改进权重的京津冀可达性时空变化对比分析
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摘要
以2000年和2015年两个时间断面京津冀地区最省时的交通网络为基础数据,利用ArcGIS网络分析模块,分析节点城市可达性的时空变化规律。在研究方法上突出强调某一时间断面最省时的交通网络体系和通过节点中心度改进的加权平均旅行时间。结果显示:京津冀区域的可达性格局变化较大,可达性整体提升的同时,处于第一阶梯的区域大幅扩张;总体而言,区域内可达性从优到差排序依次为:中心城市、东部和南部城市、北部城市;交通方式的变革极大地改善了区域可达性,各城市的加权平均旅行时间普遍缩减50%以上,中部和南部城市的变化率要远远大于北部城市;张家口和承德两市受山地地形和交通基础设施的限制,可达性一直处于较低水平。
Beijing, Tianjin and cities of Hebei Province form an important urban agglomeration in Northern China. Integrating transportation networks is an efficient way to boost the development of this area. Based on the data of the most convenient traffic network of Beijing-Tianjin-Hebei in 2000 and2015, using ArcGIS network analysis, the change of accessibility of nodes was detected. In the research method, we highlighted the most time-saving section of a traffic network system and weighted average travel time improved by degree centrality. The findings are as follows. The accessibility pattern of Beijing-Tianjin-Hebei area has changed greatly, with the overall accessibility upgraded, and the one hour transportation area expanded. The accessibility within the region decreases in the following order: central cities, eastern and southern cities, northern cities. Shift of transportation modes has greatly improved regional accessibility, with a weighted average travel time between cities generally reduced by more than 50 percent. And the rate of change in the central and southern cities in the region is much greater than that in northern cities. Accessibility of Zhangjiakou and Chengde were the lowest in the region, hindered by the mountain topography and transport infrastructure constraints.
Beijing, Tianjin and cities of Hebei Province form an important urban agglomeration in Northern China. Integrating transportation networks is an efficient way to boost the development of this area. Based on the data of the most convenient traffic network of Beijing-Tianjin-Hebei in 2000 and2015, using ArcGIS network analysis, the change of accessibility of nodes was detected. In the research method, we highlighted the most time-saving section of a traffic network system and weighted average travel time improved by degree centrality. The findings are as follows. The accessibility pattern of Beijing-Tianjin-Hebei area has changed greatly, with the overall accessibility upgraded, and the one hour transportation area expanded. The accessibility within the region decreases in the following order: central cities, eastern and southern cities, northern cities. Shift of transportation modes has greatly improved regional accessibility, with a weighted average travel time between cities generally reduced by more than 50 percent. And the rate of change in the central and southern cities in the region is much greater than that in northern cities. Accessibility of Zhangjiakou and Chengde were the lowest in the region, hindered by the mountain topography and transport infrastructure constraints.
引文
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[15]曹小曙,阎小培.经济发达地区交通网络演化对通达性空间格局的影响:以广东省东莞市为例.地理研究,2003,22(3):305-312.
[16]曹小曙,薛德升,阎小培.中国干线公路网连接的城市通达性.地理学报,2005,60(6):903-910.
[17]徐旳,陆玉麒.高等级公路网建设对区域可达性的影响:以江苏省为例.经济地理,2004,24(6):830-833.
[18]蒋晓威,曹卫东,罗健,等.安徽省公路网络可达性空间格局及其演化.地理科学进展,2012,31(12):1591-1599.
[19]李一曼,修春亮,孙平军.基于加权平均旅行时间的浙江省交通可达性时空格局研究.人文地理,2014,29(4):155-160.
[20]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.经济地理,2013,33(8):37-45
[2]杨涛,过秀成.城市交通可达性新概念及其应用研究.中国公路学报,1995,2(2):25-30.
[3]Hansen W G.How accessibility shapes land use.Journal of the American Institute of lanners,1959,3(25):73-76.
[4]刘俊,陆玉麒,孟德友.基于不同指标的公路交通网络可达性评价——以江苏省为例.工业技术经济,2009,2(28):78-82.
[5]Gutiérrez Javier,Gómez Gabriel.The impact of orbital motorways on intra-metropolitan accessibility:the case of Madrid's M-40.Journal of Transport Geography,1999,7(1):1-15.
[6]Gutiérrez Javier.Location,economic potential and daily accessibility:An analysis of the accessibility impact of the high-speed line Madrid-Bardelona-French border.Journal of Transport Geography,2001,9(4):229-242.
[7]Gutiérrez Javier,Urbano Paloma.Accessibility in the European Union:the impact of the transeuropean road network.Journal of Transport Geography,1996,4(1):15-25.
[8]Gutiérrez Javier,González Rafael,Gómez Gabriel.The European high-speed train network:predicted effects on accessibility patterns.Journal of Transport Geography,1996,4(4):227-238.
[9]金凤君,王姣娥.二十世纪中国铁路网扩展及其空间通达性.地理学报,2004,59(2):293-302.
[10]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.地理学报,2005,60(3):371-380.
[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.经济地理,2004,24(3):407-411.
[12]李亚飞,刘高换,黄翀,等.京津冀地区民用机场交通可达性空间特征分析.世界地理研究,2016,25(6):57-65.
[13]吴威,曹有挥,梁双波.20世纪80年代以来长三角地区综合交通可达性的时空演化.地理科学进展,2010,29(5):619-626.
[14]吴威,曹有挥,曹卫东,等.长江三角洲公路网络的可达性空间格局及其演化.地理学报,2006,61(10):1065-1074.
[15]曹小曙,阎小培.经济发达地区交通网络演化对通达性空间格局的影响:以广东省东莞市为例.地理研究,2003,22(3):305-312.
[16]曹小曙,薛德升,阎小培.中国干线公路网连接的城市通达性.地理学报,2005,60(6):903-910.
[17]徐旳,陆玉麒.高等级公路网建设对区域可达性的影响:以江苏省为例.经济地理,2004,24(6):830-833.
[18]蒋晓威,曹卫东,罗健,等.安徽省公路网络可达性空间格局及其演化.地理科学进展,2012,31(12):1591-1599.
[19]李一曼,修春亮,孙平军.基于加权平均旅行时间的浙江省交通可达性时空格局研究.人文地理,2014,29(4):155-160.
[20]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.经济地理,2013,33(8):37-45