以福建省为例[J].地理科学,2018,38(2):233-241.
[27]王雨飞,倪鹏飞.高速铁路影响下的经济增长溢出与区域空间优化[J].中国工业经济,2016(2):21-36.
[28]倪维秋,廖茂林.高速铁路对中国省会城市旅游经济联系的空间影响[J].中国人口·资源与环境,2018,28(3):160-168.
[29]张岳军,张宁.高速铁路对沿线城市旅游的影响效应与作用机制研究[J].铁道运输与经济,2013,35(9):84-88.
[30]吴康,方创琳,赵渺希,等.京津城际高速铁路影响下的跨城流动空间特征[J].地理学报,2013,68(2):159-174.
[31]王姣娥,丁金学.高速铁路对中国城市空间结构的影响研究[J].国际城市规划,2011,26(6):47-52.
[32]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.
[33]孟德友,陈文峰,陆玉麒.高速铁路建设对我国省际可达性空间格局的影响[J].地域研究与开发,2011,30(4):6-10.
[34] Castells M. The informational city:information technology,economic restructuring and the urban-regional progress[M].Oxford UK&Cambridge USA:Blackwell,1989.
[35]沈丽珍.流动空间[M].南京:东南大学出版社,2010.
(1)近域联系:如“1303”次列车从北京西到郑州,依次途经北京、衡水、聊城、菏泽、商丘、开封、郑州等7个地级城市,通过此车次建立的全部单向空间联系为北京—衡水、北京—聊城、北京—菏泽等一共21个,其中的近域联系为北京—衡水、衡水—聊城、聊城—菏泽、菏泽—商丘、商丘—开封、开封—郑州共6个首尾相连的空间联系。
(2)O-D网络GIS空间分析法:O-D即起点(Origin)和终点(Destination),通过O-D矩阵空间网络分析法,将研究区域内各个城市进行理论上的交互式空间连接,得到全部的O-D网络连接路径(空间联系线),与实际存在铁路联系进行对接,剔除掉不存在铁路联系线,从而得到实际运营中存在的铁路联系网络路径。