| 中国中心城市公路客运联系及其空间格局 |
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| 引用本文： | 王海江,苗长虹,牛海鹏,袁占良. 中国中心城市公路客运联系及其空间格局[J]. 地理研究, 2016, 35(4): 745-756. DOI: 10.11821/dlyj201604012 |
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| 作者姓名： | 王海江 苗长虹 牛海鹏 袁占良 |
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| 作者单位： | 1. 河南理工大学测绘与国土信息工程学院,焦作 4540002. 河南大学黄河文明与可持续发展研究中心,开封 4750013. 河南大学环境与规划学院,开封 475001 |
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| 基金项目： | 国家自然科学基金项目（41371133,41430637,41371524）;河南省高校哲学社科研究优秀学者资助项目（2016-YXXZ-19）;河南省高校哲学社科创新团队支持计划（2016-CXTD-04）;河南理工大学博士基金项目（B2015-21） |
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| 摘 要： | 依托中国地级中心城市间的公路长途客运联系数据,运用GIS空间网络分析方法,对中国公路客运联系网络结构及其分布格局进行清晰的空间解构。研究显示：公路客运联系强弱与城市人口规模和经济总量相关性较强,而与经济发展水平不相关性;中国人口经济密集分布的东中部地区中心城市间的公路客运联系密切,呈现区域性集聚的分布格局;最为密集的区域为长三角、珠三角两地,而京津冀、山东省、河南省和成渝地区的集聚程度也相对突出。总体上,中国公路客运联系以各省份的省会及区域中心城市为联系中心,以区内其他城市为联系对象,在中短途客运距离内形成自成一体的区域性空间集聚。研究表明：中国公路长途客运联系的适宜空间距离应在500 km以内,最佳客运距离为100~300 km左右;中国公路长途客运联系在200 km内是随着距离增大而增加,之后则呈现二次曲线型的距离衰减趋势;细分各距离区段内的公路客运联系可以清晰识别城市群内、省域内、省际间及大区域间等不同空间尺度下区域交通联系的结构特征。
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| 关 键 词： | 中心城市 公路客运 空间联系 空间格局 |
| 收稿时间： | 2015-11-10 |
| 修稿时间： | 2016-03-04 |
Highway passenger transport contact and its spatial distribution in the central cities of China |
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| Haijiang WANG,Changhong MIAO,Haipeng NIU,Zhanliang YUAN. Highway passenger transport contact and its spatial distribution in the central cities of China[J]. Geographical Research, 2016, 35(4): 745-756. DOI: 10.11821/dlyj201604012 |
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| Authors: | Haijiang WANG Changhong MIAO Haipeng NIU Zhanliang YUAN |
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| Affiliation: | 1. School of Surveying & Land Information Engineering, Henan Polytechnic University, Jiaozuo 454000, Henan, China2. Key Research Institute of Yellow River Civilization and Sustainable Development, Henan University, Kaifeng 475004, Henan, China3. College of Environment & Planning, Henan University, Kaifeng 475004, Henan, China |
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| Abstract: | Based on long-distance highway passenger transport data of China's central cities, by use of GIS spatial network analysis, we analyze the spatial structure of China's passenger travel over a highway network and its spatial distribution on national scale. The results indicate, highway passenger transport volume has a strong correlation with urban population and economy scale, but no correlation with the level of economic development. The areas that are characterized by spatial agglomeration of highway passenger transport contacts are located in eastern China with a large population and developed economy. The most densely populated areas are located in the Yangtze River Delta and Pearl River Delta. Meanwhile, the stronger regional agglomerations of highway passenger transport are found in Beijing-Tianjin-Hebei, Shandong province, Henan province, and Chengdu-Chongqing. On the whole, the national highway passenger transport contacts take the regional central cities as centers and other regional cities as objects, which form regional spatial agglomeration areas in middle-short distance passenger transport. The study finds that: (1) The appreciated distance of China's long-distance passenger transport should be within 500 km and the best is about 100-300 km. (2) Contacts of long-distance passenger transport increase with the increasing distance within 200 km, and then present the trend with conic distance attenuation. (3) Spatial association of China's highway passenger transport contacts among central cities is strong. (4) The internal mechanism of urban agglomeration evolution can be characterized by structure and network of highway passenger transport contacts within 500 km. The extent of internal transport links in urban agglomerations can reflect regional economic development level and integration development degree. (5) Highway passenger transports with different distances reflect the regional transport links within different spatial scales. Regional traffic contacts structure and network at various spatial scales like urban agglomeration, inter-province, intra-province and regions can be clearly characterized by spatial distance subdivision of highway passenger transport. |
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| Keywords: | central cities highway passenger transport spatial contacts spatial distribution |
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