丝路经济带现有铁路网通达性测算及分析
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摘要
本文以丝路经济带为研究对象,结合目前比较成熟的GIS软件分析技术,基于丝路沿带国家现有铁路网中的每个国家部分行政省会城市抽象为铁路网络中的节点,以2018年各国及省会城市间铁路网的加权平均旅行时间距离为度量指标,直观、准确地对整个丝路沿带现有铁路网的时间通达性及空间格局进行测算和分析。研究表明:(1)整个研究区时间通达性在空间分布上极不均衡,最优的主要集中在东欧和中南亚地区城市;最差主要集中在中亚、西南亚地区城市。(2)整个研究区在不考虑本国家内城市之间的相互影响下,时间通达性空间格局发生了较大变化,但是整体空间分布仍旧极不均衡。
In this paper,the Economic Belt of Silk Road as the research object,combined with the current more mature GIS software analysis technology,based on the Silk Road along the belt of the country 's existing railway network,the administrative provincial capital in each country part is abstracted as a node in the railway networks,between countries and provincial capitals in2018 the weighted average travel time distance as a measure,the time accessibility and spatial pattern of the whole Silk Road along are accurately calculated and analyzed with the existing railway network. The results showthat:(1) The time accessibility of the whole study area is very uneven in spatial distribution,and the optimal concentration is mainly in the cities of Eastern Europe and Central Asia; the worst is mainly concentrated in the cities of Central Asia and West Asia.(2) The spatial pattern of time accessibility has changed greatly in the whole study area without taking into account the interaction between cities in their home countries,but the overall spatial distribution is still extremely uneven.
In this paper,the Economic Belt of Silk Road as the research object,combined with the current more mature GIS software analysis technology,based on the Silk Road along the belt of the country 's existing railway network,the administrative provincial capital in each country part is abstracted as a node in the railway networks,between countries and provincial capitals in2018 the weighted average travel time distance as a measure,the time accessibility and spatial pattern of the whole Silk Road along are accurately calculated and analyzed with the existing railway network. The results showthat:(1) The time accessibility of the whole study area is very uneven in spatial distribution,and the optimal concentration is mainly in the cities of Eastern Europe and Central Asia; the worst is mainly concentrated in the cities of Central Asia and West Asia.(2) The spatial pattern of time accessibility has changed greatly in the whole study area without taking into account the interaction between cities in their home countries,but the overall spatial distribution is still extremely uneven.
引文
[1]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[J]．地理学报，2006,61(10):1065-1074.
[2]张天昊．基于ArcGIS的广州市综合客运网络通达性研究[D]．西安:长安大学，2017.
[3]曹小曙，李涛，杨文越，等．基于陆路交通的丝绸之路经济带可达性与城市空间联系[J]．地理科学进展，2015,34(6):657-664.
[4]任启龙．东北经济区综合交通通达性研究[D]．大连:辽宁师范大学，2014.
[5] KWAN M P,MURRAY A T,O'KELLY M E,et al. Recent advances in accessibility research:Representation,methodology and applications[J]. Journal of Geographical Systems,2003,5(1):129-138.
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[8] BENTLAGE M,LTHI S,THIERSTEIN A. Knowledge creation in German agglomerations and accessibility:An approach involving non-physical connectivity[J]. Cities,2013,30(2):47-58.
[9]李玉森，王利．辽宁省干线公路网络通达性研究[J]．资源开发与市场，2012,28(2):122-125.
[10]李亚婷，秦耀辰，闫卫阳，等．河南省公路网络的可达性空间格局及其演化特征[J]．地域研究与开发，2010,29(1):60-64.
[11]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[J]．地理学报，2006,61(10):1065-1074.
[12]张兵，金凤君，于良．近20年来湖南公路网络优化与空间格局演变[J]．地理研究，2007,26(4):712-722.
[13]张志学，李同升．基于GIS的县级尺度交通可达性研究—以陕西省为例[J]．人文地理，2010(1):100-104.
[14]张志坤．基于GIS与可达性的南方丝绸之路经济带时空演变研究[D]．昆明:云南师范大学，2017.
[15]王姣娥，王涵，焦敬娟．“一带一路”与中国对外航空运输联系[J]．地理科学进展，2015,34(5):554-562.
[16]OpenStreetMap.2018年开放街道地图[EB/OL]. https://www.openstreetmap.org/#map=3/37.02/135.00.
[17]NASA．哥伦比亚大学地球观测系统数据与信息中心[EB/OL].[1997]. http://sedac.ciesin.columbia.edu/．
[18]中文互联网数据资讯中心．世界银行公开数据[EB/OL].[2017-12-23].http://data.w orldbank.org.cn/．
[19]王振波，徐建刚，朱传耿，等．中国县域可达性区域划分及其与人口分布的关系[J]．地理学报，2010,65(4):416-426.
[20]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.
[2]张天昊．基于ArcGIS的广州市综合客运网络通达性研究[D]．西安:长安大学，2017.
[3]曹小曙，李涛，杨文越，等．基于陆路交通的丝绸之路经济带可达性与城市空间联系[J]．地理科学进展，2015,34(6):657-664.
[4]任启龙．东北经济区综合交通通达性研究[D]．大连:辽宁师范大学，2014.
[5] KWAN M P,MURRAY A T,O'KELLY M E,et al. Recent advances in accessibility research:Representation,methodology and applications[J]. Journal of Geographical Systems,2003,5(1):129-138.
[6] WIECHMANN T. Errors expected-aligning urban strategy with demographic uncertainty in shrinking cities[J]. International Planning Studies,2008,13(4):431-446.
[7] BLANCO H,ALBERTI M,OLSHANSKY R,et al. Shaken,shrinking,hot,impoverished and informal:Emerging research agendas in planning[J]. Progress in Planning,2009,72(4):195-250.
[8] BENTLAGE M,LTHI S,THIERSTEIN A. Knowledge creation in German agglomerations and accessibility:An approach involving non-physical connectivity[J]. Cities,2013,30(2):47-58.
[9]李玉森，王利．辽宁省干线公路网络通达性研究[J]．资源开发与市场，2012,28(2):122-125.
[10]李亚婷，秦耀辰，闫卫阳，等．河南省公路网络的可达性空间格局及其演化特征[J]．地域研究与开发，2010,29(1):60-64.
[11]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[J]．地理学报，2006,61(10):1065-1074.
[12]张兵，金凤君，于良．近20年来湖南公路网络优化与空间格局演变[J]．地理研究，2007,26(4):712-722.
[13]张志学，李同升．基于GIS的县级尺度交通可达性研究—以陕西省为例[J]．人文地理，2010(1):100-104.
[14]张志坤．基于GIS与可达性的南方丝绸之路经济带时空演变研究[D]．昆明:云南师范大学，2017.
[15]王姣娥，王涵，焦敬娟．“一带一路”与中国对外航空运输联系[J]．地理科学进展，2015,34(5):554-562.
[16]OpenStreetMap.2018年开放街道地图[EB/OL]. https://www.openstreetmap.org/#map=3/37.02/135.00.
[17]NASA．哥伦比亚大学地球观测系统数据与信息中心[EB/OL].[1997]. http://sedac.ciesin.columbia.edu/．
[18]中文互联网数据资讯中心．世界银行公开数据[EB/OL].[2017-12-23].http://data.w orldbank.org.cn/．
[19]王振波，徐建刚，朱传耿，等．中国县域可达性区域划分及其与人口分布的关系[J]．地理学报，2010,65(4):416-426.
[20]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.