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| 高速铁路对中国省际可达性的影响 | |
| 引用本文： | 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): 1187-1194. DOI: 10.11820/dlkxjz.2013.08.002 |
| 作者姓名： | 冯长春 丰学兵 刘思君 |
| 作者单位： | 北京大学城市与环境学院, 北京100871 |
| 基金项目： | 国家"十二五"科技支撑计划重大项目资助 |
| 摘 要： | 中国高速铁路网“四纵四横”客运专线规划至2015 年建成,将覆盖所有省会及90%的50 万以上人口城市,高速铁路可达性因此成为近年可达性研究的热点。本文在总结前人研究方法的基础上,运用加权平均旅行时间研究高铁时代中国省际可达性及空间格局。研究结果表明:① 采用传统客运最短旅行时间(含中转及停留)数据得到的省际可达性呈中心—外围模式,以郑州—武汉为中心,其他省份按“距离衰减规律”成为圈层式阶梯状空间格局;② 高速铁路建设带来省际联系时间缩短、可达性最优区域大幅增加等“高铁效应”,空间结构仍以武汉—郑州为中心呈现中心—外围模式;③ 高铁运营使省际可达性均衡化,可达性变化幅度在空间上呈中间凹四周高的“碗形”特点,位于客运铁路网络中心附近的省份变化幅度较小,外围地区如云南、福建等省可达性变化幅度较大。 |
| 关 键 词： | 高速铁路 可达性 空间格局 中国 最短旅行时间 |
| 收稿时间： | 2013-03-01 |
| 修稿时间： | 2013-06-01 |
Effects of high speed railway network on the inter-provincial accessibilities in China |
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| FENG Changchun , FENG Xuebing , LIU Sijun. Effects of high speed railway network on the inter-provincial accessibilities in China[J]. Progress in Geography, 2013, 32(8): 1187-1194. DOI: 10.11820/dlkxjz.2013.08.002 | |
| Authors: | FENG Changchun FENG Xuebing LIU Sijun |
| Affiliation: | College of Urban and Environment Sciences, Peking University, Beijing 100871, China |
| Abstract: | National High-Speed Rail Grid (4+4) Passenger Dedicated Lines (PDL) Railway Planning, covering all provincial capital cities and more than 90% cities with populations of more than 500,000, will be up and running in 2015. Accessibility by high speed railway network has become a hot topic in the accessibility research field. In this paper, based on review of the methods used by other researchers, the shortest time distance matrix between provincial capital cities was chosen to analyze inter-provincial accessibility by conventional railway network and by high-speed railway network, and weighted average travel time was used to analyze inter-provincial accessibility and spatial pattern in the high-speed railway time. Results are shown as fellows: (1) Inter-provincial accessibility by conventional railway network obtained with shortest time distance (including transfer and short-stay) has a "center-periphery" spatial pattern, with Zhengzhou-Wuhan as the center and other provinces as peripheries. The accessibility decreases from center to peripheries in circular gradients. The dominant factors affecting the accessibility are network pattern, node location and train organization, as Beijing has higher accessibility with radial rail network. (2) Inter-provincial accessibility by high-speed railway network also has a "center-periphery" pattern, whileWuhan is more convenient than Zhengzhou. Passenger Dedicated Lines have shortened inter- provincial travel time and doubled the 2% areas of best accessibility (from 5.3×104 km2 to 10.8×104 km2), showing the effects of high-speed railway network. The average travel distance of each capital city is 60,000 kilometers by both conventional network and high-speed railway network, but the latter only costs half of total travel time as the former, while the area of the best accessibility is 108,000 square kilometers. (3) High-speed railway network will equalize inter-province accessibility, as standard deviation of accessibility coefficient is less than conventional railway network. Remote regions such as Yunnan and Fujian had the biggest improvement in accessibility while the center provinces had littles change. |
| Keywords: | accessibility high speed railway shortest time distance spatial pattern China |
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