高铁网络化时代典型旅游城市旅游流空间结构演化——以黄山市为例
|
摘要
交通对旅游流具有重要的导向作用,高铁作为近年来我国诞生的新兴地理要素,正在对区域旅游流空间结构产生重要影响。本研究聚焦高铁对典型旅游城市旅游流空间结构的影响,以黄山市为案例地,通过对高铁开通前(2015年4月)、高铁刚开通(2015年8月)、高铁运行两年(2017年7月)、高铁网络形成(2020年)四个时间节点的观测、调查和预测,结合3 600份调查问卷和955条旅行社在线旅游网站线路数据,借助Excel、SPSS、UCINET、ArcGIS、Photoshop等分析软件和研究方法,研究高铁网络化时代典型旅游城市旅游空间结构的演化过程。结果表明:①高铁刚开通,黄山市旅游流空间结构的变化并不明显。②高铁运行两年,黄山市旅游流网络规模不断扩大,网络密度逐渐降低,"核心—边缘"结构显著,核心区逐渐向高铁沿线城市转移,形成新的旅游发展轴线,网络整体合作水平上升,"旅游核心+高铁沿线城市"成为最主要的合作形式。黄山市的节点功能和区位优势不断提升,呈现极化发展趋势,对周边地区的辐射带动功能提升,高铁沿线城市的节点功能和区位优势普遍提升,成长为次级旅游中心和交通核心,非高铁沿线城市节点功能普遍下降。③预计到2020年,我国"八纵八横"高铁网络将建成,黄山市高铁网络持续优化,旅游流网络规模继续扩大,网络发育更加完善,沿高铁线路将形成多个环形核心区,边缘区将覆盖国内主要大中城市,黄山市与高铁沿线城市的合作关系持续增强,对周边旅游地的辐射功能亦不断提升。黄山市节点功能和区位优势再次提升,沿高铁网络将形成多个次级旅游中心、交通核心,高铁沿线城市的区位优势继续增强,整体网络的空间分布更加均衡。④高铁开通至运行两年,黄山市旅游空间结构逐渐由不均衡的"网状"结构演化为"网状+链状"结构,待2020年高铁网络基本成型,将再演化为"核心—边缘—飞地"圈层结构,核心区辐射半径扩大至900 km,旅游地系统进入结构合理、功能完备、稳定性好的成熟阶段。
Traffic plays an important role in guiding the tourist flow. High-speed railway, as a newly emerging geographical element in China, is having an important influence on the spatial structure of regional tourist flow. This study takes Huangshan City as a research area and focuses on the influence of the high-speed railway on the spatial structure of tourist flows in typical tourist cities, through observing, investigating and forecasting the tourist flow of four time nodes which are April 2015(before the opening of high-speed rail), August 2015(the newly opening of high-speed rail), July 2017(two years after its operation) and 2020(the formation of high-speed network), and combining with 3,600 questionnaires and 955 tour routes of travel agencies, this article analyzes the evolution process of the tourism spatial structure of typical tourist cities in the era of high-speed rail network utilizing Excel, SPSS, UCINET, ArcGIS,Photoshop. The results show that: 1) The space structure change of tourist flow in Huangshan City is not obvious when the high-speed railway is opened. 2) After the two-year operation of the high-speed railway, the scale of tourism flow network in Huangshan has been continuously expanded, the network density has been gradually reduced, the "core-edge" structure has been significant, and the core area has gradually shifted to cities along the high-speed rail and forms a new axis of tourism development. The overall level of cooperation in the network has increased, and core tourism cities cooperating with cities along the high-speed railway line are the main cooperation forms. The node function and location advantages of Huangshan City have been continuously improved, showing a trend of polarization development. The radiative driving function of the surrounding areas has been enhanced. The functions and location advantages of the cities along the high-speed railway have generally improved and become secondary tourism center and traffic core, and the function of urban nodes not along the high-speed railway has generally declined. 3) By 2020 high-speed railway network which is eight vertical high-speed rail lines and eight horizontal high-speed rail lines will be completed, the high-speed rail network in Huangshan City will continue to be optimized, the scale of tourist flow network will continue to expand,and the network development will be more complete. It will be formed multiple annular core areas along the high-speed rail line, and the edge area will cover major medium-sized cities domestically. The cooperation between Huangshan City and the cities along the high-speed rail line will continue to strengthen, and the radiation function of the surrounding tourism area will also continue to enhance. The node function and location advantages of Huangshan City will be upgraded once again, it will form several secondary tourism centers and transport cores along the high-speed railway.The advantages of the cities along the high-speed railways will continue to enhance, and the overall network space distribution will be more balanced. 4) After two-year operation, the spatial structure of tourism in Huangshan City gradually shifted from an unbalanced "net" to "net+chain" structure. By 2020, the high-speed rail network will basically take shape and will be transformed into "core-edge-enclave" ring layer structure, the radiation radius of the core area has been expanded to 900 km, and the tourism system enters the mature stage with reasonable structure, complete function and good stability.
Traffic plays an important role in guiding the tourist flow. High-speed railway, as a newly emerging geographical element in China, is having an important influence on the spatial structure of regional tourist flow. This study takes Huangshan City as a research area and focuses on the influence of the high-speed railway on the spatial structure of tourist flows in typical tourist cities, through observing, investigating and forecasting the tourist flow of four time nodes which are April 2015(before the opening of high-speed rail), August 2015(the newly opening of high-speed rail), July 2017(two years after its operation) and 2020(the formation of high-speed network), and combining with 3,600 questionnaires and 955 tour routes of travel agencies, this article analyzes the evolution process of the tourism spatial structure of typical tourist cities in the era of high-speed rail network utilizing Excel, SPSS, UCINET, ArcGIS,Photoshop. The results show that: 1) The space structure change of tourist flow in Huangshan City is not obvious when the high-speed railway is opened. 2) After the two-year operation of the high-speed railway, the scale of tourism flow network in Huangshan has been continuously expanded, the network density has been gradually reduced, the "core-edge" structure has been significant, and the core area has gradually shifted to cities along the high-speed rail and forms a new axis of tourism development. The overall level of cooperation in the network has increased, and core tourism cities cooperating with cities along the high-speed railway line are the main cooperation forms. The node function and location advantages of Huangshan City have been continuously improved, showing a trend of polarization development. The radiative driving function of the surrounding areas has been enhanced. The functions and location advantages of the cities along the high-speed railway have generally improved and become secondary tourism center and traffic core, and the function of urban nodes not along the high-speed railway has generally declined. 3) By 2020 high-speed railway network which is eight vertical high-speed rail lines and eight horizontal high-speed rail lines will be completed, the high-speed rail network in Huangshan City will continue to be optimized, the scale of tourist flow network will continue to expand,and the network development will be more complete. It will be formed multiple annular core areas along the high-speed rail line, and the edge area will cover major medium-sized cities domestically. The cooperation between Huangshan City and the cities along the high-speed rail line will continue to strengthen, and the radiation function of the surrounding tourism area will also continue to enhance. The node function and location advantages of Huangshan City will be upgraded once again, it will form several secondary tourism centers and transport cores along the high-speed railway.The advantages of the cities along the high-speed railways will continue to enhance, and the overall network space distribution will be more balanced. 4) After two-year operation, the spatial structure of tourism in Huangshan City gradually shifted from an unbalanced "net" to "net+chain" structure. By 2020, the high-speed rail network will basically take shape and will be transformed into "core-edge-enclave" ring layer structure, the radiation radius of the core area has been expanded to 900 km, and the tourism system enters the mature stage with reasonable structure, complete function and good stability.
引文
[1] Gutiérrez J,González R,Gómez G. The European high-speed train network[J]. Journal of Transport Geography,1996,4(4):227-238.
[2] 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 Ge‐ography,2001,9(4):229-242.
[3]蒋海兵,刘建国,蒋金亮.高速铁路影响下的全国旅游景点可达性研究[J].旅游学刊,2014,29(7):58-67.
[4]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.
[5] Wang X,Huang S,Zou T,et al. Effects of the high speed rail network on China's regional tourism development[J]. Tourism Management Perspectives,2012,1(1):34-38.
[6]邓涛涛,赵磊,马木兰.长三角高速铁路网对城市旅游业发展的影响研究[J].经济管理,2016,38(1):137-146.
[7] Albalate D,Campos J,Jiménez J L. Tourism and high speed rail in Spain:Does the AVE increase local visitors?[J]. Annals of Tourism Research,2017,65(4):71-82.
[8] Pagliara F,Pietra A L,Gomez J,et al. High Speed Rail and the tourism market:Evidence from the Madrid case study[J]. Trans‐port Policy,2015,37(1):187-194.
[9] CartenìA,Pariota L,Henke I. Hedonic value of high-speed rail services:Quantitative analysis of the students’domestic tourist attractiveness of the main Italian cities[J]. Transportation Re‐search Part A Policy&Practice,2017,100(6):348-365.
[10] Masson S,Petiot R. Can the high speed rail reinforce tourism attractiveness?The case of the high speed rail between Perpig‐nan(France)and Barcelona(Spain)[J]. Technovation,2009,29(9):611-617.
[11]殷平.高速铁路与区域旅游新格局构建——以郑西高铁为例[J].旅游学刊,2012,27(12):47-53.
[12]岡田宏,龚深弟.日本的新干线和社会经济效益[J].中国铁路,1998(10):28-35,5.
[13]林上,冯雷.日本高速铁路建设及其社会经济影响[J].城市与区域规划研究,2011(3):132-156.
[14] Froeidh O. Market effects of regional high-speed trains on the Svealand line[J]. Journal of Transport Geography,2005,13(4):352-361.
[15] R Harman. High speed trains and the development and regeneration of cities[R]. Green gauge 21,2006,66:5-126.
[16]汪德根.京沪高铁对主要站点旅游流时空分布影响[J].旅游学刊,2014,29(1):75-82.
[17]汪德根.武广高速铁路对湖北省区域旅游空间格局的影响[J].地理研究,2013,32(8):1 555-1 564.
[18]郭建科,王绍博,王辉,等.哈大高铁对东北城市旅游供需市场的空间效应研究——基于景点可达性的分析[J].地理科学进展,2016,35(4):505-514.
[19]汪德根,陈田,陆林,等.区域旅游流空间结构的高铁效应及机理——以中国京沪高铁为例[J].地理学报,2015,70(2):214-233.
[20]汪德根,钱佳,牛玉.高铁网络化下中国城市旅游场强空间格局及演化[J].地理学报,2016,71(10):1 784-1 800.
[21]穆成林,陆林.京福高铁对旅游目的地区域空间结构的影响——以黄山市为例[J].自然资源学报,2016,31(12):2 122-2 136.
[22]李磊,孙小龙,陆林,等.国内外高铁旅游研究热点、进展及启示[J].世界地理研究,2019,28(1):175-186.
[23]杨仲元,卢松.交通发展对区域旅游空间结构的影响研究——以皖南旅游区为例[J].地理科学,2013,33(7):806-814.
[24]卢松,吉慧,蔡云峰.黄山市自驾车入游流旅行空间行为研究[J].地理研究,2013,32(1):179-190.
[25]杨仲元,徐建刚,林蔚.基于复杂适应系统理论的旅游地空间演化模式——以皖南旅游区为例[J].地理学报,2016,71(6):1 059-1 074.
[26]闾平贵,汪德根,魏向东.“时空压缩”与客源市场空间结构演变——以江苏国际旅游客源市场为例[J].经济地理,2009,29(3):154-159.
[27]杨兴柱,顾朝林,王群.南京市旅游流网络结构构建[J].地理学报,2007,62(6):609-620.
[28]吴晋峰,潘旭莉.京沪入境旅游流网络结构特征分析[J].地理科学,2010,15(3):370-376.
[29]陈超,刘家明,马海涛,等.中国农民跨省旅游网络空间结构研究[J].地理学报,2013,68(4):547-558.
(1)据《中长期铁路网规划(2016—2025)》和《安徽省现代铁路交通体系建设规划(2017—2021)》等规划资料。
[2] 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 Ge‐ography,2001,9(4):229-242.
[3]蒋海兵,刘建国,蒋金亮.高速铁路影响下的全国旅游景点可达性研究[J].旅游学刊,2014,29(7):58-67.
[4]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.
[5] Wang X,Huang S,Zou T,et al. Effects of the high speed rail network on China's regional tourism development[J]. Tourism Management Perspectives,2012,1(1):34-38.
[6]邓涛涛,赵磊,马木兰.长三角高速铁路网对城市旅游业发展的影响研究[J].经济管理,2016,38(1):137-146.
[7] Albalate D,Campos J,Jiménez J L. Tourism and high speed rail in Spain:Does the AVE increase local visitors?[J]. Annals of Tourism Research,2017,65(4):71-82.
[8] Pagliara F,Pietra A L,Gomez J,et al. High Speed Rail and the tourism market:Evidence from the Madrid case study[J]. Trans‐port Policy,2015,37(1):187-194.
[9] CartenìA,Pariota L,Henke I. Hedonic value of high-speed rail services:Quantitative analysis of the students’domestic tourist attractiveness of the main Italian cities[J]. Transportation Re‐search Part A Policy&Practice,2017,100(6):348-365.
[10] Masson S,Petiot R. Can the high speed rail reinforce tourism attractiveness?The case of the high speed rail between Perpig‐nan(France)and Barcelona(Spain)[J]. Technovation,2009,29(9):611-617.
[11]殷平.高速铁路与区域旅游新格局构建——以郑西高铁为例[J].旅游学刊,2012,27(12):47-53.
[12]岡田宏,龚深弟.日本的新干线和社会经济效益[J].中国铁路,1998(10):28-35,5.
[13]林上,冯雷.日本高速铁路建设及其社会经济影响[J].城市与区域规划研究,2011(3):132-156.
[14] Froeidh O. Market effects of regional high-speed trains on the Svealand line[J]. Journal of Transport Geography,2005,13(4):352-361.
[15] R Harman. High speed trains and the development and regeneration of cities[R]. Green gauge 21,2006,66:5-126.
[16]汪德根.京沪高铁对主要站点旅游流时空分布影响[J].旅游学刊,2014,29(1):75-82.
[17]汪德根.武广高速铁路对湖北省区域旅游空间格局的影响[J].地理研究,2013,32(8):1 555-1 564.
[18]郭建科,王绍博,王辉,等.哈大高铁对东北城市旅游供需市场的空间效应研究——基于景点可达性的分析[J].地理科学进展,2016,35(4):505-514.
[19]汪德根,陈田,陆林,等.区域旅游流空间结构的高铁效应及机理——以中国京沪高铁为例[J].地理学报,2015,70(2):214-233.
[20]汪德根,钱佳,牛玉.高铁网络化下中国城市旅游场强空间格局及演化[J].地理学报,2016,71(10):1 784-1 800.
[21]穆成林,陆林.京福高铁对旅游目的地区域空间结构的影响——以黄山市为例[J].自然资源学报,2016,31(12):2 122-2 136.
[22]李磊,孙小龙,陆林,等.国内外高铁旅游研究热点、进展及启示[J].世界地理研究,2019,28(1):175-186.
[23]杨仲元,卢松.交通发展对区域旅游空间结构的影响研究——以皖南旅游区为例[J].地理科学,2013,33(7):806-814.
[24]卢松,吉慧,蔡云峰.黄山市自驾车入游流旅行空间行为研究[J].地理研究,2013,32(1):179-190.
[25]杨仲元,徐建刚,林蔚.基于复杂适应系统理论的旅游地空间演化模式——以皖南旅游区为例[J].地理学报,2016,71(6):1 059-1 074.
[26]闾平贵,汪德根,魏向东.“时空压缩”与客源市场空间结构演变——以江苏国际旅游客源市场为例[J].经济地理,2009,29(3):154-159.
[27]杨兴柱,顾朝林,王群.南京市旅游流网络结构构建[J].地理学报,2007,62(6):609-620.
[28]吴晋峰,潘旭莉.京沪入境旅游流网络结构特征分析[J].地理科学,2010,15(3):370-376.
[29]陈超,刘家明,马海涛,等.中国农民跨省旅游网络空间结构研究[J].地理学报,2013,68(4):547-558.
(1)据《中长期铁路网规划(2016—2025)》和《安徽省现代铁路交通体系建设规划(2017—2021)》等规划资料。